Brake system for a rail vehicle, and method for controlling such a brake system

Abstract

The present invention relates to a brake system (1) for a rail vehicle, the system comprising at least two brake cylinders (40a, 40b), at least one pneumatic brake control unit (20) which can be associated with at least one rail vehicle unit of the rail vehicle, and at least two relay valves (30a, 30b) which are arranged in each case between the at least one pneumatic brake control unit (20) and at least one of the at least two brake cylinders (40a, 40b), and to which a feed pressure (R) can be fed for conversion to a brake pressure (C1, C2), wherein the pneumatic brake control unit (20) is connected to each of the at least two relay valves (30a, 30b) via respective control pressure lines and is configured to supply a control pressure (Cv1, Cv2) which is corrected for slip protection to the at least two relay valves (30a, 30b) via the respective control pressure lines. The present invention also relates to a rail vehicle comprising such a brake system, to a computer program product for executing the method, and to a storage medium comprising such a computer program product.

Description

[0001] DESCRIPTION

[0002] Braking system for a rail vehicle and method for controlling such a braking system

[0003] The present invention relates to a braking system for a rail vehicle and a method for controlling such a braking system. Furthermore, the present invention relates to a rail vehicle having such a braking system, a computer program product for implementing the method, and a storage medium having such a computer program product.

[0004] For example, in direct-brake braking systems for rail vehicles, electronically controlled wheel slide protection valves are installed near the bogies to ensure adequate wheel slide protection. This is due, among other things, to the fact that effective wheel slide protection intervention must allow for sufficiently rapid inflation and deflation. Centralized installation of the wheel slide protection valves cannot ensure this due to the associated long piping and correspondingly large volumes.

[0005] Fig. 1 shows such a braking system 1' for braking the respective wheels of the bogies of a rail vehicle. The corresponding description refers, by way of example, to two bogies of a wagon, wherein one bogie is represented by the wheels 41a' and 42a' or their corresponding axles, and the other bogie by the wheels 41b' and 42b' or their corresponding axles. Each bogie is assigned a corresponding brake cylinder 40a', 40b', which is configured here to brake all wheels of an associated bogie. The brake cylinders are pneumatically controlled by a pneumatic brake control unit 20'. This is fed with a supply pressure R via a main pressure line and converts this for the respective brake cylinder 40a 'and 40b' into a working pressure C1 for controlling the brake cylinder 40a' and a working pressure C2 for controlling the brake cylinder 40b'.The conversion occurs according to a control of the pneumatic brake control unit 20' by an electronic brake control unit 10', for example in response to a service braking command taking the axle loads into account. The electronic brake control unit 10' also controls the anti-skid valves 60a' and 60b', which are each arranged between the pneumatic brake control unit 20' and the respective brake cylinder 40a' or 40b' and are located near the bogie. If, for example, sliding of one or more axles or wheels of the wagon is detected, the electronic brake control unit 10' controls the anti-skid valves 60a' and 60b' accordingly, so that at least one of the anti-skid valves 60a', 60b' temporarily corrects the respective working pressure C1, C2 by venting.Accordingly, in a case where the corresponding anti-skid valves 60a', 60b' do not intervene, the working pressure O1, O2 corresponds to the brake pressure O1, O2 applied to the respective brake cylinder 40a', 40b'. Otherwise, i.e., when the anti-skid valves 60a', 60b' intervene, the brake pressure applied to the respective brake cylinder 40a', 40b' corresponds to a brake pressure O1*, O2* adjusted for anti-skid protection (not shown). Furthermore, a pressure sensor 50a' and 50b' is arranged between the respective anti-skid valves 60a', 60b' and the respective brake cylinders 40a', 40b' in order to transmit relevant control values ​​to the electronic brake control unit 10'.

[0006] According to the prior art described above, the supply pressure R is thus passed both through the pneumatic brake control unit 20' and then, in a form already adapted depending on the control, through the wheel slide protection valves 60a' and 60b'. This requires a correspondingly available installation space, particularly due to the associated comparatively large piping cross-sections. Furthermore, this can sometimes result in delayed reaction times depending on the volumes to be moved. Although the delayed reaction times can be kept within a tolerable range by spatial proximity of the components, this in turn limits the design options. In addition, the required electrical control of the wheel slide protection valves 60a' and 60b' by the electronic brake control unit 10' requires significant expenditure on electrical cabling.In view of the above, it is therefore an object of the present invention to provide a braking system which is improved compared to the prior art, in particular with regard to the required installation space and / or reaction times and / or effort and costs.

[0007] This problem is solved by the subject matter of the independent claims. Advantageous further developments are the subject matter of the dependent claims.

