ORDER FOR RELEASING A BRAKE OF A RAIL VEHICLE AND RAIL VEHICLE

Description

[0001] The invention relates to an arrangement according to the preamble of claim 1 and a rail vehicle with such an arrangement.

[0002] Rail vehicles, such as rail-bound public transport vehicles like trams, are typically operated by spring-loaded brake actuators (also known as "passive" brake actuators). The brakes can be designed, for example, as disc brakes, into which a brake caliper or caliper engages during braking. In a passive brake actuator, the actuator is pre-tensioned by a spring so that the brake is applied automatically by the spring force. To release the brake, the actuator is opened by applying a counter-acting force.

[0003] The force required for the operational control of the brake actuator can be provided by pressure exerted on the brake actuator by means of a hydraulic fluid. Alternatively, the force can also be provided by means of a pneumatic transmission system and / or an electrically driven actuator.

[0004] In the event of a fault in the service brake system, e.g., a hose rupture or the failure of a pump or compressor, redundant control of the brake actuator is usually provided, e.g., by means of a hydraulic auxiliary system. This will be explained without affecting the general public using the example of a spring-operated "passive" brake actuator of a rail vehicle.

[0005] In such a rail vehicle, when the service brake is depressurized, the spring-loaded cylinder automatically applies the brake using spring force.

[0006] As explained above, this brake behavior requires an auxiliary release mechanism to disengage the passive brake actuator in the event of a failure of the normal service brake circuit, thus enabling the vehicle to be moved – for example, towed. A pneumatically operated brake system with a pneumatic auxiliary release system is known, for example, from German patent application DE10 2012 202761 A1.

[0007] CN 111 891 924 A relates to a monorail crane locomotive and a hydraulic system used in mining for transporting heavy loads. The hydraulic system enables automatic control of the parking brake, real-time parking braking, and emergency braking, resulting in a high degree of automation. A compression cylinder function ensures the safe operation of the locomotive by applying sufficient pressure to the friction wheel. The system includes various hydraulic control valves, an oil tank, a hydraulic pump, a hydraulic motor, and a hydraulic accumulator. Improvements over conventional systems include increased automation, safety, and efficiency in the operation of the monorail crane.

[0008] Document US 5,074,624 A describes a rail vehicle with a hydraulic pressure supply system that powers both electro-hydraulic brakes and hydropneumatic suspensions. Each bogie of the vehicle has a pressure supply unit that delivers pressure to the brakes and suspensions through parallel valves. This system significantly reduces the cost and complexity of brake and suspension design. Integrating pumps, pressure switches, and control devices into a single unit improves the efficiency and functionality of the rail vehicle.

[0009] From EP 3 176 043 B1, a device for actuating passive brake actuators of a vehicle is known. The device consists of a brake pressure unit with a first and a second pressure source. In the event of a failure of the normal actuation, auxiliary release mechanisms are available to release the brakes. A changeover valve, controlled by a separate auxiliary release control unit, connects the second pressure source directly to the service brake circuit. The hydraulic design with electromagnetically actuated multi-way valves enables precise pressure control. The passive brake actuator functionality includes spring-loaded cylinders for actuating and releasing the brake calipers.

[0010] According to generally known technology, a separate auxiliary system, e.g., a hydraulically operated auxiliary release system, is used to assist the release of a passive brake actuator. This system provides hydraulic (auxiliary) pressure with which the brake actuators can be actuated as needed. For this purpose, a separate piston can be provided in the spring cylinders of the brake actuators, through which the assisted release of the brake actuator is carried out. The assisted release is thus achieved via a separate auxiliary release circuit by building up a corresponding pressure in the passive brake actuator. Figure 1Figure 10 shows an example of an auxiliary release device 10 of the applicant, used for an auxiliary release circuit and marketed under the name "Auxiliary Release Device EDHL". A first section 11, comprising a pump, and a second section 12, containing an electric motor, are visible. An electrical connection 14 is provided on the housing of the auxiliary release device 10, for example, on the second section 12. A control plate 13 provides hydraulic connections and determines the hydraulic operation of the auxiliary release device 10 by means of appropriately interconnected valves.

