Braking system for a rail vehicle, and method for controlling a braking system of this kind

Abstract

The present invention relates to a braking system (1) for a rail vehicle, comprising: a brake control unit (30); a main supply line (12); a brake control line (13) via which the brake control unit (30) is connected to the main supply line (12); a fluid reservoir (20) which is connected to the brake control line (13) via a fluid reservoir line (14); and a shut-off unit (40) which is arranged in the brake control line (13) between the connection of the fluid reservoir line (14) to the brake control line (13) and the connection of the brake control line (13) to the main supply line (12), wherein the shut-off unit (40) is designed in such a way that a supply of fluid from the fluid reservoir (20) via the shut-off unit (40) in the direction of the main supply line (12) is enabled when the pressure in the fluid reservoir (20) is greater than the pressure in the main supply line (12) and a difference in pressure between the pressure in the fluid reservoir (20) and the surroundings is greater than or equal to a predetermined minimum pressure. The present invention also relates to a method for controlling a braking system of this kind, to a rail vehicle comprising a braking system of this kind, 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] In rail vehicles, for example, several air reservoirs are provided to store compressed air for corresponding air consumers, such as a pneumatic brake. For pneumatic brakes, a protected volume must be available in case of failures, such as a failure of the air supply or major leaks, to ensure that the brake can continue to be applied. The protected volume is designed to allow a certain number of brake applications.

[0005] Currently, for example, a main air reservoir, which is connected to a main air reservoir line, is filled with compressed air via a compressor. Corresponding air consumers, such as air suspension or a sanding device, are supplied with compressed air from the main air reservoir line. In addition, an auxiliary air reservoir is connected to the main air reservoir line to provide the required compressed air volume to a pneumatic brake in the event of a failure. A check valve between the auxiliary air reservoir and the main air reservoir line prevents compressed air from flowing back into the main air reservoir line.

[0006] The air tanks required for the above-mentioned air supply are comparatively heavy and require the provision of appropriate installation space. At the same time, however, high air consumption also requires a correspondingly large buffer volume, so a correspondingly large volume is required. Furthermore, the refill times of the air tanks with compressed air vary proportionally with the size of the total volume, so that with a large number of air tanks, the refill times also increase.

[0007] 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 weight savings and / or refilling times and / or effort and costs.

[0008] This problem is solved by the subject matter of the independent claims. Advantageous further developments are the subject matter of the dependent claims.

[0009] According to the invention, a braking system for a rail vehicle comprises a brake control unit, a main supply line, a brake control line via which the brake control unit is connected to the main supply line, a fluid reservoir connected to the brake control line via a fluid reservoir line, and a shut-off unit. The shut-off unit is arranged in the brake control line between the connection of the fluid reservoir line to the brake control line and the connection of the brake control line to the main supply line. Furthermore, the shut-off unit is configured such that a fluid supply from the fluid reservoir via the shut-off unit towards the main supply line is enabled when the pressure in the fluid reservoir is greater than the pressure in the main supply line and a pressure difference between the pressure in the fluid reservoir and an ambient pressure is greater than or equal to a predetermined minimum pressure.

[0010] The brake control unit is a unit that controls a brake pressure or a brake force, and thus a brake torque. For this purpose, the brake control unit can have at least one brake cylinder and / or control a pressure to be transmitted to the brake cylinder. In particular, the brake control unit controls the brake pressure; however, the brake control unit can alternatively also control a pilot pressure. The brake system can be designed as either a pneumatic or a hydraulic brake system. Accordingly, the term "fluid" encompasses a gas, such as air, or a liquid. If features are described below with reference to a pneumatic brake system, these are equally applicable to a hydraulic brake system.