[0008] According to the invention, a braking system for a rail vehicle is provided, the braking system comprising: at least two brake cylinders, at least one pneumatic brake control unit which can be assigned to at least one rail vehicle unit of the rail vehicle, and at least two relay valves which are each arranged between the at least one pneumatic brake control unit and at least one of the at least two brake cylinders and to which a supply pressure can be supplied for conversion into a braking pressure, wherein the pneumatic brake control unit is connected to the at least two relay valves via a respective control pressure line and is configured to supply a wheel slide corrected control pressure to the at least two relay valves via the respective control pressure line.

[0009] The term "rail vehicle" can refer to a carriage of a train, a train itself, or even a train assembly. Accordingly, the term "rail vehicle unit" of the rail vehicle refers to the carriage itself when a carriage is a rail vehicle; to the train itself or a carriage of the train when a train is a rail vehicle; and to the train assembly itself, a train of the train assembly, or a carriage of a train of the train assembly when a train assembly is a rail vehicle. Accordingly, the at least one pneumatic brake control unit represents a central pneumatic brake control unit of a rail vehicle unit for the at least two relay valves.Since the pneumatic brake control unit provides the anti-skid corrected control pressure for the at least two relay valves, a corresponding respective control pressure line from the pneumatic brake control unit to the at least two relay valves can be designed as piping with a comparatively small cross-section. The pressure to be adjusted to the anti-skid corrected control pressure by the pneumatic brake control unit can be supplied via a supply pressure supply line from a supply pressure line. The supply line can also be designed as piping with a comparatively small cross-section in the sense of a control pressure line. Starting from at least one supply pressure line, only lines such as piping with a comparatively large cross-section are required for the respective supply of the supply pressure to the at least two relay valves.The supplies to the relay valves can come from a common supply pressure line or from different supply pressure lines.

[0010] The basic idea of ​​the braking system according to the invention is thus based on being able to implement anti-skid correction via a central pneumatic brake control unit for the at least two relay valves, whereby the comparatively small cross-sections of the control pressure lines allow for bridging larger distances with sufficient response time. The signal amplification, in the sense of amplification to the required volume flow to apply the desired brake pressure, is then carried out by the relay valves, each controlled by the anti-skid corrected control pressure. In other words, it is not the working pressure that is corrected for anti-skid, but the control pressure.

[0011] The term "skid protection corrected control pressure" refers to a control pressure that is adjusted when a wheel slide correction is required, but does not need to be adjusted if such a requirement is absent. The wheel slide corrected control pressure can therefore also be understood as a control pressure that takes the wheel slide requirement into account. If, for example, sliding is detected that requires an adjustment of the control pressure that would be applied if no sliding had occurred, the wheel slide corrected control pressure is generated via the pneumatic brake control unit not only according to the corresponding higher-level brake command, but is also adjusted accordingly to the wheel slide protection measure to be applied. If a required wheel slide protection measure is not required, the wheel slide corrected control pressure corresponds to the control pressure according to the corresponding higher-level brake command.

[0012] The anti-skid corrected control pressure in the presence of skidding can be directed toward reducing the braking force for the wheels or axles involved in the skidding. Alternatively, the anti-skid corrected control pressure in the presence of skidding can also be directed toward increasing the braking force for the wheels or axles not involved in the skidding.

[0013] In principle, the intended pneumatic control and corresponding braking force generation, as described below, can also be achieved hydraulically. Where the term "pneumatic" is used, it is interchangeable with or can include "hydraulic." For well-known reasons, pneumatic systems are often preferred in connection with rail vehicles.

[0014] In one embodiment, the pneumatic brake control unit is configured to provide the anti-skid corrected control pressure for at least one of the at least two relay valves independently of the anti-skid corrected control pressure for the at least one other of the at least two relay valves.

[0015] The at least two relay valves can thus be controlled independently of each other via the pneumatic brake control unit with different anti-skid corrected control pressures.

[0016] In one embodiment, the pneumatic brake control unit has a main relay valve unit for providing a primary control pressure, in particular the anti-skid control pressure. The main relay valve unit can, for example, initially adjust the control pressure to a primary control pressure as a control pressure adjusted according to the corresponding higher-level brake command. Alternatively, the primary control pressure can also directly correspond to the anti-skid control pressure. In this case, the main relay valve unit directly takes the required anti-skid measure into account. If the primary control pressure is not already adjusted to the anti-skid control pressure by the main relay valve unit, the primary control pressure can at least correspond to the control pressure without anti-skid correction according to the higher-level brake command.Alternatively or additionally, the primary control pressure can be adjusted to a load-corrected control pressure via the main relay valve unit.

