Device and method for operating an electromagnetic rail brake, electromagnetic rail brake and rail vehicle

Abstract

The invention relates to a device (110) for operating an electromagnetic rail brake (102), comprising: a reservoir for storing hydraulic fluid; a hydraulic accumulator apparatus; a pump apparatus which is designed to pump hydraulic fluid from the reservoir to the hydraulic accumulator apparatus in order to apply pressure to the hydraulic accumulator apparatus; a brake connection which can be coupled to the hydraulic accumulator apparatus in order to provide a braking pressure to the further brake apparatus (104) of the rail vehicle (100); and a suspension connection to a hydraulic apparatus of a two-stage suspension of the electromagnetic rail brake (102), wherein the suspension connection can be switchably coupled to the hydraulic accumulator apparatus in order to provide an actuating pressure (112) to the hydraulic apparatus.

Description

[0001] DESCRIPTION

[0002] Device and method for operating a magnetic rail brake, magnetic rail brake and rail vehicle

[0003] The present invention relates to a device and a method for operating a magnetic rail brake, to a magnetic rail brake and to a rail vehicle.

[0004] Magnetic track brakes are suitable for various types of rail vehicles. They are used, for example, as a supplement to other braking systems on rail vehicles.

[0005] Against this background, the object of the present invention is to provide an improved device and an improved method for operating a magnetic rail brake, an improved magnetic rail brake and an improved rail vehicle.

[0006] This object is achieved by a device and a method for operating a magnetic rail brake, a magnetic rail brake and a rail vehicle according to the main claims.

[0007] The approach described is particularly suitable for a rail vehicle that includes a magnetic rail brake and another braking device.

[0008] The rail vehicle can be a rail-bound means of transport for the transportation of goods or people. The additional braking device can be a hydraulically actuated braking device, i.e. a hydraulic brake. The additional braking device can be used in a known manner to brake, for example, a wheel or an axle of the rail vehicle. For example, the additional braking device can be designed as a disc brake or shoe brake. The magnetic rail brake can act directly on a rail in a similar way to known magnetic rail brakes. The magnetic rail brake can comprise a brake magnet and a two-stage suspension. The two-stage suspension enables the brake magnet to be moved, typically in a vertical direction, in order to be able to position the brake magnet at different distances from a rail.The magnetic rail brake can comprise a spring device for providing a spring force to counteract a weight force of the brake magnet. Furthermore, the magnetic rail brake can comprise a hydraulic device for moving the brake magnet, using an actuating pressure, into a high position corresponding to a high suspension. For example, the brake magnet can be moved from a low position, corresponding to a low suspension, to the high position using the hydraulic device. In the low position, the brake magnet can be located closer to the rail than in the high position when the magnetic rail brake is in the ready-to-operate state. The spring device can comprise at least one spring, for example a coil spring. The hydraulic device can comprise at least one hydraulic cylinder. Using the spring device, the brake magnet can be lifted from the rail after a braking operation.

[0009] The magnetic rail brake can advantageously be operated using a device that can provide both the actuating pressure for moving the brake magnet and a braking pressure for actuating the further braking device.

[0010] A corresponding device for operating a magnetic rail brake has the following features: a tank for storing hydraulic fluid or an interface to the tank; a pressure accumulator device or an interface to the pressure accumulator device; a pump device designed to convey hydraulic fluid from the tank to the pressure accumulator device in order to pressurize the pressure accumulator device; a brake connection that is or can be coupled to the pressure accumulator device to provide a brake pressure for the further brake device of the rail vehicle; and a suspension connection to the hydraulic device of the two-stage suspension, wherein the suspension connection is switchably coupled or can be coupled to the pressure accumulator device to provide the actuating pressure to the hydraulic device.