[0011] According to the inventive configuration of the braking system, it is possible to combine the main air reservoir and auxiliary air reservoir known from the prior art in a fluid reservoir, i.e., a reservoir. During normal operation, the fluid reservoir can serve as the main air reservoir and introduce air into the main supply line via the shut-off unit. This occurs when the pressure difference at the shut-off unit on the fluid reservoir side and the main supply line side allows volume transport toward the main supply line, i.e., the pressure on the fluid reservoir side is higher than the pressure on the main supply line side. Furthermore, the shut-off unit is configured such that the fluid supply toward the main supply line requires a minimum pressure in the fluid reservoir or at the fluid reservoir-side inlet of the shut-off unit based on a pressure difference between the pressure in the fluid reservoir and the ambient pressure.This can prevent the entire fluid contained in the fluid reservoir from being fed into the main supply line. In other words, a sufficient fluid volume can still remain in the fluid reservoir to provide the brake control unit with sufficient pressure from the fluid reservoir via the brake control line, for example in the event of a fault in the main supply line. The minimum pressure thus corresponds at least to the pressure that can always be made available to the brake control unit by the fluid reservoir. Consequently, the fluid reservoir also serves as an auxiliary air reservoir. The precise value of the predetermined minimum pressure can be selected together with the precise volume of the fluid reservoir so that the resulting safe air volume is sufficient for the required number of brake actuations.In accordance with the minimum pressure requirement related to the pressure difference between the pressure in the fluid reservoir and the ambient pressure, the shut-off unit has an ambient-side inlet. By combining the main air reservoir and the auxiliary air reservoir in a single fluid reservoir, fewer reservoirs for compressed air or other fluid are required in the rail vehicle. Furthermore, the required volume for the combined main air reservoir and auxiliary air reservoir is smaller than the sum of the main air reservoir and auxiliary air reservoir according to the prior art. This can shorten the refill time. As described above, the entire volume of the fluid reservoir, except for the portion reserved for the brake control unit, can be used as a buffer volume during normal operation for the air consumption flowing from the main supply line.As a result, a better buffer effect can be achieved compared to braking systems in which the volume of the auxiliary air reservoir is available exclusively for the brake control system during normal operation, but not for any other air consumption. A larger buffer volume tends to result in longer individual running times of the air supply and fewer switching on and off cycles during normal operation, which can have a beneficial effect on the wear of the air supply, for example, a compressor. Furthermore, in the event of a fire, an excessively high pressure in the fluid reservoir can be released via the shut-off unit, for example, through a safety valve or several safety valves connected to the main air reservoir line.

[0012] In one embodiment, the predetermined minimum pressure is an activation pressure of the shut-off unit.

[0013] The shut-off unit is thus blocked from fluid supply in the direction of flow of a fluid from an inlet of the shut-off unit on the fluid reservoir side to an outlet of the shut-off unit on the main supply line side, as long as the activation pressure corresponding to the predetermined minimum pressure is not reached. The shut-off unit can be configured such that the activation pressure itself cancels the blocking state of the shut-off unit. For this purpose, the shut-off unit can have a corresponding valve unit, a slide unit and / or another shut-off device or can be designed as such a unit that opens independently due to the activation pressure. Alternatively or additionally, the shut-off unit can also be controlled via a control signal that corresponds to the activation pressure.For example, a sensor unit can be arranged in the fluid reservoir, which detects the pressure in the fluid reservoir and transmits the measurement signal to a control unit for the shut-off unit, which then controls the shut-off unit to open the fluid supply when the predetermined minimum pressure or activation pressure is applied.

[0014] Regardless of whether the shut-off unit opens independently in the direction of flow to the main supply line or is controlled accordingly by a control unit when the activation pressure is present, the shut-off unit can also be configured such that the shut-off unit automatically shuts off the fluid supply in the direction of flow to the main supply line again when the predetermined minimum pressure is not reached and / or a control signal is no longer present. This ensures that in all cases, even in the event of a control unit failure, a sufficient minimum air volume or sufficient minimum pressure remains in the fluid reservoir for the brake control unit. Alternatively or additionally, active control can also be provided so that a shut-off can be actively implemented if necessary in the event of a shut-off unit malfunction.Such control can also be linked to a monitoring result of the shut-off unit, so that a shut-off via the control unit is only provided if the predetermined minimum pressure is undershot and it is detected that the shut-off unit does not shut off within a predetermined time window. Such monitoring can also be performed only on an as-needed basis, for example, in particularly safety-critical ferry operations of the rail vehicle, such as when a predetermined travel speed is exceeded, during the transport of hazardous goods, or similar.