[0017] The main relay valve unit has at least one main relay valve. The control of the main relay valve by a main relay valve control pressure can be achieved with comparatively smaller line cross-sections, since only one control pressure is controlled.

[0018] In particular, the pneumatic brake control unit has at least one valve unit in a main relay unit output-side control pressure line between the main relay valve and at least one of the at least two relay valves, which valve unit is configured to adapt the primary control pressure of the main relay valve unit to a secondary control pressure, in particular the anti-skid corrected control pressure.

[0019] Thus, for example, the primary control pressure, which is forwarded from the main relay valve unit to the at least one valve unit, can be further adjusted to the secondary control pressure. The control pressure line on the main relay unit output side thus refers to the control pressure line for forwarding the control pressure for the downstream relay valves, not a control line for providing a control pressure for controlling the at least one main relay valve. If the primary control pressure already corresponds to the anti-skid corrected control pressure, the at least one valve unit, which, for example, has a control valve, such as an electronic pressure control valve, or is designed as such, can make further individual adjustments, for example with regard to a load, braking, and / or wheel condition.However, if the primary control pressure does not initially correspond to the anti-skid corrected control pressure, the necessary adjustment of the primary control pressure to the anti-skid corrected control pressure can be carried out as secondary control pressure via at least one valve unit.

[0020] The anti-skid corrected control pressure can thus be provided via the main relay valve unit or the at least one valve unit. However, it is also possible to configure both the main relay valve unit and the at least one valve unit such that they are each capable of providing the anti-skid corrected control pressure. The provision by one or the other unit can, for example, be based on the anti-skid measure to be taken or also depending on the pneumatic signal level to be provided. The main relay valve unit and the at least one valve unit can, however, also work together proportionally to provide the anti-skid corrected control pressure. Likewise, the main relay valve unit and the at least one valve unit can also be configured such that they can each perform a redundant anti-skid correction of the control pressure.Accordingly, at least one valve unit can take over the generation of the anti-skid corrected control pressure from the main relay valve unit if the latter fails, and vice versa.

[0021] The pneumatic brake control unit preferably has at least one control pressure line on the main relay unit output side and / or at least one control pressure line section on the main relay unit output side for each of the at least two relay valves. At least one valve unit is arranged in at least each of the control pressure lines on the main relay unit output side and / or in each control pressure line section on the main relay unit output side. For example, a different anti-skid control pressure can be provided to each of the at least two relay valves via the at least one control pressure line on the main relay unit output side for each of the at least two relay valves.This can be achieved either by the main relay valve unit having a separate main relay valve for each control pressure line on the main relay unit output side, the main relay valve unit having a further pressure adjustment unit for each control pressure line on the main relay unit output side downstream of a main relay valve and / or by the at least one valve unit being arranged in the respective control pressure line on the main relay unit output side.

[0022] Alternatively or additionally, a control pressure line on the main relay unit output side can branch into at least two control pressure line sections on the main relay unit output side. This then makes it possible, for example, to provide a different level of anti-skid corrected control pressure to each of the relay valves connected to the respective control pressure line section on the main relay unit output side. The different level of supply can be achieved via the valve unit arranged in the respective control pressure line section on the main relay unit output side. The alternative configuration with respect to the at least two control pressure line sections on the main relay unit output side arises, for example, with two relay valves.In the case of four relay valves, for example, two relay valves can be connected to a control pressure line on the main relay unit output side, with two control pressure line sections on the main relay unit output side for each of the two relay valves.

[0023] In one embodiment, the pneumatic brake control unit has a control unit that is configured to control the main relay valve unit and / or the at least one valve unit via a control line.

[0024] The control unit is, for example, an electronic control unit that has at least one input for a braking command in order to accordingly control the main relay valve unit and / or the at least one valve unit. In addition, a wheel slide protection signal can be supplied to the control unit via the at least one or another signal input in order to control the main relay valve unit and / or the at least one valve unit in such a way that the wheel slide protection corrected control pressure is generated. The wheel slide protection signal can, for example, be a signal from a wheel speed sensor. The signal from the wheel speed sensor can be supplied directly as a control signal for a corresponding wheel slide protection correction or can first be processed by the control unit. In the latter case, the control unit can be configured such that the control unit itself determines the wheel slide protection correction to be carried out.The wheel slide protection correction can be performed depending on the braking type, the current operating mode, and / or a risk assessment. Alternatively or in addition to transmitting a wheel slide protection signal via a sensor representing sliding, the wheel slide protection signal can also be transmitted to the control unit of the pneumatic brake control unit via a higher-level control system, such as a central rail vehicle control unit.