[0011] The functionality of the well-known auxiliary release device 10 is explained using the example in Figure 2The circuit diagram shown is explained below. A hydraulic fluid, e.g., hydraulic oil, is stored in a tank 21. The tank 21 is connected to a pump 23 driven by a motor 22. The pump 23 pumps the hydraulic fluid through a filter 24 into a hydraulic circuit and makes it available at an outlet H of the auxiliary release device 10. A pressure relief valve 25 ensures that a permissible maximum pressure is maintained in the hydraulic circuit by opening it to the tank 21 if the pressure is exceeded. A check valve 26 prevents backflow of the hydraulic fluid. The auxiliary release function is usually activated by directly switching on the motor 22 via a motor contactor (not shown). Switching on can be done, for example, by a corresponding switch on the rail vehicle (e.g.,in the driver's cab of the rail vehicle) or – in the case of a train consist – by means of a corresponding switch on another rail vehicle coupled to the rail vehicle. A pressure switch 27 switches off the motor 22 via the motor contactor when the auxiliary release process has started and the auxiliary release pressure is reached. Pressure reduction in the hydraulic circuit occurs in the de-energized state via a valve 28, which, in the energized state, blocks the backflow of hydraulic fluid from the hydraulic circuit and thus maintains the pressure at the outlet H. Finally, a venting unit 29 serves to vent and purge the tank 21.

[0012] Since such an auxiliary release device 10 is intended for significantly fewer uses compared to the service brake system, it is usually designed quite simply. As described, the hydraulic pressure is built up directly by activating the motor 22 of the pump 23 as needed. Accordingly, an auxiliary release device does not require electronic control or a pressure accumulator.

[0013] Often, increasing demands are placed on railway vehicle construction with regard to size and weight, which overall lead to a reduction in the size of the components used.

[0014] Starting from an arrangement of the type mentioned above, the task is to increase the range of functions of such an arrangement while maintaining high reliability and safety, and despite limitations regarding size and weight.

[0015] This problem is solved by an arrangement according to claim 1 and a rail vehicle with such an arrangement according to claim 8. Advantageous embodiments are specified in the dependent claims.

[0016] According to one aspect of the invention, an arrangement for releasing a brake of a rail vehicle is thus proposed with an electro-hydraulic supply and control device comprising a motor-driven pump connected to a tank containing a hydraulic fluid, wherein the electro-hydraulic supply and control device has a first output for applying a pressure exerted by the hydraulic fluid to at least one brake actuator of the brake.

[0017] According to the invention, the electro-hydraulic supply and control device is operatively connected to a pressure accumulator in such a way that the pressure accumulator is connected on the one hand to the pump and on the other hand to the first output of the electro-hydraulic supply and control device, and the electro-hydraulic supply and control device has a second output for supplying at least one hydraulic actuator, e.g. a hydraulic cylinder or a hydraulically actuated rotary drive, with the pressure exerted by the hydraulic fluid, wherein the hydraulic actuator is configured to perform an additional function of the rail vehicle.

[0018] To solve the aforementioned problem, the invention therefore utilizes the integration of at least two previously separate systems of a rail vehicle by using an electro-hydraulic supply and control unit, originally designed for the auxiliary release of a brake actuator, additionally to control a hydraulic actuator—not used for the braking function of the rail vehicle—that controls an auxiliary function of the rail vehicle. Such an auxiliary function could, for example, be the raising and lowering of a magnetic track brake whose vertical position is adjustable. Adjusting the position of a magnetic track brake (high or low position) is particularly relevant for trams that operate on the tram network (with the magnetic track brake in the low position) and on the local public transport network (with the magnetic track brake in the high position).Alternatively or additionally, the auxiliary function can also be the control of movable body elements of the rail vehicle (e.g., extending or folding in an entry aid such as a staircase, step, or ramp, controlling a door mechanism, adjusting ventilation flaps, etc.) or controlling a coupling of the rail vehicle. The control of several auxiliary functions in addition to the auxiliary release function related to the brake actuator is also conceivable within the scope of the invention.

[0019] The arrangement according to the invention thus performs a dual function (at least) by operating an auxiliary release function and an additional function of the rail vehicle via the same hydraulic circuit. To achieve this, the invention initially accepts the – apparent – ​​disadvantage of an additional component in the form of a pressure accumulator, which can be, for example, a diaphragm accumulator, a piston accumulator, or a spring accumulator and which can be designed as an integrated component within the electro-hydraulic supply and control unit or as a separate component. However, since both systems – namely the system directed to the brake actuator and the system directed to the auxiliary function – are supplied with hydraulic fluid at a suitable pressure level from the pressure accumulator, the provision of an additional component can be compensated for by saving on separately designed hydraulic systems.The motor control system can also be comparatively simple, as it now only needs to charge the pressure accumulator to maintain the pressure in the hydraulic system within a predefined range, e.g., 120–150 bar. Simply combining the previously separate systems of "auxiliary release" (without a pressure accumulator) and, for example, the control of a lifting device for a magnetic track brake (usually with a pressure accumulator), would require fundamentally different motor control methods. On the one hand, direct control would be necessary to supply pressure to the hydraulic circuit of the auxiliary release function, while on the other hand, simultaneous electronic control would be required to charge the pressure accumulator for the lifting device. This would necessitate two electronic control units, making the arrangement less attractive in terms of size and cost.The proposed circuit combines both functions in a simple and advantageous way.