[0015] In one embodiment, the predetermined minimum pressure is variable.

[0016] Based on the above description, the predetermined minimum pressure can also be adapted to the ferry operation of the rail vehicle. For example, a lower predetermined minimum pressure can be set for comparatively slow journeys and / or on an uphill or level slope than for journeys at comparatively high speeds and / or on a downhill slope. Other factors, such as the payload, the train length, the condition and / or type of brakes, and / or the track conditions, can also be taken into account when changing the predetermined minimum pressure. This makes it possible to supply a higher amount of fluid to the main supply line in situations where a lower predetermined minimum pressure is sufficient for the emergency supply of the brake control unit.

[0017] The minimum pressure can be adjusted when the shut-off unit is controlled via the control unit using appropriate input options and / or automatically depending on ferry operations. Alternatively or additionally, adjustment options can be provided on the shut-off unit itself.

[0018] In one embodiment, the minimum pressure is less than a usual pressure in the main supply line, in particular less than 10 bar, preferably less than 8.5 bar.

[0019] The term "usual pressure" refers to a pressure in the

[0020] Main supply line, which is expected to be present during normal operation of the rail vehicle or to which the main supply line is maintained during normal operation, for example, by switching the air supply on and off. Since the predetermined minimum pressure is lower than the usual pressure, a fluid can be supplied to the main supply line during normal operation with a corresponding pressure difference and the presence of the predetermined minimum pressure, or the fluid reservoir can serve as the main air tank.

[0021] In an advantageous embodiment, the minimum pressure is greater than a lower monitoring limit, in particular greater than 6.0 bar, preferably greater than 6.5 bar.

[0022] The minimum predetermined minimum pressure, or activation pressure, is thus greater than a monitoring limit that could trigger an alarm or other measures deviating from normal operation. This allows fluid to be supplied from the fluid reservoir to the main supply line without disrupting normal operation. The determination of this minimum pressure also takes into account, in particular, technically induced switching hysteresis. The shut-off unit thus blocks the fluid supply from the fluid reservoir to the main supply line and secures the fluid reservoir for the brake control unit before a lower monitoring limit is reached, which could lead, for example, to a traction lock or emergency braking. The lower monitoring limit is, for example, a pressure measured in the main supply line.

[0023] In one embodiment, the shut-off unit is configured such that a fluid supply from the main supply line via the shut-off unit in the direction of the fluid reservoir is not impeded by the shut-off unit if a pressure on the main supply line side is greater than a pressure on the fluid reservoir side.

[0024] Thus, a fluid can be supplied from the main supply line to the brake control unit and / or the fluid reservoir in order to directly control the brake control unit and / or to fill the fluid reservoir. The corresponding supply path through the shut-off unit can be configured such that the fluid supply can only occur unidirectionally, i.e., from the direction of the main supply line toward the brake control unit and / or the fluid reservoir. In this case, the shut-off unit has at least two fluid flow channels: at least one fluid supply channel for a fluid supply from the main supply line toward the brake control unit and / or the fluid reservoir, and at least one fluid supply channel for a fluid supply from the fluid reservoir toward the main supply line.Alternatively or additionally, a fluid channel can also be provided in the shut-off unit, which enables fluid to be supplied from the fluid reservoir toward the main supply line when the predetermined minimum pressure is present and the inlet pressure on the fluid reservoir side is greater than the inlet pressure on the main supply line side. Conversely, with such a fluid channel, fluid can be supplied from the main supply line to the fluid reservoir when the inlet pressure on the main supply line side is greater than the inlet pressure on the fluid reservoir side. In such a configuration, the fluid channel remains blocked when the inlet pressure on the fluid reservoir side is greater than the inlet pressure on the main supply line side, but the predetermined minimum pressure on the fluid reservoir side is not present.

[0025] In one embodiment, the shut-off unit has an overflow valve.

[0026] The overflow valve allows for at least a unidirectional fluid supply to be achieved in a simple manner. The overflow valve enables automatic control according to the prevailing pressure conditions.