[0025] The control of the main relay valve unit and / or the at least one valve unit via the control line can be pneumatic, in the sense of providing a control pressure, or by signaling. If, for example, the main relay valve unit is controlled by signaling, it in turn has components for generating a control pressure for the at least one main relay valve. Alternatively or additionally, the control line can directly conduct a main relay control pressure from the control unit to the at least one main relay. The control line for controlling the main relay valve unit and / or the at least one valve unit by the control unit is a control unit control line, i.e., not the control pressure line for the anti-skid corrected control pressure.In principle, however, it is possible for the pressure supply of the control unit to be branched off from a control pressure line on the main relay unit input side and / or the valve unit input side via the control unit control line when the main relay valve unit and / or the at least one valve unit are pneumatically controlled. In particular, a pressure sensor is arranged in a control pressure line on the main relay unit input side and is signal-connected to the control unit.

[0026] The pressure sensor can thus transmit the input pressure to the control unit to be adjusted to the anti-skid control pressure in order to more precisely determine the corresponding adjustment. Accordingly, fluctuations in the input pressure or other changes are taken into account by the control unit. Accordingly, the control unit can also be configured to detect a fault based on the pressure sensor signal and forward a warning message and / or initiate emergency operation, for example, in conjunction with braking.

[0027] In one embodiment, the pneumatic brake control unit comprises an emergency brake control unit configured to control the main relay valve unit and / or the at least one valve unit via a control line.

[0028] The emergency brake control unit can be part of the control unit or provided separately from the control unit. In particular, the emergency brake control unit and units controlled thereby are configured such that the control performed by the emergency brake control unit is carried out with priority or, if necessary, overrides other controls that oppose or hinder the execution of the control by the emergency brake control unit.

[0029] In particular, the emergency brake control unit has at least one emergency brake valve, which can be controlled in particular by the control unit.

[0030] Accordingly, the emergency brake control unit can be operated as a pneumatic emergency brake control unit, which is controlled by the control unit via signals. The control unit can, for example, specify the emergency brake control pressure to be applied to the main relay valve unit. In this case, the emergency brake control pressure represents the control pressure for at least one main relay valve for generating the primary control pressure for the downstream relay valves.

[0031] In one embodiment, at least one pressure sensor is arranged in the control pressure line on the main relay unit output side between the main relay valve unit and at least one of the at least two relay valves, in particular between at least one of the valve units and the respective relay valve, preferably between each of the valve units and the respective relay valve.

[0032] Thus, the adjustment of the anti-skid corrected control pressure can be monitored and / or controlled by the main relay valve unit and / or the at least one valve unit. The output signals of the corresponding pressure sensor can be forwarded, for example, to the control unit of the pneumatic brake control unit and / or to a higher-level control system, such as a central rail vehicle control unit.

[0033] In one embodiment, the relay valves are arranged as local relay valves near the brake cylinders assigned to them, in particular in the area of ​​a bogie of the rail vehicle unit that can be assigned to the respective brake cylinder.

[0034] Accordingly, the brake pressure to be applied to the respective brake cylinders can be generated locally by the relay valve assigned to the respective brake cylinder.

[0035] Consequently, the comparatively large cross-section of a brake pressure line required for this purpose, from the respective relay valves to the respective brake cylinders, can be kept to a tolerable length in terms of the required response times. In other words, the local relay valves can amplify a wheel slide protection-corrected control pressure applied to the respective local relay valves to the required brake pressure volume flow. The wheel slide protection-corrected control pressure can be generated elsewhere, particularly centrally, since the comparatively smaller line cross-sections required for transmission to the relay valves can bridge longer distances with sufficient response time.For example, a local relay valve can be provided for each bogie, through which the brake pressure is supplied to each brake cylinder of the bogie according to the anti-skid corrected control pressure specified for the local relay valve. For this purpose, the respective local relay valve is located, for example, close to the respective bogie, in particular on or in the bogie.

[0036] To brake not only the bogies but also individual bogie axles independently, a relay valve can be provided for each axle. The same applies to individual wheels in the case of split axles.

[0037] According to a further aspect, the present invention relates to a method for controlling a braking system described above, comprising the steps:

[0038] Providing a supply pressure for each of the at least two relay valves, controlling the at least two relay valves via the pneumatic brake control unit with a wheel slide protection corrected control pressure, and

[0039] Forwarding of a respective brake pressure resulting from the supply pressure and the anti-skid corrected control pressure to the at least one brake cylinder assigned to the respective relay valve.