[0011] The hydraulic fluid can be hydraulic oil. The pressure accumulator device can be designed to store pressurized hydraulic fluid. For example, the pressure accumulator device can comprise at least one diaphragm accumulator formed in a known manner. The pump device can be a known hydraulic pump. The brake connection can, for example, be either fluidically connected to the pressure accumulator device using a switchable valve, depending on the valve position, or separated from the pressure accumulator device. Accordingly, the suspension connection can be either fluidically connected to the pressure accumulator device using a switchable valve, depending on the valve position, or separated from the pressure accumulator device.In this way, the pressure stored in the pressure storage device can be used both to actuate the further braking device and to move the brake magnet of the magnetic rail brake.

[0012] The device may comprise a switchable valve device, which may be configured to connect the suspension connection to the pressure accumulator device in a first valve position and to disconnect the suspension connection from the pressure accumulator device in a second valve position. Thus, a desired position of the brake magnet can be easily adjusted by appropriately controlling the valve device.

[0013] The valve device can be configured to connect the suspension port to a tank return line of the tank in the second valve position. In this way, the actuating pressure acting on the hydraulic device can be reduced.

[0014] The device can comprise a control connection for receiving a control signal for switching the valve device between the first valve position and the second valve position. For example, an electrical control signal can be received via the control connection. In this way, the device can be connected, for example, to a brake control device of the rail vehicle.

[0015] The pressure accumulator device can comprise a brake pressure accumulator and a suspension accumulator. Thus, the pumping device can be configured to convey the hydraulic fluid from the tank to the brake pressure accumulator and the suspension accumulator in order to apply pressure to the brake pressure accumulator and the suspension accumulator. Accordingly, the brake connection can be switchably coupled to the brake pressure accumulator, and the suspension connection can be switchably coupled to the suspension accumulator. The use of two separate pressure accumulators can increase operational reliability.

[0016] The device may include a check valve that may be connected between the brake pressure accumulator and the suspension accumulator. This may prevent a pressure drop from the suspension accumulator toward the brake pressure accumulator.

[0017] The device may include a drain valve connected between the suspension accumulator and the tank. The drain valve may be an automated or manually operable valve. The drain valve may allow pressure built up in the suspension accumulator to be released, for example, to perform maintenance work.

[0018] A corresponding method for operating a magnetic rail brake for a rail vehicle comprising the magnetic rail brake and another braking device comprises the following steps:

[0019] Pumping hydraulic fluid from a tank to a pressure accumulator device to pressurize the pressure accumulator device;

[0020] Outputting a brake pressure for the further brake device at a brake connection coupled to the pressure accumulator device; and

[0021] Switchable coupling of a suspension connection to the hydraulic device of the magnetic rail brake with the pressure accumulator device to provide the actuating pressure.

[0022] The steps of the method can advantageously be implemented using devices of the said device.

[0023] Examples of the approach presented here are explained in more detail in the following description with reference to the figures. They show:

[0024] Fig. 1 is a schematic representation of a rail vehicle according to an embodiment;

[0025] Fig. 2 is a representation of a magnetic rail brake according to an embodiment;

[0026] Fig. 3 is a circuit diagram of a device for operating a

[0027] Magnetic rail brake according to an embodiment; and

[0028] Fig. 4 shows a flowchart of a method for operating a magnetic rail brake according to an exemplary embodiment. Fig. 1 shows a schematic representation of a rail vehicle 100 according to an exemplary embodiment. The rail vehicle 100 has at least one magnetic rail brake 102 and at least one further braking device 104. The magnetic rail brake 102 and additionally or alternatively the further braking device 104 can be used to brake the rail vehicle 100. The magnetic rail brake 102 is designed to generate a braking force in interaction with a rail 106, here a rail 106 of a railway line. The further braking device 104 is designed, for example, to generate a braking force acting on a wheel 108 of the rail vehicle 100.

[0029] The magnetic rail brake 102 is operated using a device 110. The device 110 is configured to provide a hydraulic actuation pressure 112 to a hydraulic device of the magnetic rail brake 102. The hydraulic device can be used to adjust the position of a brake magnet of the magnetic rail brake 102 relative to the rail 106. Furthermore, the device 110 is configured to provide a brake pressure 114 for the additional brake device 104. Using the brake pressure 114, the additional brake device 104 can be activated, for example.