[0027] In particular, the overflow valve is designed as an overflow valve with backflow.

[0028] The overflow valve with backflow can be used to provide bidirectional fluid supply via one fluid channel per unidirectional flow direction.

[0029] According to a further development, the overflow valve is arranged such that the fluid supply from the fluid reservoir via the overflow valve in the direction of the main supply line takes place according to the principle of overflow.

[0030] Accordingly, the fluid channel of the overflow valve, which operates according to the overflow principle, is intended for the fluid supply from the fluid reservoir toward the main supply line. In other words, the overflow valve opens automatically when a minimum pressure and a corresponding pressure difference are present on the inlet side. In a backflow valve, the fluid channel is then assigned to the return flow of the fluid supply from the main supply line toward the fluid reservoir.

[0031] According to a further aspect, the present invention relates to a method for controlling a braking system described above, comprising the steps:

[0032] Filling the fluid reservoir with a fluid from the main supply line via the shut-off unit when the pressure in the fluid reservoir is lower than the pressure in the main supply line, and supplying a fluid from the fluid reservoir into the main supply line via the shut-off unit when the pressure in the fluid reservoir is higher than the pressure in the main supply line and a pressure difference between the pressure in the fluid reservoir and the environment is greater than or equal to a predetermined minimum pressure.

[0033] Filling the fluid reservoir with a fluid from the main supply line can always occur when the pressure in the fluid reservoir is lower than the pressure in the main supply line, or it can be subject to other conditions despite a corresponding pressure difference. For example, filling can only be scheduled when the pressure in the fluid reservoir is lower than a predetermined maximum pressure in the fluid reservoir and / or the pressure in the main supply line is lower than a predetermined minimum pressure in the main supply line. This can also depend on which other air consumers are currently in operation or are scheduled to be activated in the foreseeable future.

[0034] The supply of fluid from the fluid reservoir to the main supply line may also depend on other conditions. For example, the supply may be stopped if the pressure in the main supply line exceeds a predetermined main supply line pressure. Such conditions may also be linked to a ferry operation that is currently being carried out or will be carried out in the foreseeable future.

[0035] In one embodiment, the filling and / or supply via the shut-off unit is carried out automatically, preferably via an overflow valve, particularly preferably via an overflow valve with backflow.

[0036] The shut-off unit is thus automatically controlled according to the pressure present on the fluid reservoir side and the main supply line side. Consequently, a control unit for controlling the shut-off unit can be dispensed with. However, such a control unit can still be provided as an additional safety level and / or for controlling the shut-off unit according to conditions other than the pressure conditions. The method features described in the above description of the braking system or device features equivalent to method features equally relate to advantageous developments of the method according to the invention.

[0037] According to a further aspect, the present invention relates to a rail vehicle with a braking system described above, wherein at least one braking device can be supplied with a predetermined minimum amount of fluid via the fluid reservoir via the brake control line, in particular independently of a pressure applied to the shut-off unit or a pressure difference applied to the shut-off unit.

[0038] According to the above description of the braking system and the method for controlling the braking system or the shut-off unit, a minimum amount of fluid is always maintained in the fluid reservoir for the braking device or the brake control unit that includes or controls the braking device. The minimum amount of fluid is determined by the number of braking operations that can be performed or are to be performed, depending on the fluid consumption required by the respective braking device.

[0039] In one embodiment, further fluid consumers arranged beyond the shut-off unit from the fluid reservoir can be supplied with a fluid from the fluid reservoir if the pressure in the fluid reservoir is greater than the pressure in the main supply line and a pressure difference between the pressure in the fluid reservoir and the environment is greater than or equal to a predetermined minimum pressure.

[0040] Thus, the fluid reservoir is not limited to supplying the brake control unit; other fluid consumers, such as air suspension or a sanding device, can also be supplied via the fluid reservoir. If the other fluid consumers are also operated while the rail vehicle is stationary, the minimum pressure for the fluid reservoir can be temporarily reduced or set to zero while the rail vehicle is stationary, since no fluid needs to be stored for the brake control unit. However, before continuing the journey, the fluid reservoir should preferably be refilled to the predetermined minimum pressure for active ferry operation.