[0020] According to the invention, the electro-hydraulic supply and control device is designed such that the first and second outputs can be independently supplied with the pressure provided by the pressure accumulator.

[0021] In this way, the arrangement can operate with particular flexibility. Specifically, it can be provided, for example, that the first and second outputs of the electro-hydraulic supply and control unit can each be connected to the pressure accumulator by means of at least one valve, preferably a 3 / 2-way valve. Alternatively, the desired function can also be achieved by means of a different valve configuration, for example, by means of two 2 / 2-way valves connected in series and controlled synchronously.

[0022] The valves and / or the pump motor can be controlled, for example, directly or via an electronic brake control system.

[0023] According to an advantageous embodiment of the arrangement according to the invention, it can be provided that the electro-hydraulic supply and control device is designed at its first output to provide pressure for the auxiliary release of a spring-operated brake of the rail vehicle.

[0024] This embodiment relates to the function described above as an example: the auxiliary release of a passive brake on a rail vehicle, such as a tram, that is permanently engaged, for example, due to a malfunction of the service brake system. The auxiliary release function also enables, for example, the towing of the rail vehicle in such a case.

[0025] Finally, another advantageous embodiment of the arrangement according to the invention provides that the electro-hydraulic supply and control device has a pressure switch which is designed to control a motor driving the pump depending on the pressure of the hydraulic fluid maintained by the pressure accumulator.

[0026] The pressure switch can directly control the motor – preferably via a motor contactor. When using an electronically commutated motor, control can also be achieved without a separate contactor. Alternatively, instead of directly controlling the motor, the pressure switch signal can be detected and processed by the brake control unit; the brake control unit then controls the motor.

[0027] Finally, a further advantageous embodiment of the arrangement according to the invention provides that the hydraulic cylinder connected to the second output is configured to adjust the position of a magnetic track brake of the rail vehicle. Alternatively or additionally, it can also be provided that the hydraulic actuator connected to the second output is configured to control movable body elements and / or a coupling of the rail vehicle.

[0028] In another aspect, the aforementioned problem is also solved by a rail vehicle with an arrangement configured according to any one of claims 1-8. Regarding the functionality and advantages of such a rail vehicle, reference is made to the above explanations.

[0029] The rail vehicle can be powered or unpowered. Specifically, it could be, for example, a rail vehicle of a tram, a passenger train, a metro, a monorail, or an electric railcar or control car.

[0030] The invention is explained in more detail below using an exemplary embodiment. Identical or comparable components are provided with the same reference numerals.

[0031] They show: Fig. 1 an embodiment of a known auxiliary release device; Fig. 2 an exemplary diagram of the hydraulic operation of the known auxiliary release device; Fig. 3 a schematic representation of a rail vehicle with an arrangement for controlling a brake of the rail vehicle; Fig. 4 an exemplary diagram of the hydraulic operation of an embodiment of an arrangement for controlling a brake; and Fig. 5 a schematic representation of a bogie of a rail vehicle with a magnetic track brake adjustable with respect to its vertical position.

[0032] Fig. 3 Figure 1 shows a highly schematic representation of a rail vehicle 30, which could be, for example, a powered or unpowered tram car. The rail vehicle 30 can be operated individually or as part of a train of rail vehicles (not shown).

[0033] The in Fig. 3The rail vehicle 30 shown has, for illustrative purposes only, two bogies 31, each with two wheelsets. The wheels of the rail vehicle 30 can be represented in the illustrated example by Fig. 3 The disc brakes 32, which are only schematically indicated, are used for braking. For this purpose, a service brake system (not shown in the figure) is provided, which operates, for example, hydraulically or pneumatically. By way of example, it is assumed that the service brake system of the rail vehicle 30 comprises spring-loaded "passive" brake actuators which, in the unactivated state, brake the wheels of the rail vehicle 30.