[0030] Optionally, a control current 116 is provided to activate a coil of the brake magnet to generate a magnetic field. Using the control current 116, the magnetic rail brake 102 can be activated according to one embodiment, for example, to implement an emergency braking request from a driver of the rail vehicle 100. The magnetic field can attract a brake magnet of the magnetic rail brake 102 toward the rail 106. When the control current 116 is no longer provided, the brake magnet of the magnetic rail brake 102 can be lifted from the rail 106 using a spring device.

[0031] Optionally, the device 110 is coupled to a brake control device 120. According to one embodiment, the brake control device 120 is used to control an operating state of the magnetic rail brake 102 and the additional braking device 104. Functionalities associated with the magnetic rail brake 102 and the additional braking device 104 can be implemented separately within the brake control device 120 or, for example, in two separate brake control units. For example, the brake control device 120 is configured to provide the control current 116 for activating the magnetic rail brake 102.

[0032] For example, the brake control device 120 is configured to control a position of the brake magnet. For this purpose, the brake control device 120 is configured, for example, to provide an electrical control signal 122 for controlling the position of the brake magnet to the device 110. According to one embodiment, the device 110 is configured to control a valve device used to control the provision of the actuating pressure 112 using the control signal 122.

[0033] According to one embodiment, the brake control device 120 is configured to control the activation and deactivation of the further braking device 104, for example, to implement a braking request from the driver of the rail vehicle 100. For this purpose, the brake control device 120 is configured, for example, to provide a braking signal 124 for controlling the further braking device 104 to the further braking device 104. For example, the braking signal 124 is used to control a valve device with which the application or non-application of the braking pressure 114 provided by the device 110 to a service brake of the service braking device 104 can be controlled.

[0034] The described approach is suitable for a novel suspension system for rail brakes, which can be used for both low and high suspension.

[0035] The magnetic track brake 102 can be a rail brake such as those typically used worldwide in trams / streetcars, in mainline railways such as regional or intercity trains, or increasingly also in so-called train-to-train applications as an emergency brake. According to one embodiment, the magnetic track brake 102 consists of at least one magnet and a suspension as an interface to the vehicle, here the rail vehicle 100.

[0036] Magnetic track brakes with mechanical low suspension (8 mm to approx. 12 mm above the top edge of the rail 106) are particularly suitable for trams. These brakes are designed for operation < 80 km / h on typical inner-city networks and are very simple in design.

[0037] For mainline vehicles, however, only high-mounted magnetic track brakes (40 mm to approximately 110 mm above the top of the rail) are suitable. These brakes can be used at speeds up to 280 km / h.

[0038] Tram-trains typically travel a large portion of their route purely within cities as trams, but can also travel longer distances on mainline railway tracks to their terminal stations in the surrounding area. This poses significant challenges for the suspension due to the widely varying requirements. Advantageously, the magnetic track brake 102 according to one embodiment is suitable for tram-trains and is designed to comply with standards for both urban and rural use and to fulfill its function as an emergency brake.

[0039] According to one exemplary embodiment, the rail vehicle 100, for example, a tram-train vehicle, is designed as a hydraulically braked vehicle. For space-saving reasons and due to the high power density, the compact hydraulic brake, which is included, for example, in the additional braking device, is increasingly being chosen.

[0040] Thus, the magnetic track brake 102 can be used as a low-mounted rail brake or as a high-mounted rail brake. For this purpose, the magnetic track brake 102 is implemented according to one embodiment as a rail brake with a two-stage hydraulic / mechanical suspension. The suspension for the magnetic track brake 102 is specifically, but not exclusively, suitable for use in tram-train vehicles. According to one embodiment, the suspension is constructed such that it functions smoothly in both urban and rural areas. Typical requirements (not exhaustive) for the magnetic track brake 102 must be considered.Such requirements include, for example, low weight, low space requirements in the chassis / bogie, rapid build-up of braking force by very rapid lowering of the magnets to the rail 106, compatibility with the boundary conditions given by the vehicle environment (existing media for control or power generation, electromagnetic compatibility with surrounding vehicle components), as well as compatibility with the surrounding rail infrastructure (electromagnetic compatibility with existing track vacancy detection systems and clearance gauges).

