Control system and method for controlling at least two brake devices of a rail vehicle

Abstract

One aspect of the invention relates to a control system (R) for a rail vehicle (S) or a train set (Z), having a central controller (1) and at least two local controllers (2, 21) associated with the central controller. The central controller (1) and the at least two local controllers (2, 21) are connected together by a network (5). Each local controller (2, 21) is adapted so as to influence the braking force of the at least one braking device (B, B1) assigned thereto, and the central controller (1) is adapted so as to influence the braking force of all of the braking devices (B, B1) assigned to the at least two local controllers (2, 21). The central controller (1) is used as a main controller, and the local controllers (2, 21) are used as a back-up level. Another aspect of the invention relates to a method for controlling at least two braking devices (B, B1) of a rail vehicle (S) or a train set (Z).

Description

[0001] DESCRIPTION

[0002] CONTROL SYSTEM AND METHOD FOR CONTROLLING AT LEAST TWO BRAKING DEVICES OF A RAIL VEHICLE

[0003] The present application deals with the influencing of operating parameters of braking units of a rail vehicle with central and local controllers.

[0004] For example, a deceleration control of a rail vehicle can be implemented here, but a corresponding slip control can also be implemented.

[0005] Operating parameters of braking devices of a rail vehicle, for example a corresponding pneumatic or hydraulic brake pressure in a

[0006] Brake cylinders are controlled during braking (mainly during service braking, but also during emergency braking or rapid braking) - for example, deceleration control is often carried out, because the achieved deceleration values ​​and the resulting braking distances are subject to tolerances even under sufficient adhesion conditions, a braking distance of a

[0007] Rail vehicle can be sensibly controlled - the aim of the control is not to shorten the braking distance, rather the aim of this control is to keep braking processes as reproducible as possible, ie to keep the braking distance as constant as possible under the same boundary conditions.

[0008] Another type of control in rail vehicles is slip control, in which a braking force or a braking pressure on a braking device is varied or modulated accordingly when no suitable adhesion conditions exist, ie when slip occurs.

[0009] In deceleration control, one or more devices (e.g., sensors) are provided on a rail vehicle that detect or measure the deceleration, or from whose information a deceleration can be calculated. In anti-skid control, sensors can, for example, measure the rotational speeds of individual wheels. Document GB 2 402 983 A discloses a braking system for a rail vehicle, with corresponding axle speed sensors mounted on each axle of the rail vehicle to measure the rotational speed of the corresponding axle. The braking pressure on each axle or on each bogie or rail vehicle can thus be controlled.

[0010] This braking system has local processors for individual cars, which carry out the control accordingly.

[0011] Furthermore, document EP 2 949 523 A1 is known in the prior art, which discloses a weight-independent safety brake. Here, a closed-loop control system is used for the brake control device, with a negative actual acceleration, i.e., braking deceleration, measured by an acceleration sensor being used as the input variable. This actual acceleration or braking force deceleration is compared with a predetermined target acceleration and controlled by appropriate brake application so that the actual acceleration is adjusted to the target acceleration over the control period.

[0012] Furthermore, the document EP 3 331 734 A2 is known in the prior art, which comprises a setpoint generator for the setpoint value of the total braking force, as well as a controller for determining at least one manipulated variable on the basis of this setpoint value, and at least one actuator that transmits this manipulated variable value to at least one braking device. Means are provided for at least approximately transmitting acceleration components of the rail vehicle, as well as means for determining the actual value of the total braking force from these acceleration components, taking into account the vehicle speed and vehicle mass, and a controller is designed to regulate the manipulated variable value such that the control deviation between the setpoint value and the determined actual value is reduced. In the prior art, either several local controllers or a central controller are present, by means of which orwhich can control the braking force of the entire rail vehicle.

[0013] However, if a central controller is used, the problem arises that if this controller or the associated necessary infrastructure (e.g., the braking system's communication network) fails or malfunctions, the braking system parameters may no longer be controlled, or this may occur with reduced control quality or less accuracy. Taking deceleration control as an example, the central controller can control deceleration with high quality and accuracy in error-free cases. If the communication network, such as the vehicle bus, fails, the central deceleration control can no longer function and switches from controlled to classic controlled operation. This reduces the reproducibility of the braking distance.

[0014] It is therefore an object of the present invention to provide a control system for influencing the braking force of braking devices of a rail vehicle, in which a control with high quality is possible even in the event of failures or malfunctions of a central controller.