[0041] 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.

[0042] 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.

[0043] 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 as described above.

[0044] 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.

[0045] 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.

[0046] Preferred embodiments of the invention are described below with the aid of the accompanying drawings. In detail,

[0047] Fig. 1 is a schematic representation of a braking system for a rail vehicle according to an exemplary embodiment.

[0048] Fig. 1 shows a schematic representation of a braking system 1 for a rail vehicle according to an exemplary embodiment. The braking system 1 comprises an air supply 10, which is designed as a compressor. The compressed air provided by the air supply 10 is supplied via an air supply inlet 11 as a fluid supply inlet to a main air supply line 12 as the main supply line. A brake control line 13 branches off from the main air supply line 12 and leads to a brake control unit 30. The brake control unit 30 thus represents an air consumer of the main air supply line 12. Even though only the brake control unit 30 is shown as an air consumer in Fig. 1, further air consumers, such as an air suspension or a sanding device, can be connected to the main air supply line 12.

[0049] An air reservoir line 14, serving as a fluid reservoir line, leads from the brake control line 13 to an air reservoir 20 serving as a fluid reservoir. The air reservoir 20 can be filled with air via the main air supply line 12. With appropriate filling, the brake control unit 30 can then be supplied with air from the air reservoir 20, at least temporarily, even if the air supply via the main air supply line 12 fails.

[0050] To ensure that, in the event of a fault or other loss of air supply to the brake control unit 30 via the main air supply line 12, a sufficient amount of air from the air reservoir 20 for a predetermined number of braking operations can be made available to the brake control unit 30, an overflow valve 40 is arranged as a shut-off unit in the brake control line 13. The overflow valve 40 is located in the brake control line 13 between the branch of the air reservoir line 14 and the connection to the main air supply line 12. The overflow valve 40 is designed as an overflow valve with backflow.

[0051] The overflow valve path, which opens when a predetermined minimum pressure and a predetermined pressure difference are present, is arranged such that air from the air tank 20 can be supplied to the main air supply line 12 via it, as indicated by the arrow in Fig. 1. Specifically, this occurs when the pressure on the air tank side is greater than the predetermined minimum pressure for supplying the brake control unit 30 and greater than the main air supply line pressure. By supplying air from the air tank 20 to the main air supply line 12, additional air consumers can be supplied with air without the air supply 10 having to be switched on or operated at full power. The supply of air from the air tank 20 to the main air supply line 12 is automatically terminated via the overflow valve 40 when the predetermined minimum pressure for supplying the brake control unit 30 is reached.The activation pressure of the overflow valve 40 thus corresponds to the predetermined minimum pressure. If this is no longer reached or exceeded, the overflow valve 40 closes the overflow valve path.

[0052] The return flow of the overflow valve 40 simultaneously enables the filling of the air reservoir 20 with air from the main air supply line 12 and supply of the brake control unit 30, independent of the overflow valve path. The return flow path provides an air supply from the main air supply line 12 toward the air reservoir 20 and the brake control unit 30. The air supply via the return flow path occurs when the pressure in the main air supply line 12 is greater than the pressure in the air reservoir 20. Otherwise, the return flow path is blocked.

[0053] The invention is not limited to the described embodiments. In particular, features described for the embodiment, other refinements, and developments of the invention described herein can be combined with one another, provided they do not reasonably exclude one another. In particular, the braking system can also be applied to a parking brake or a control system for lowering cylinders of a magnetic rail brake. Furthermore, the disclosure relating to a fluid reservoir and a shut-off unit can also be applied to a pantograph as a current collector for rail vehicles, regardless of an application for a braking system. In this case, the braking terminology directed at the braking system is to be replaced by terminology relating to a pantograph.