[0040] As already described above, the supply pressure can be provided to the at least two relay valves via comparatively large supply cross-sections to achieve the required volume flow. This derived supply pressure is then converted into a brake pressure or brake cylinder pressure according to the control pressure applied to the respective relay valve. The supply pressure can be derived from a supply pressure line. The lines of the line system with the comparatively large line cross-section can also be referred to as main pressure lines.

[0041] The control of the relay valves via the anti-skid corrected control pressure generated in the pneumatic control unit will then be fed to the respective relay valves via lines with a comparatively small cross-section.

[0042] In one embodiment of the method, the anti-skid corrected control pressure is set via the main relay valve unit described above and / or the at least one valve unit described above.

[0043] The method features described in the above description of the braking system or device features equivalent to method features relate equally to advantageous developments of the method according to the invention.

[0044] According to a further aspect, the present invention relates to a rail vehicle with a braking system as described above, wherein the braking control unit is arranged in a rail vehicle unit of the rail vehicle and the at least two relay valves are each assigned to at least one bogie, in particular arranged on or in the bogie.

[0045] Accordingly, the rail vehicle as a whole or a rail vehicle unit of the rail vehicle can have the pneumatic brake control unit as at least one central pneumatic brake control system, which transmits a respective anti-skid control pressure via control pressure lines to local relay valves, each of which is locally assigned to at least one bogie, in particular to each brake cylinder of a bogie. However, the rail vehicle as a whole or a related rail vehicle unit can also have several of the previously described braking systems, wherein the respective pneumatic brake control units centrally control at least two local relay valves via a respective anti-skid control pressure.

[0046] The respective braking system can be controlled independently via the pneumatic brake control unit, which then has corresponding signal inputs for a braking command and wheel slide protection events. However, the pneumatic brake control unit can also be controlled alternatively or additionally via a higher-level electronic brake control unit.

[0047] The vehicle features described in the above description of the braking system or the method or device and / or method features that can be equated with vehicle features relate equally to advantageous developments of the vehicle according to the invention.

[0048] According to a further aspect, the present invention relates to a computer program product comprising code means which, when executed on a data processing unit, cause the latter to carry out the method described above.

[0049] According to a further aspect, the present invention relates to a storage medium for reading by a data processing unit, wherein the storage medium comprises a computer program product according to the above paragraph.

[0050] The computer program product or storage medium advantageously provides the possibility of configuring existing data processing units to carry out the method described above. Thus, a rail vehicle having a data processing unit can also be configured to carry out the method described above.

[0051] The embodiments of the invention described above and below are not to be considered limiting the subject matter of the invention. Rather, further subject matters according to the invention can be obtained by adding, omitting, or interchanging individual features.

[0052] Preferred embodiments of the invention are described below with the aid of the accompanying drawings.

[0053] In detail, Fig. 1 shows a schematic representation of a braking system for a rail vehicle according to an exemplary prior art,

[0054] Fig. 2 is a schematic representation of a braking system for a rail vehicle according to an exemplary embodiment of the invention, and

[0055] Fig. 3 is a detailed schematic representation of a pneumatic brake control unit of the braking system according to Fig. 1.

[0056] Fig. 1 shows a schematic representation of a braking system 1 ' for a rail vehicle according to an exemplary prior art.

[0057] The braking system 1 ' shown in Figure 1 corresponds to the braking system 1 ' already described in the prior art.

[0058] Fig. 2 shows a schematic representation of a braking system 1 for a rail vehicle according to an exemplary embodiment of the invention.

[0059] In the exemplary embodiment, the braking system 1 is shown as a braking system for a carriage as a rail vehicle unit of a rail vehicle. The carriage has two bogies. One bogie is represented by the wheels 41a, 42a, which in turn represent respective axles of the bogie. The wheels 41a, 42a or the corresponding axles can be braked via a brake cylinder 40a arranged in or on the bogie. The other bogie is analogously represented by the wheels 41b, 42b, which in turn represent respective axles of the bogie. The wheels 41b, 42b or the corresponding axles can be braked via a brake cylinder 40b arranged in or on the bogie. In alternative embodiments, several brake cylinders can also be arranged on a bogie.

[0060] Each of the brake cylinders 40a, 40b is assigned a respective relay valve 30a, 30b.

[0061] One relay valve 30a converts a supply pressure R, which is derived from a supply pressure line, as a function of a wheel slide protection-corrected control pressure Cv1 into a brake pressure C1, which is fed to the brake cylinder 40a. Analogously, the other relay valve 30b converts the supply pressure R, which is also derived from the supply pressure line, as a function of a wheel slide protection-corrected control pressure Cv2 into a brake pressure C2, which is fed to the brake cylinder 40a. The lines for conducting the supply pressure R to the relay valves 30a, 30b and the respective brake pressure C1, C2 from the respective relay valves 30a, 30b to the respective brake cylinders 40a, 40b can generally be referred to as main pressure lines. The main pressure lines have a relatively large cross-section compared to the control pressure lines described later in order to enable or maintain the required volume flow.to sufficiently amplify the applied control pressure signal.