[0015] This object is achieved by a control system according to claim 1, a rail vehicle according to claim 11, a train set according to claim 12 and a method according to claim 13.

[0016] Further advantageous embodiments of the present invention are the subject of the subclaims.

[0017] A control system according to the invention is designed to influence—that is, to control or regulate—a respective braking force on at least two braking devices of a rail vehicle or train set. Such a control system comprises a central controller and at least two local controllers assigned to it, wherein the central controller and the at least two local controllers are interconnected by a network. A local controller is adapted to control a braking force of the braking device or system assigned to it.

[0018] To influence braking devices – i.e., there is a local controller for each braking device or group of braking devices. The central controller is adapted to influence the braking force of all braking devices assigned to at least two local controllers – because these, in turn, are assigned to the central controller.

[0019] The central controller is thus assigned to a specific number of braking devices. The local controllers are each assigned to a subgroup of braking devices, preferably to exactly one braking device or to all braking devices on a bogie.

[0020] Each train (a train consisting of one or more rail vehicles) may also have several central controllers, each of which is designed to influence the operating parameters of a specific number of braking devices. A rail vehicle is an operationally inseparable unit.

[0021] In a fault-free state, the central controller(s) controls the operating parameters of the braking devices (e.g. deceleration, slip) with high quality.

[0022] On the one hand, it is therefore possible that braking forces on the braking devices of a rail vehicle are all influenced by a central controller - but it is also possible that these are influenced entirely or at least partially by a local controller assigned to a respective braking device.

[0023] The central controller thus performs main control, while the local controllers perform auxiliary control. Such a system combines a powerful and precise main control with a high-availability auxiliary control. Such a system is also advantageous from a safety perspective, as the auxiliary controllers, i.e., local controllers, operate independently of the central controller, and the individual local auxiliary controllers are also independent of each other—they influence the respective braking force of the braking device(s) assigned to them.

[0024] If an error occurs in the central controller that could, for example, affect the braking force and braking system, it is detected accordingly, and control can be switched to the local controller. This reduces the likelihood of incorrect control—for example, a resulting increase in braking distance in deceleration control.

[0025] Furthermore, regardless of the communication architecture and the resulting failure modes (in case of fault or failure), the braking force of each local controller can be influenced by a control to achieve the desired deceleration.

[0026] A central controller could also be redundant - however, this would not provide any relief in the event of a failure of the communication architecture, but it would provide relief in the event of a failure of the central controller.

[0027] In normal operating conditions, the central controller can therefore deliver high control quality and accuracy. If a communication system, such as a vehicle bus, fails, the local controllers can take over control accordingly, and the control of the braking system, such as deceleration control, can remain active. The control quality may be reduced to a certain extent, but sufficient control accuracy is always maintained.

[0028] If the braking systems of a rail vehicle are implemented using pneumatic brake cylinders, a pressure is calculated and adjusted for each braking device depending on the braking requirement. Compliance with the deceleration is monitored by adjusting the brake pressure using appropriate sensors (in the case of deceleration: acceleration sensors or speed sensors with appropriate calculations) and controlled using the central or local controllers. In this case, a pneumatic brake cylinder represents the controlled system. The central controller therefore outputs a manipulated variable for the pneumatic brake cylinder, and the local controller does not change this manipulated variable. However, if the local controller takes over control of the respective braking device, the manipulated variable output by the central controller is not taken into account, but only the manipulated variable of the corresponding local controller.

[0029] A wheel unit can contain a single wheel or multiple logically or technically coupled wheels—e.g., both wheels of an axle or all wheels of a bogie. This allows for the control of wheels and wheel sets, or even bogie-by-bogie or wagon-by-wagon control.

[0030] The respective local controllers preferably receive values ​​from sensors on the braking devices (or wheel units) assigned to the local controller. The central controller preferably receives measured values ​​from all sensors on the braking devices (or wheel units) assigned to the central controller.

[0031] Normally, at least one central controller regulates the corresponding operating parameters of the braking systems (e.g., deceleration) and, in turn, influences the braking forces implemented by the respective braking systems. In an implementation with pneumatic brakes, the braking systems then implement the required values ​​via a subordinate pressure control system. In the event of a fault (e.g., failure of the central controller), the local controllers take over control.

[0032] The braking request can also be a force, a pressure or another physical control variable.