[0054] LIST OF REFERENCE SYMBOLS

[0055] 1 braking system

[0056] 10 Air supply (fluid supply) 11 Air supply feed (fluid supply feed)

[0057] 12 Main air supply line (main supply line)

[0058] 13 Brake control line

[0059] 14 Air tank line (fluid reservoir line)

[0060] 20 Air tank (fluid reservoir) 30 Brake control unit

[0061] 40 Overflow valve (shut-off unit)

Claims

PATENT CLAIMS 1. Braking system (1) for a railway vehicle, comprising: a brake control unit (30), a main supply line (12), a brake control line (13) via which the brake control unit (30) is connected to the main supply line (12), a fluid reservoir (20) which is connected to the brake control line (13) via a fluid reservoir line (14), and a shut-off unit (40) which is arranged in the brake control line (13) between the connection of the fluid reservoir line (14) to the brake control line (13) and the connection of the brake control line (13) to the main supply line (12), wherein the shut-off unit (40) is configured such that a fluid supply from the fluid reservoir (20) via the shut-off unit (40) is allowed in the direction of the main supply line (12),if the pressure in the fluid reservoir (20) is greater than the pressure in the main supply line (12) and a pressure difference between the pressure in the fluid reservoir (20) and the environment is greater than or equal to a predetermined minimum pressure.

2. The braking system (1) according to claim 1, wherein the predetermined minimum pressure is an activation pressure of the shut-off unit (40).

3. The braking system (1 ) according to claim 1 or 2, wherein the predetermined minimum pressure is variable.

4. The braking system (1) according to one of the preceding claims, wherein the minimum pressure is less than a usual pressure in the main supply line (12), in particular less than 10 bar, preferably less than 8.5 bar.

5. The braking system (1) according to one of the preceding claims, wherein the minimum pressure is greater than a lower monitoring limit, in particular greater than 6.0 bar, preferably greater than 6.5 bar.

6. The braking system (1) according to one of the preceding claims, wherein the shut-off unit (40) is configured such that a fluid supply from the main supply line (12) via the shut-off unit (40) towards the fluid reservoir (20) is not obstructed by the shut-off unit (40) when a main supply line-side pressure is greater than a fluid reservoir-side pressure.

7. The braking system (1) according to one of the preceding claims, wherein the shut-off unit (40) has an overflow valve (40).

8. The braking system (1) according to claim 7, wherein the overflow valve is designed as an overflow valve (40) with backflow.

9. The braking system (1) according to claim 7 or 8, wherein the overflow valve (40) is arranged such that the fluid supply from the fluid reservoir (20) via the overflow valve (40) is directed towards the main supply line (12) according to the principle of overflow.

10. Method for controlling a brake system (1) according to any one of claims 1 to 9, comprising the steps: Filling the fluid reservoir (20) with a fluid from the main supply line (12) via the shut-off unit (40) when the pressure in the fluid reservoir (20) is lower than the pressure in the main supply line (12), and Feeding a fluid from the fluid reservoir (20) into the main supply line (12) via the shut-off unit (40) when the pressure in the fluid reservoir (20) is greater than the pressure in the main supply line (12) and a pressure difference between the pressure in the fluid reservoir (20) and the environment is greater than or equal to a predetermined minimum pressure.

11. Method according to claim 10, wherein the filling and / or supply via the shut-off unit (40) is carried out automatically, preferably via an overflow valve (40), particularly preferably via an overflow valve (40) with backflow.

12. Rail vehicle with a braking system (1 ) according to one of claims 1 to 9, wherein at least one braking device can be supplied with a predetermined minimum amount of fluid via the brake control line (13) via the fluid reservoir (20), in particular independently of a pressure applied to the shut-off unit (40) or a pressure difference applied to the shut-off unit (40).

13. Rail vehicle according to claim 12, wherein further fluid consumers arranged beyond the shut-off unit (40) from the fluid reservoir (20) can be supplied with fluid from the fluid reservoir (20) if the pressure in the fluid reservoir (20) is greater than the pressure in the main supply line (12) and a The pressure difference between the pressure in the fluid reservoir (20) and the environment is greater than or equal to a predetermined minimum pressure.

14. Computer program product comprising code means which, when executed on a data processing unit, cause the data processing unit to execute the method according to claim 10 or 11.

15. Storage medium for reading by a data processing unit, wherein the storage medium comprises a computer program product according to claim 14.

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