[0062] To generate the respective anti-skid control pressures Cv1, Cv2, the relay valves 30a, 30b are connected to a pneumatic brake control unit 20 via a control pressure line. The pneumatic brake control unit 20 is in turn connected to the supply pressure line via a control pressure line. Accordingly, the supply pressure R is supplied to the pneumatic brake control unit 20 to generate the anti-skid control pressures Cv1, Cv2. The control pressure line has a comparatively small cross-section compared to the supply pressure line.

[0063] To control the pneumatic brake control unit 20, the braking system 1 has an electronic brake control unit 10. In the exemplary embodiment, this is a central electronic brake control unit 10, which controls the pneumatic brake control unit 20 both according to an incoming brake control command and according to incoming wheel slide protection signals. Alternatively, the pneumatic brake control unit 20 can also comprise the electronic brake control unit 10. If, in such a case, the pneumatic brake control unit 20 is provided as the central pneumatic brake control unit 20 for the rail vehicle unit or even the entire rail vehicle, the electronic brake control unit 10 also forms a corresponding central electronic brake control unit.Alternatively, the pneumatic brake control unit 20 and / or the electronic brake control unit 10 can also be controlled by another higher-level control.

[0064] The pneumatic brake control unit 20 is controlled by the electronic brake control unit 10 via a control line. The electronic brake control unit is also connected via control lines to pressure sensors 50a, 50b, which are arranged between the relay valves 30a, 30b and the associated brake cylinders 40a, 40b. These transmit pressure signals representing the respective brake pressure C1, C2 to the electronic brake control unit 10. These signals can be used, for example, to monitor proper functioning, control, and / or issue warning messages.

[0065] The exemplary embodiment of the brake system 1 thus essentially comprises three line types. The supply pressure line, the lines leading from it to the relay valves, and the lines leading from the relay valves to the brake cylinders are lines of a first line type. Lines of the first power type can be referred to as main pressure lines. These main pressure lines have a comparatively large cross-section. The main pressure lines are indicated by solid lines in the figures. Control pressure lines, lines of a second line type, run from the supply pressure line or a corresponding main pressure line to the pneumatic brake control unit 20 and from there to the respective relay valves 30a, 30b. These control pressure lines have a comparatively smaller cross-section than the main pressure lines.Control pressure lines are represented in the figures by dashed lines. In other embodiments, the main pressure lines and control pressure lines can also have the same or at least a similar cross-section. However, the use of the comparatively smaller cross-sections can be advantageous, at least with regard to the associated reaction times, or can enable longer line paths. Furthermore, the cross-sections of individual main pressure lines and / or main pressure line sections can differ from one another. This applies equally to the control pressure lines and / or control pressure line sections. Finally, control lines for controlling the pneumatic brake control unit 20 by the electronic brake control unit 10 and for transmitting signals from the pressure sensors 50a, 50b to the electronic brake control unit 10 are provided as lines of a third line type.In the exemplary embodiment, the signals are transmitted via the control lines using electrical signals. Alternatively or additionally, other signal types, such as pneumatic signals, can also be provided. The control lines are represented by dotted lines in the figures. For clarification, it should be noted that the control pressure lines refer to lines that can ultimately provide the anti-skid corrected control pressure for the relay valves, i.e., carry the volume to be adjusted for this purpose. In contrast, control lines refer to the lines for controlling the components for adjusting the control pressure.

[0066] Fig. 3 shows a detailed schematic representation of a pneumatic brake control unit 20 of the brake system 1 according to Fig. 1.

[0067] In the exemplary embodiment, the brake control unit 20 comprises a main relay valve unit 24, a control unit 22, and an emergency brake valve 23, wherein the main relay valve unit 24 can be controlled via the control unit 22 and / or the emergency brake valve 23. A pressure sensor 21 is arranged upstream of the main relay unit 24 in a control pressure line on the brake control unit input side, which can be pressurized by the supply line. This pressure sensor 21 is connected to the control unit 22 via a control line, so that the control unit 22 can take into account the pressure currently supplied to the main relay valve unit 24 during control. Furthermore, the control unit 22 specifies an emergency brake pressure to the emergency brake valve 23, via which the main relay valve unit 24 is controlled in the event of an emergency braking.