[0041] The magnetic track brake 102 does not limit the application area of ​​the rail vehicle 100 to specially approved track sections. This ensures high compatibility with the rail infrastructure and a high safety margin against incompatibility.

[0042] The hydraulic design eliminates the need for compressed air in the bogie for the ventilation and venting of pneumatic cylinders. Furthermore, there is no need for additional space for connecting pneumatic cylinders. Since a compressed air supply is omitted, the weight of the suspension, including its control system, can be kept low while still achieving a high lowering speed and thus short response times. This makes the 102 magnetic track brake also suitable for inner-city operations with very short emergency braking distances.

[0043] The use of a two-stage hydraulic / mechanical suspension, even in tram-train vehicles, eliminates the need for compressed air in the bogie for the ventilation and venting of pneumatic ring bellows in an otherwise hydraulically braked vehicle, compared to a pneumatic / hydraulic design. Since pneumatic ring bellows are not required, the installation space and weight can be kept small, while still achieving a high lowering speed and thus a short response time, making the 102 magnetic track brake suitable for inner-city operation with very short emergency braking distances.

[0044] According to one embodiment, the magnetic rail brake 102 for the rail vehicle 100 has a compact, lightweight, and fast-responding hydraulic / mechanical suspension that meets the requirements of both urban and extra-urban operation.

[0045] Fig. 2 shows a representation of a magnetic rail brake 102 according to an exemplary embodiment. The magnetic rail brake 102 is arranged on a frame 230 of a chassis of a rail vehicle, as shown by way of example in Fig. 1. The magnetic rail brake 102 has a brake magnet 232, which can be arranged in both a low position and a high position using a two-stage suspension. The low position corresponds to a low suspension, and the high position to a high suspension. Between the low position and the high position lies a distance d of a few millimeters or a few centimeters, for example, from 6 to 40 mm.

[0046] The two-stage suspension comprises at least one spring device 234 for providing a spring force to counteract a weight force of the brake magnet 232. For example, the spring device 234 comprises at least one coil spring supported on the frame 230. The spring device 234 is coupled directly or via a suitable mechanism to the brake magnet 232 in order to pull the brake magnet 232 from the rail 106 against the weight force of the brake magnet 232, for example, back into the low position when a coil of the brake magnet 232 is no longer energized. Furthermore, the two-stage suspension comprises a hydraulic device 236 for moving the brake magnet 232 into the high position using a hydraulic actuation pressure. For example, the actuation pressure is provided using a device as described with reference to Fig. 1. According to one embodiment, the spring device 234 and the

[0047] Hydraulic device 236 comprises a two-stage hydraulic and mechanical actuator.

[0048] For example, the hydraulic device 236 comprises a hydraulic cylinder that can be moved using the actuating pressure. If the spring device 234 is designed as a coil spring, such a hydraulic cylinder can be arranged enclosed by the coil spring to save space. For example, a piston of the hydraulic cylinder is coupled directly or via a suitable mechanism to the brake magnet 232 to pull the brake magnet 232 from the low position to the high position.

[0049] The brake magnet 232 is embodied, for example, as a rigid magnet. Optionally, the two-stage suspension comprises at least one guide element 238, which is formed, for example, by the frame 230. The guide element 238 is used, for example, to guide a pulling device 240 in the form of a so-called puller.

[0050] According to one embodiment, the two-stage suspension is coupled to an axle box 242

[0051] According to one embodiment, the two-stage suspension comprises two spring devices 234 and two hydraulic devices 236 to apply a force to the brake magnet 232 on both sides. Optionally, the two hydraulic devices 236 are connected in parallel and can thus be supplied with an actuating pressure via a common suspension connection.