[0034] In the event of a service brake system failure, the wheels of the rail vehicle 30 are held in place by the respective passive brake actuators, thus preventing the rail vehicle from moving. For such a case, an arrangement 33 with an electro-hydraulic supply and control unit 34 is provided, which is designed to temporarily release the brakes of the rail vehicle 30. For this purpose, the electro-hydraulic supply and control unit 34 provides, as needed, a hydraulically generated pressure at a first output 35, which acts on the brake actuators against the spring tension, thereby releasing the brakes.

[0035] In addition, the electro-hydraulic supply and control unit 34 also includes a second output 36, at which hydraulically generated pressure can also be provided to control an additional function of the rail vehicle 30. This is shown only as an example in Fig. 3The second output 36 is connected to a hydraulic actuator of a lifting device for a magnetic track brake 37, enabling it to move from a first position (lower position) to a second position (higher position). A more detailed embodiment of a bogie 31 with a magnetic track brake 37 is also shown in Fig. 5 The hydraulic actuators 50, connected to the second output 36 of the electro-hydraulic supply and control unit 34, are shown and are designed as hydraulic cylinders in this example. These move the magnetic track brake 37 via control levers 51, as indicated by a double arrow, from a first position to a second position and vice versa.

[0036] To provide the hydraulic pressure, the arrangement 33 includes a pressure accumulator 38 which is Fig. 3The pressure accumulator 38 is shown only as an example of a separate component from the electro-hydraulic supply and control unit 34. Alternatively, the pressure accumulator 38 can also be integrated into the electro-hydraulic supply and control unit 34. The function of the arrangement 33 is integrated into the braking system of the rail vehicle 30 by means of a brake control 39, which may preferably be electronically and / or computer-controlled. For example, the brake control serves to regulate the charging of the pressure accumulator 38 to a desired hydraulic pressure (e.g., in the range of 120–150 bar).

[0037] In contrast to the merely schematic representation of the Figure 3 Due to their compact design, the arrangement 33 and in particular the electro-hydraulic supply and control unit 34 can preferably also be mounted in the bogie 31.

[0038] The functioning of the arrangement 33, in particular the electro-hydraulic supply and control unit 34, is described below with reference to the Fig. 4 explained. This is illustrated. Fig. 4 The valve technology of a hydraulic circuit is integrated into the electro-hydraulic supply and control unit 34. A pump 40 is driven by a motor 41 to pump a hydraulic fluid, e.g., hydraulic oil, from a tank 42 and supply it to the hydraulic circuit via a filter 43. A pressure relief valve 44 serves as overload protection and returns any excess pressure back to the tank 42. The hydraulic pressure accumulator 38 (not shown further) is connected via an inlet port MS of the electro-hydraulic supply and control unit 34 (see figure). Fig. 3 ) connected. An associated pressure switch 45 provides power for the brake control 39 (see below). Fig. 3A signal for the current pressure at the outlet of the pressure accumulator 38 is output, so that the brake control 39 can maintain the pressure in the pressure accumulator 39 within the desired range by switching the motor 41 on and off. Alternatively, the motor 41 or a motor contactor can be controlled directly. A check valve 46 prevents backflow of the pumped hydraulic fluid.

[0039] A first 3 / 2-way valve 47a, actuated electromagnetically by a first control signal from the brake control unit 39, builds up pressure at the first output 35 ("HL"), which is connected to a brake actuator of the rail vehicle 30. This first output 35 can be used, for example, to operate an auxiliary release function of the brake of the rail vehicle 30, as described above. A second 3 / 2-way valve 47b, actuated electromagnetically by a second control signal from the brake control unit 39, builds up pressure at the second output 36 ("M"), which is connected to a hydraulic actuator of the rail vehicle 30. This second output 36 operates an auxiliary function of the rail vehicle 30, unrelated to the brake control. For example, a lifting device of a magnetic track brake or an access aid (stairs, step, ramp, etc.) can be operated via the second output 36, as described above.The valves 47a and 47b can be operated independently of each other – individually or simultaneously – so that the functions at the outputs of the electro-hydraulic supply and control unit 34 can be operated very flexibly. It is also possible to operate additional functions besides the one already provided. For this purpose, additional outputs on the electro-hydraulic supply and control unit 34 simply need to be provided accordingly.

[0040] Pressure switches 48a, 48b or pressure sensors monitor the pressure applied to the respective output 35 or 36; the signal emitted by the sensors can be forwarded to the driver's cab of the rail vehicle for feedback (e.g. "brake partially released").

[0041] Instead of the in Fig. 4The exemplary wiring of the hydraulic circuit shown can, of course, also be used for alternative – co-acting – wiring configurations. For example, the 3 / 2-way valves 47a, 47b can each be replaced by two series-connected and synchronously controlled 2 / 2-way valves without departing from the scope of the invention.