[0033] Preferably, the central controller is configured to solely influence braking forces on all braking devices of the rail vehicle or train set in a first operating state. A first operating state is a state in which no fault is present. The at least two local controllers are adapted to monitor the central controller or the control variables output by it. Furthermore, the respective local controllers are adapted to at least partially, and more preferably also completely, influence the operating parameters of the braking device(s) assigned to them in a second operating state.A second operating state exists when at least one predetermined criterion is present, for example a failure and / or malfunction of the central controller or the network, and / or when the manipulated variable of a local controller exceeds or falls below a predetermined threshold (i.e. the local controller recognizes that increased control is required, but the central controller does not output such a manipulated variable).

[0034] The local controllers are therefore considered auxiliary controllers or fallback levels. The fallback level can be implemented in such a way that, after switching from the first operating state to the second operating state, a setpoint value is generated from the requirements of the central controller and the local controller. This can be done, for example, using the maximum value generation method or similar principles. A corresponding requirement can be a force, a pressure, or another physical manipulated variable that influences the braking system or a braking device.

[0035] In the event of a failure of the central controller or the communication system, it can be ensured that the corresponding braking devices are also controlled locally - for example, deceleration control or anti-slip control.

[0036] The architecture of a central controller and local controllers allows for mutual plausibility checks of the controllers. If, for example, a local controller is found to be implausible, it can be excluded from a possible switchover. Corresponding plausibility criteria for local controllers can then be stored in the central controller.

[0037] The fallback level by the local controllers can also be implemented implicitly by permanently applying the maximum value formation mentioned above, i.e. no dedicated switching between the central controller and local controllers, but an adoption of the values ​​of the central controller by the local controller by means of the maximum value formation

[0038] Further preferably, the at least two local controllers are connected to a respective decision maker, which monitors the central controller (associated with the at least two local controllers) and in which the at least one predetermined criterion is stored. This decision maker can decide, based on predetermined criteria, whether the control of operating parameters of the respective braking device, which is associated with the local controller to which the respective decision maker is connected, is carried out by the central controller or whether an auxiliary control is carried out by the local controller.

[0039] Switching to the local controller can be done, for example:

[0040] - if there is no communication with the central controller

[0041] - if the central controller does not signal readiness

[0042] - if monitoring of the central controller reveals a deviation from the expected behavior. This can be done, for example, by evaluating the target and actual deceleration curves, and, if necessary, evaluating other status signals (e.g., anti-skid activity), as well as diagnostics and error messages.

[0043] Preferably, a local controller applies a factor or offset to the target braking force, which is determined by the respective local controller. The local controller can then output a modified target value compared to the central controller.

[0044] The target value can, for example, be increased or decreased by a certain percentage in order to achieve a preference for the central controller: If a maximum value is formed, it does not make sense for the local and central controllers to always take turns controlling the system. In an error-free case, the central controller should always take over control. This can be achieved, for example, by slightly reducing the target value specified by the local controller. The target value for the braking force or braking deceleration of the braking device to which the at least one local controller is assigned is preferably stored as a fixed value, as a characteristic curve and / or as a characteristic map. These are simple relationships, and a local controller can access them quickly and implement sufficiently precise control. A fixed value is particularly advantageous in the event of an emergency braking situation.The target value for the braking force of the at least one braking device to which the at least one local controller is assigned can also be provided by an external device.

[0045] Preferably, when at least one downshift criterion is reached, only the central controller is adapted to influence braking forces in the braking devices of the rail vehicle or train set assigned to it, ie the local controllers would no longer play a role here.

[0046] A switchback criterion could be, for example, the end of braking, a standstill of the rail vehicle / train, or a positive plausibility check. A plausibility check can be performed, for example, by a decision maker. This can check whether the value specified by the central controller is plausible or not. If the values ​​are implausible, the local controller can, as mentioned above, take over control of a braking device as an auxiliary control. However, if the decision maker determines that the central controller is again outputting plausible values, the system switches back to the central controller.

[0047] A control system according to the invention is preferably designed to control the actual deceleration of at least two braking devices of the rail vehicle during braking.

[0048] This is a classic delay control.

[0049] Further preferably, the control system is configured to receive as input variables a braking request and at least two local actual deceleration values ​​of at least two braking devices, and to output as output values ​​at least two desired braking forces for respective braking devices.

[0050] Preferably, the actual deceleration value of the respective braking device is determined based on local variables, which are preferably determined by at least one deceleration sensor, at least one speed sensor, and / or a GPS receiver by combining and / or fusing the individual sensor signals. Combined sensors or a combination of sensors are also possible for this purpose.