[0052] For the hydraulic control of the magnetic rail brake 102 in a two-stage hydraulic / mechanical suspension, according to one exemplary embodiment, a hydraulic device is expanded to realize, in addition to the function for controlling hydraulic actuators of the rail vehicle or a braking device of the rail vehicle, the additional function of controlling a magnetic rail brake suspension. For a rarely required additional function of the braking system, namely the lowering and raising of the magnetic rail brake 102 as an emergency brake, a separate hydraulic oil source is thus not required. The following schematic diagram in Fig. 3 illustrates the two functions.

[0053] Fig. 3 shows a circuit diagram of a device 110 according to an embodiment for operating a magnetic rail brake. This may be a magnetic rail brake as shown in Fig. 2. Only two hydraulic devices 236 of the magnetic rail brake are shown in Fig. 3. The device and the magnetic rail brake can be used, for example, for the rail vehicle described with reference to Fig. 1.

[0054] The device 110 comprises a tank 350 for storing hydraulic fluid, a pressure accumulator device 352, and a pump device 354. The pump device 354 is designed to convey hydraulic fluid from the tank 350 to the pressure accumulator device 352 in order to pressurize the pressure accumulator device 352. Furthermore, the device 110 comprises a brake connection 356 and a suspension connection 358. Via the brake connection 356, which is also referred to as the brake connection, a brake pressure for actuating the further brake device of the rail vehicle is output, here for example to a passive force generator 360 of the further brake device. To output the brake pressure, the brake connection 356 is or will be fluidically connected to the

[0055] Pressure accumulator device 352 is connected. Optionally, the brake pressure is always present at the brake port 356 when the pressure accumulator device 352 is pressurized. Alternatively, a switchable valve is provided, for example, to connect or disconnect the brake port 356 and the pressure accumulator device 352. An actuating pressure for actuating at least one, here of the two, hydraulic devices 236 is output via the suspension port 358, which is also referred to as the MG suspension port or LMg. The actuating pressure is output in a switchable manner. Thus, the pressure accumulator device 352 and the suspension port 358 are either fluidically connected in order to be able to output the actuating pressure via the suspension port 358, or separated in order to output no actuating pressure via the suspension port 358.Using the actuating pressure, the hydraulic devices 236 can be actuated to cause the magnetic rail brake to be suspended high.

[0056] According to one exemplary embodiment, the pressure accumulator device is coupled to the suspension connection 358 via a switchable valve device 362. For example, the valve device 362 is designed as a 3 / 2-way valve. In a first valve position, the valve device 362 is designed to connect the suspension connection 358 to the pressure accumulator device 352. In a second valve position, the valve device 362 is designed to separate the suspension connection 358 from the pressure accumulator device 352. Optionally, the valve device 362 is designed to connect the suspension connection 358 to a tank return of the tank 350 in the second valve position.

[0057] Optionally, the device 110 includes a control terminal 364 for receiving a control signal for switching the valve device 362 between the first valve position and the second valve position. The control signal is provided, for example, by a switching logic 365. For example, the switching logic 365 is part of a brake control device.

[0058] According to one embodiment, the pressure accumulator device 352 comprises a brake pressure accumulator 366 and a suspension accumulator 368. The brake pressure accumulator 366 provides a storage volume for a braking function, and the suspension accumulator 368 provides a storage volume for the suspension of the magnetic rail brake. The pump device 354 is configured to convey hydraulic fluid from the tank 350 to both the brake pressure accumulator 366 and the suspension accumulator 368 in order to pressurize the brake pressure accumulator 366 and the suspension accumulator 368. Accordingly, according to one embodiment, the brake port 356 is switchably or non-switchably coupled to the brake pressure accumulator 366, and the suspension port 358 is switchably coupled to the suspension accumulator 368. According to one embodiment, the device 110 optionally includes a check valve 370 connected between the brake pressure accumulator 366 and the suspension accumulator 368.