[0042] In summary, the described arrangement, in particular the electro-hydraulic supply and control unit 34, performs a dual function by operating both a brake-related auxiliary release function and a (non-brake-related) auxiliary function of the rail vehicle. Both functions are supplied from the same pressure accumulator.

[0043] The supply of power to the brake-related auxiliary release function from the hydraulic pressure accumulator is advantageously efficient, allowing even larger consumers to be activated quickly. This ensures that even in the event of a pump motor failure, a certain number of activation cycles of the brake-related auxiliary release function and / or the auxiliary function are possible until the pressure accumulator is exhausted.

[0044] The proposed electro-hydraulic circuit is characterized by its simplicity and robustness, making it extremely reliable. Integrating multiple functions into a single unit also reduces weight and size. For example, the electro-hydraulic circuit can be integrated into a 100mm-class electro-hydraulic supply and control unit (100mm high, suitable for installation in the bogies of low-floor trams).

[0045] The invention is not limited to the embodiment described above. Rather, variations thereof are also conceivable, which are also covered by the scope of protection of the following claims. REFERENCE MARK LIST

[0046] 10 Auxiliary release device 11 First section of the auxiliary release device 12 Second section of the auxiliary release device 13 Control plate 14 Electrical connection 21 Tank 22 Motor 23 Pump 24 Filter 25 Pressure relief valve 26 Check valve 27 Pressure switch 28 Valve 29 Venting unit 30 Rail vehicle 31 Bogie 32 Disc brake 33 Arrangement 34 Electro-hydraulic supply and control unit 35 First output 36 Second output 37 Magnetic track brake 38 Pressure accumulator 40 Pump 41 Motor 42 Tank 43 Filter 44 Pressure relief valve 45 Pressure switch 46 Check valve 47a, 47b 3 / 2-way valves 48a, 48b Pressure switch 50 Hydraulic actuator 51 Control lever

Claims

1. An arrangement (33) for releasing a brake of a rail vehicle (30) having an electrohydraulic supply and control apparatus (34) which comprises a motor-operated pump (40) which is connected to a tank (42) which contains a hydraulic fluid, wherein the electrohydraulic supply and-control apparatus (34) has a first output (35) for providing at least one brake actuator of the brake with a pressure which is applied by the hydraulic fluid, wherein - the electrohydraulic supply and control apparatus (34) is actively connected to a pressure store (38) in such a manner that the pressure store (38) on the one hand is connected to the pump (40) and on the other hand is connected to the first output (35) of the electrohydraulic supply and control apparatus (34); and - the electrohydraulic supply and control apparatus (34) has a second output (36) for providing at least one hydraulic actuator (50) with the pressure which is applied by the hydraulic fluid, wherein the hydraulic actuator (50) is configured to perform an additional function of the rail vehicle (30); and characterized in that - the electrohydraulic supply and control apparatus (34) is constructed in such a manner that the first output (35) and the second output (36) can be acted on independently of each other with the pressure provided by the pressure store (38).

2. The arrangement (33) according to claim 1, characterized in that - the first output (35) and the second output (36) of the electrohydraulic supply and control apparatus (34) can be connected to the pressure store (38) in each case by means of at least one valve (47a, 47b), preferably by means of at least one 3 / 2-way valve.

3. The arrangement (33) according to one of the preceding claims, characterized in that - the electrohydraulic supply and control apparatus (34) is constructed at the first output (35) thereof for providing a pressure for releasing a brake of the rail vehicle (30) in a manner activated by resilient force.

4. The arrangement (33) according to one of the preceding claims, characterized in that the arrangement (33) is constructed for installation in a bogie (31) of the rail vehicle (30).

5. The arrangement (33) according to one of the preceding claims, characterized in that - the electrohydraulic supply and control apparatus (34) has a pressure switch (45) which is constructed for switching a motor (41) which drives the pump (40) in accordance with the hydraulic fluid pressure stored by the pressure store (38).

6. The arrangement (33) according to one of the preceding claims, characterized in that - the hydraulic actuator (50) which is connected to the second output (36) is configured to adjust the position of an electromagnetic rail brake (37) of the rail vehicle (30).

7. The arrangement (33) according to one of the preceding claims, characterized in that - the hydraulic actuator (50) which is connected to the second output (36) is configured to control movable body elements and / or a coupling of the rail vehicle (30).

8. A rail vehicle (30) having an arrangement (33) which is constructed according to one of the preceding claims.