[0051] Preferably, the central controller is mounted on the same housing as one of the local controllers – this saves space and wiring effort. However, the two controllers are functionally different and distinct from each other.

[0052] A rail vehicle according to the invention comprises: at least two wheel units, at least two braking devices adapted to brake a respective wheel unit, and at least one control device according to the invention. Preferably, each of the at least two braking devices (or a group of braking devices) is assigned a local controller of the control device.

[0053] A train set according to the invention comprises several rail vehicles, and each rail vehicle has at least two wheel units and at least two braking devices assigned to the respective wheel units, which are adapted to brake a respective wheel unit. The train set comprises at least one control device according to the invention, and one control device is assigned to a specific number of braking devices. It is therefore possible for several central controllers to be present in a train set, and each of these central controllers controls several braking devices, each of which can also be auxiliary controlled by a local controller.

[0054] A method according to the invention for controlling at least two

[0055] Braking equipment of a rail vehicle or train set has the following

[0056] Steps: a) influencing at least one braking force of the respective braking device(s) by means of a central controller; b) checking whether a predetermined criterion is met; c) if no predetermined criterion is met in step b): return to step a); if a predetermined criterion is met in step b): influencing a braking force of the respective braking unit at least partially by means of a respectively assigned local controller; d) checking whether a downshift criterion is met; e) if a downshift criterion is met in step d): return to step a); if no downshift criterion is met in step d): return to step c) and continuing to influencing a braking force of the respective braking unit at least partially by means of a respectively assigned local controller.

[0057] If a predetermined criterion is present in step b), the braking force of the respective braking device is preferably influenced completely by a respective assigned local controller.

[0058] In the following, preferred embodiments of the present invention are explained in more detail with the aid of the figures.

[0059] Fig. 1 shows a schematic diagram of a control system R according to the invention.

[0060] Fig. 2 shows a flow chart of a method according to the invention.

[0061] Fig. 3 shows a schematic view of a train set according to the invention.

[0062] Fig. 1 shows a schematic diagram of a control system R according to the invention. A central controller 1 is provided, which is connected via a network 5 to four local controllers 2, 2', 2" and 2"'. In the local controller 2, 2', 2" and 2"', a decision maker 3, 3', 3" and 3"' is also connected upstream. Each local controller receives as input value sensor data from sensors 4, 4', 4" and 4"', for example speeds or accelerations, which are each measured locally. This information is also provided to the central controller 1. Each local controller 2, 2', 2" and 2"' is assigned to respective braking devices B, B', B" and B'", which in turn are assigned to a respective wheel unit W, W, W and W".

[0063] The actual deceleration is determined based on local variables, such as decelerations, local wheel speeds, GPS evaluations, or corresponding combinations. The decision makers 3, 3', 3" and 3"' of the respective braking devices B, B', B" and B'" monitor the central controller 1 and can switch to the respective local controller 2, 2', 2" and 2"' based on predetermined criteria, which thus serves as an auxiliary controller. Switching to the local controller can occur, for example, if there is no communication with the central controller 1, if the central controller 1 does not signal readiness, or if monitoring the central controller 1 reveals a deviation from the expected behavior, whereby, for example, the curves of the desired and actual deceleration are evaluated, as well as other status signals, diagnostics, and error messages.When switching to the local controllers 2, 2', 2" and 2"', only the local braking forces assigned to them in the respective braking devices B, B', B" and B'" influence the braking force. This has a direct effect on the total braking force of the rail vehicle and thus also on the total deceleration of the rail vehicle. It is also possible that, for example, the communication between the central controller 1 and the decision maker 3" is interrupted. In this case, the braking device B" is controlled by the local controller 2" (since the decision maker 3" makes this decision) - but the braking devices B, B' and B'" continue to be controlled by the central controller 1.

[0064] Fig. 2 is a flowchart of a method according to the invention. In step a), the braking force of a respective braking unit is influenced by a central controller. This is the first operating state in which no error is present. In step b), a check is made to determine whether a predetermined criterion is present—i.e., an error exhibited by the central controller. In step b), a check is therefore made to determine whether a predetermined criterion is present. If this is not the case, the braking force continues to be influenced by the central controller. If a predetermined criterion is present, the system proceeds to step c). The braking force of the respective braking unit is then at least partially influenced by a respective assigned local controller. Step d) is continuously repeated; here, a check is made to determine whether a downshift criterion is present. If this is not the case, the system returns to step c), i.e.The braking force of the respective brake unit continues to be influenced, at least in part, by a respective local controller. If a downshift criterion is met in step d), the system proceeds to step a), i.e., the braking force of the respective brake unit is again influenced or controlled by a central controller.