[0068] The main relay valve unit 24 has a main relay valve (not shown) that converts the input pressure into a control pressure for the relay valves 30a, 30b depending on the control by the control unit 22 or the emergency brake valve 23. This control pressure is then diverted via a control pressure line on the main relay valve unit output side, which branches to the respective relay valves 30a, 30b. A control valve unit 25a, as an example of a valve unit, is arranged in a control pressure line branch on the main relay valve unit output side, which leads to the one relay valve 30a. This control valve unit converts the control pressure coming from the main relay valve unit 24 into a slide protection-corrected control pressure Cv1 for the one relay valve 30a.The anti-skid correction can be carried out by controlling the control valve unit 25a by the control unit 22 and / or by transmitting an external signal via the electronic brake control unit 10 and / or another unit that detects or determines the initiation of an anti-skid measure. The anti-skid corrected control pressure Cv1 is then forwarded to one relay valve 30a. The pneumatic brake control unit 20 also has a pressure sensor 26a between the control valve unit 25a and one relay valve 30a, via which the anti-skid corrected control pressure can be monitored and / or used for further control and / or output for further use. Analogously, the control pressure coming from the main relay valve unit 24 is converted into an anti-skid corrected control pressure Cv2 for the other relay valve 30b via a control valve unit 25b.A pressure sensor 26b is also provided between the control valve unit 26b and the relay valve 30b in the control pressure line section on the output side of the main relay valve unit for the other relay valve 30b. Furthermore, the pneumatic brake control unit 20 has a connecting valve 27 that can connect the respective control pressure line sections on the output side of the regulating valve unit. The connecting valve makes it possible, for example, that during normal operation, the two anti-skid corrected control pressures Cv1, Cv2 and thus the brake pressures C1, C2 can be controlled with only one of the two valve units 25a, 25b. Thus, the operation of the valve unit 25a, 25b not currently in use can be suspended, reducing energy consumption and the number of valve cycles.The operation of both valve units 25a, 25b can be provided when fast reaction times are required and / or different anti-skid corrected control pressures Cv1, Cv2 and thus different brake pressures C1, C2 are to be applied. In the exemplary embodiment, the anti-skid corrected control pressure Cv1, Cv2 is individually anti-skid corrected for each of the relay valves 30a, 30b via the control valve units 25a, 25b. Alternatively, the anti-skid correction of the control pressure can also be carried out by the main relay valve unit 24. The relay valves 30a, 30b can then, for example, be specified with the same anti-skid corrected control pressure Cv1, Cv2, which can then be individually adjusted and / or switched on and off in the respective control pressure line sections by the respective control valve units 25a, 25b according to other specifications.In a further alternative, the main relay valve unit has a main relay valve for each relay valve 30a, 30b, or in the case of groups of relay valves, for each group, as well as a corresponding control pressure line output for each main relay valve. Accordingly, a control pressure line can be routed to the respective relay valve 30a, 30b or a corresponding group of relay valves for each main relay valve. In such a configuration, each of the main relay valves can individually provide the anti-skid corrected control pressure Cv1, Cv2.

[0069] In a constellation in which the control valve units 25a, 25b or such valve units do not contribute to the anti-skid correction and / or no other further adjustment and / or connection and disconnection of the anti-skid corrected control pressure is provided, these can also be omitted.

[0070] The invention is not limited to the described embodiments. In particular, features described in the embodiment, other refinements, and developments of the invention described herein may be combined with one another, provided they do not reasonably exclude one another.

[0071] 1 , 1 ' braking system

[0072] 10, 10' electronic brake control unit

[0073] 20, 20' pneumatic brake control unit

[0074] 21 Pressure sensor

[0075] 22 Control unit

[0076] 23 Emergency brake valve

[0077] 24 Main relay valve unit

[0078] 25a, 25b Control valve unit (valve unit)

[0079] 26a, 26b Pressure sensor

[0080] 27 Connecting valve

[0081] 30a, 30b Relay valve

[0082] 40a, 40a', 40b, 40b' brake cylinder

[0083] 41a, 41a', 42a, 42a' wheels (brake cylinders 40a, 40a')

[0084] 41 b, 41 b', 42b, 42b' wheels (brake cylinders 40b, 40b')

[0085] 50a, 50a', 50b, 50b' pressure sensor

[0086] 60a', 60b' anti-skid valve

[0087] C1 , C2 working pressure (brake pressure)

[0088] C V 1 , C v 2 Control pressure

[0089] R supply pressure

[0090] Main pressure line

[0091] Control pressure line

[0092] . Control line

Claims

PATENT CLAIMS 1. Braking system (1) for a rail vehicle, comprising: at least two brake cylinders (40a, 40b), at least one pneumatic brake control unit (20) which can be assigned to at least one rail vehicle unit of the rail vehicle, and at least two relay valves (30a, 30b) which are each arranged between the at least one pneumatic brake control unit (20) and at least one of the at least two brake cylinders (40a, 40b) and to which a supply pressure (R) can be supplied for conversion into a brake pressure (C1, C2), wherein the pneumatic brake control unit (20) is connected to each of the at least two relay valves (30a, 30b) via a respective control pressure line and is configured to supply a slip-protection-corrected control pressure (Cv1, Cv2) to the at least two relay valves (30a, 30b) via the respective control pressure line.