[0059] According to one embodiment, a delivery outlet of the pumping device 354 is connected to the brake pressure accumulator 366 via a line and to the suspension accumulator 368 via another line, in which the check valve 370 is arranged. In this way, the brake pressure accumulator 366 and the suspension accumulator 368 can be filled, for example, using a single pump of the pumping device 354. The check valve 370 can be connected such that a pressure drop from the suspension accumulator 368 to the brake pressure accumulator 366 is prevented.

[0060] According to one embodiment, the device 110 optionally has a drain valve 372, here for example in the form of a manual valve, which is connected between the suspension reservoir 368 and the tank 350.

[0061] By way of example, the pumping device 354 and the tank 350 are part of a hydraulic device 374. Alternatively, the tank 350 is arranged differently. According to one embodiment, the hydraulic device 374, the check valve 370, the drain valve 372, and the valve device 362 are referred to as a hydraulic device with integrated brake and magnetic rail brake suspension function 376.

[0062] Optionally, the device 110 only has at least one interface to the pressure storage device 352, so that the pressure storage device 352 itself is not included in the device 110. Likewise, the tank 350 can be arranged externally to the device 110.

[0063] The units shown are connected via suitable hydraulic lines.

[0064] According to one embodiment, a common motor-pump combination in the hydraulic device 374 generates an oil volume to be stored in the diaphragm accumulators (reservoirs) of the pressure storage device 352 available for each functional unit. The hydraulic device 374 optionally contains a pressure sensor which permanently monitors the pressure level, for example in the range from 120 bar to 155 bar, and adjusts it as needed by activating the pump device 354, for example in the form of the motor-pump combination.

[0065] According to one embodiment, two diaphragm accumulator circuits are provided and functionally separated from each other by the check valve 370, thus preventing any interference between the systems. For maintenance purposes or work on the de-energized and depressurized hydraulic system, the drain valve 372, designed here as a manual valve, is optionally included. When actuated, this valve allows the stored oil quantity to flow into the tank 350 of the hydraulic device 374.

[0066] According to one embodiment, the main function for controlling the height adjustment of the compression spring suspension is realized by using the valve device 362, here a 3 / 2-way valve.

[0067] For tram-train vehicles, low-level suspension is required in the tram sector, so that when the brake magnets are activated with control current, they are automatically attracted to the rail, thus building up the deceleration force. For this purpose, the valve device 362 in the form of the 3 / 2-way valve according to one embodiment is not supplied with voltage to ensure the connection to the tank 350 or the atmosphere. Gravity, together with the function of the pressure suspension, holds the brake magnets in a position approximately 7 mm above the top edge of the rail.

[0068] For tram-trains, high suspension is required in the train area. According to one embodiment, by supplying power to the valve device 362, here the 3 / 2-way valve, a volume flow is released from the suspension accumulator 368, which is embodied, for example, as a diaphragm accumulator, to the hydraulic devices 236, for example, to compression spring actuating cylinders, and the suspension is moved to a position approximately 40 mm above the top edge of the rail during travel.When a braking request is made for the magnetic rail brake, according to one embodiment, the valve device 362, here the 3 / 2-way valve, is de-energized by means of a control logic, the trapped oil volume is transported towards the tank 350 and the brake magnet of the magnetic rail brake is lowered by gravity 7 mm above the top edge of the rail, so that when the brake magnet or the brake magnets are activated with control current, they are automatically attracted to the rail and thus deceleration force is built up to decelerate the rail vehicle.

[0069] According to one embodiment, a function of the high or low suspension is implemented in a control logic both automatically via a route detection and manually.

[0070] The implementation thus allows the use of only one pressure medium, for example hydraulic oil, on the vehicle while simultaneously using the magnetic brake suspension function with different standard requirements.

[0071] For a safety brake function, for example by triggering a mushroom button provided for the driver or automated by the dead man's device, train control device or other higher-level systems, according to one embodiment, by deactivating the valve device 362, for example the 3 / 2-way valve, the use of the magnetic rail brake is realized by gravity lowering the brake magnet to 7 mm above the top edge of the rail and controlling the magnetic rail brake 102 via the separate control current.

[0072] The switching logic 365 for the magnetic track brake 102 is, according to one embodiment, implemented as a separate control in order to ensure independence from the hydraulic braking function. According to one embodiment, this switching logic 365 is additionally expanded so that, for example, limit switches, pressure sensors or buffer switches can be read in, which monitor the correct function or, in the event of a possible malfunction, report a disclosure to the higher-level control system for coordinated downstream actions or vehicle reactions. According to one embodiment, a permanent pressure loss in the system, which indicates an inadmissible leak, is monitored and also disclosed by optionally monitoring the running time of the pumping device 354, for example the motor-pump combination, in a higher-level brake electronics system, so that appropriate measures, such as, for example,the affected piping system can be shut off to deactivate the function.

[0073] An advantage of this described application, according to one exemplary embodiment, is the use of the same medium as the braking system (oil) for the brakes, as well as for the compression spring suspension with the same medium (oil) on the vehicle. This eliminates the need for an additional pneumatic circuit. Furthermore, the limited installation situation is advantageous for hydraulic applications due to the small required installation spaces. A further advantage is the faster response with regard to pressure reduction of the smaller volume, allowing for faster lowering of the compression spring actuating cylinders toward the top of the rail and a resulting faster response time until the braking force is available.

[0074] Fig. 4 shows a flowchart of a method 400 for operating a magnetic rail brake according to an exemplary embodiment. For example, the steps of method 400 can be implemented using a device as described with reference to Fig. 3.

[0075] In a step 402, hydraulic fluid is pumped to a pressure accumulator device to pressurize the pressure accumulator device. In a step 404, a brake pressure is output at a brake connection coupled to the pressure accumulator device, with which brake pressure can be activated the additional brake device. In a step 406, a suspension connection to the hydraulic device of the magnetic rail brake is switchably coupled to the pressure accumulator device in order to either provide or not provide the actuating pressure. Optionally, in a step 408, a control current is provided to activate an electromagnet of the magnetic rail brake. Steps 404, 406, 408 can be executed in any order and also in parallel. Step 402 can be executed permanently or on demand, for example, whenever the pressure of the pressure accumulator device falls below a threshold value.