2. Brake system (1) according to claim 1, wherein the pneumatic brake control unit (20) is configured to provide the anti-slip corrected control pressure (Cv1) for at least one of the at least two relay valves (30a, 30b) independently of the anti-slip corrected control pressure (Cv2) for the at least one other of the at least two relay valves (30a, 30b).

3. Brake system (1 ) according to claim 1 or 2, wherein the pneumatic brake control unit (20) comprises a main relay valve unit (24) for providing a primary control pressure, in particular the anti-slip corrected control pressure (Cv1 , Cv2).

4. Brake system (1) according to claim 3, wherein the pneumatic brake control unit (20) has at least one valve unit (25a, 25b) in a main relay unit output-side control pressure line between the main relay valve (24) and at least one of the at least two relay valves, which is configured to adjust the primary control pressure of the main relay valve unit (24) to a to adjust the secondary control pressure, in particular the anti-slip corrected control pressure (Cv1 , Cv2).

5. Brake system (1) according to claim 4, wherein the pneumatic brake control unit has at least one main relay unit output-side control pressure line and / or at least one main relay unit output-side control pressure line section for each of the at least two relay valves (30a, 30b) and at least one valve unit (25a, 25b) is arranged in each of the main relay unit output-side control pressure lines and / or in each main relay unit output-side control pressure line section.

6. Brake system (1) according to one of claims 3 to 5, wherein the pneumatic brake control unit (20) has a control unit (22) configured to control the main relay valve unit (24) and / or the at least one valve unit (25a, 25b) via a control line.

7. Brake system according to claim 6, wherein a pressure sensor (21) is arranged in a control pressure line on the input side of the main relay unit and is connected to the control unit (22) via a signal.

8. Brake system (1) according to any one of claims 3 to 7, wherein the pneumatic brake control unit (20) has an emergency brake control unit (23) configured to control the main relay valve unit (24) and / or the at least one valve unit (25a, 25b) via a control line.

9. Braking system (1) according to claim 8, wherein the emergency brake control unit (23) has at least one emergency brake valve (23) which can be controlled in particular by the control unit (22).

10. Brake system (1) according to one of claims 3 to 9, wherein at least one pressure sensor (26a, 26b) is located in the control pressure line on the output side of the main relay unit between the main relay valve unit and at least one of the at least two Relay valves (30a, 30b), in particular between at least one of the valve units (25a, 26b) and the respective relay valve (30a, 30b), preferably between each of the valve units (25a, 25b) and the respective relay valve (30a, 30b).

11. Braking system (1) according to one of the preceding claims, wherein the relay valves (30a, 30b) are arranged as local relay valves near their respective associated brake cylinders (40a, 40b), in particular in the area of ​​a bogie of the rail vehicle unit that can be assigned to the respective brake cylinder (40a, 40b).

12. Method for controlling a braking system (1) according to any one of claims 1 to 11, comprising the steps: Provision of a supply pressure (R) for each of the at least two relay valves (30a, 30b), Control of at least two relay valves (30a, 30b) via the pneumatic brake control unit (20) with a slip-protection corrected control pressure (Cv1 , Cv2), and Transmission of a respective brake pressure (C1 , C2) resulting from the supply pressure (R) and the anti-slip corrected control pressure (Cv1 , Cv2) to the at least one brake cylinder (40a, 40b) assigned to the respective relay valve (30a, 30b).

13. Method according to claim 12, wherein the anti-slip corrected control pressure (Cv1 , Cv2) is set via the main relay valve unit (24) according to any one of claims 3 to 11 and / or the at least one valve unit (25a, 25b) according to any one of claims 4 to 11.

14. Rail vehicle with a braking system (1) according to one of claims 1 to 11, wherein the brake control unit (20) is arranged in a rail vehicle unit of the rail vehicle and the at least two relay valves (30a, 30b) are each assigned to at least one bogie, in particular arranged on or in the bogie.

15. Computer program product comprising code means which, when executed on a data processing unit, cause the data processing unit to execute the method of claim 12 or 13.

16. Storage medium for reading by a data processing unit, wherein the storage medium comprising a computer program product according to claim 15.

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