[0076] LIST OF REFERENCE SYMBOLS

[0077] 100 rail vehicles

[0078] 102 Magnetic track brake

[0079] 104 additional braking devices

[0080] 106 Rail

[0081] 108 wheels

[0082] 110 Device

[0083] 112 actuation pressure

[0084] 114 Brake pressure

[0085] 116 Control current

[0086] 120 Brake control device

[0087] 122 Control signal

[0088] 124 Brake signal

[0089] 230 frames

[0090] 232 brake magnets

[0091] 234 Spring device

[0092] 236 Hydraulic equipment

[0093] 238 Guide element

[0094] 240 drawing device

[0095] 242 axle box

[0096] 350 tank

[0097] 352 Pressure storage device

[0098] 354 Pumping device

[0099] 356 brake connection

[0100] 358 Suspension connection

[0101] 360 passive force generator

[0102] 362 Valve device

[0103] 364 control connection

[0104] 366 brake pressure accumulator

[0105] 368 Suspension accumulator 370 Check valve

[0106] 372 drain valve

[0107] 374 Hydro device

[0108] 376 Hydro unit with integrated brake and magnetic rail brake

[0109] Suspension function

[0110] 400 procedures

[0111] 402 Step of promoting

[0112] 404 Output Step

[0113] 406 Step of switchable coupling

[0114] 406 Deployment Step

Claims

PATENT CLAIMS 1. Device (110) for operating a magnetic track brake (102) for a rail vehicle (100) comprising the magnetic track brake (102) and a further braking device (104), wherein the magnetic track brake (102) comprises a brake magnet (232) and a two-stage suspension with a spring device (234) for providing a spring force to counteract a weight force of the brake magnet (232) and a hydraulic device (236) for moving the brake magnet (232) using an actuating pressure (112) into a high position corresponding to a high suspension, and wherein the device (110) has the following features: a tank (350) for storing hydraulic fluid or an interface to the tank (350); a pressure accumulator device (352) or an interface to the pressure accumulator device (352);a pumping device (354) configured to pump hydraulic fluid from the tank (350) to the pressure accumulator device (352) in order to pressurize the pressure accumulator device (352); a brake connection (356) which is coupled or connectable to the pressure accumulator device (352) for providing brake pressure to the further brake device (104) of the rail vehicle (100); and a suspension connection (358) to the hydraulic device (236) of the two-stage suspension, wherein the suspension connection (358) is switchably coupled or connectable to the pressure accumulator device (352) for providing the actuating pressure (112) to the hydraulic device (236).

2. Device (110) according to claim 1, comprising a switchable valve assembly (362) configured to connect the suspension port (358) to the pressure accumulator assembly (352) in a first valve position and to disconnect the suspension port (358) from the pressure accumulator assembly (352) in a second valve position.

3. Device (110) according to claim 2, wherein the valve assembly (362) is configured to connect the suspension port (358) to a tank return of the tank (350) in the second valve position.

4. Device (110) according to one of claims 2 to 3, with a control port (364) for receiving a control signal (122) for switching the valve device (362) between the first valve position and the second valve position.

5. Device (110) according to one of the preceding claims, wherein the pressure accumulator device (352) comprises a brake pressure accumulator (366) and a suspension accumulator (368), wherein the pump device (354) is configured to pump the hydraulic fluid from the tank (350) to the brake pressure accumulator (366) and the suspension accumulator (368) in order to pressurize the brake pressure accumulator (366) and the suspension accumulator (368), wherein the brake connection (356) is connectable to the brake pressure accumulator (366), and wherein the suspension connection (358) is switchably connectable to the suspension accumulator (368).

6. Device (110) according to claim 5, comprising a check valve (370) connected between the brake pressure accumulator (366) and the suspension accumulator (368).

7. Device (110) according to one of claims 5 or 6, with a drain valve (372) that is connected between the suspension storage unit (368) and the tank (350). Magnetic track brake (102) for a rail vehicle (100) comprising the magnetic track brake (102) and a further braking device (104), wherein the magnetic track brake (102) comprises a brake magnet (232) and a two-stage suspension with a spring device (234) for providing a spring force to counteract a weight force of the brake magnet (232) and a hydraulic device (236) for moving the brake magnet (232) using an actuating pressure (112) into a high position corresponding to a high suspension, as well as a device (110) according to one of the preceding claims for operating the magnetic track brake (102). Rail vehicle (100) with a magnetic track brake (102) according to claim 8 and the further braking device (104).Method (400) for operating a magnetic track brake (102) for a rail vehicle (100) comprising the magnetic track brake (102) and a further braking device (104), wherein the magnetic track brake (102) comprises a brake magnet (232) and a two-stage suspension with a spring device (234) for providing a spring force to counteract a weight force of the brake magnet (232) and a hydraulic device (236) for moving the brake magnet (232) using an actuating pressure (112) into a high position corresponding to a high suspension, and wherein the method (400) comprises the following steps:. Pumping (402) hydraulic fluid from a tank (350) to a pressure accumulator (352) in order to pressurize the pressure accumulator (352); Output (404) of brake pressure for the further braking device (104) at a brake port (356) coupled to the pressure accumulator device (352); and Switchable coupling (406) of a suspension connection (358) to the Hydraulic unit (236) of the magnetic track brake (102) with the Pressure storage device (352) to provide the actuation pressure (112).

Images