[0065] Fig. 3 shows a schematic view of a train set Z according to the invention with three rail vehicles S, S' and S".

[0066] A first wheel unit W is provided in the first rail vehicle S; two further wheel units W and W' are provided in two other different vehicles S' and S", and a third wheel unit W" is provided in the third rail vehicle S'". Each wheel unit is provided with a local controller 2, 2', 2", and 2'", as well as a sensor 4, 4', 4", and 4'", and a braking device B, B', B", and B'". Each sensor 4', 4" and 4'", as well as each braking device B, B', B", and B'", is connected to a respective local controller 2, 2', 2", and 2'". All local controllers 2, 2', 2", and 2'" are connected to the central controller 1. The connection is made via a first network 5. Furthermore, a braking request input device A is connected to the first network 5, in this case a control lever in the driver's cab, with which a braking request can be specified.However, it is also possible for each rail vehicle S, S', and S" to have its own central controller 1 (not shown here). The output of this brake request input device A can be accessed by the central controller 1 as well as all local controllers 2, 2', 2", and 2"'. A second network 6 is also connected to the central controller 1, through which another train set equipped with its own controllers could be connected. Central controllers of several train sets or several groups of rail vehicles could communicate with each other via this network 6.

[0067] The present invention is not limited to the above embodiments. Additional controllers could also be provided that operate independently of one another—for example, for different parameters.

[0068] LIST OF REFERENCE SYMBOLS

[0069] 1 central controller

[0070] 2 2' 2" 2"' local controller

[0071] 3, 3', 3", 3"' Decision makers

[0072] 4 4' 4" 4"' Sensor

[0073] 4a Accelerometer

[0074] 4b Wheel speed sensor

[0075] 4c GPS receiver

[0076] 5 first network

[0077] 6 second network

[0078] control system

[0079] S, S' rail vehicle

[0080] Z train set

[0081] B, B', B", B'" braking device

[0082] W, W, W, W" wheel unit

[0083] A brake request input device

Claims

PATENT CLAIMS 1 . Control system (R) which is designed to influence a respective braking force on at least two braking devices (B, B') of a rail vehicle (S) or train set (Z), comprising: a central controller (1) and at least two local controllers (2, 2') assigned to it, wherein the central controller (1) and the at least two local controllers (2, 2') are connected to one another by a network (5), wherein each local controller (2, 2') is adapted to influence a braking force on the at least one braking device (B, B') assigned to it, and the central controller (1) is adapted to influence a braking force of all braking devices (B, B') assigned to the at least two local controllers (2, 2').

2. Control system (R) according to claim 1, wherein the central controller (1) is configured to influence braking forces on all braking devices (B, B') of the rail vehicle (S) or train set (Z) alone in a first operating state (Z1), wherein the at least two local controllers (2, 2') are adapted to monitor the central controller (1) and to influence the braking force on the at least one braking device (B, B') assigned to the respective local controller (2, 2') at least partially, preferably completely, in a second operating state (Z2), wherein the second operating state (Z2) exists when at least one predetermined criterion exists, preferably a failure and / or a malfunction of the central controller (1) and / or the network (5), and / or when the manipulated variable of a local controller (2, 2') exceeds or falls below a predetermined threshold value.

3. Control system (R) according to claim 2, wherein the at least two local controllers (2, 2') are connected to a respective decision maker (3, 2') which monitors the associated central controller (1) and in which the at least one predetermined criterion is stored.

4. Control system (R) according to one of the preceding claims, wherein in a local controller (2, 2') the target braking force is subjected to a factor or offset which is determined by the local controller (2, 2'), and / or the local controller (2, 2') outputs a modified target value compared to the central controller (1).

5. Control system (R) according to one of the preceding claims, wherein the setpoint value for the braking force or braking deceleration of the at least one braking device (B, B') which is assigned to the at least one local controller (2) is stored as a fixed value, as a characteristic curve and / or as a characteristic map.

6. Control system (R) according to one of the preceding claims, wherein upon reaching at least one downshift criterion, only the central controller (1) influences braking forces of the braking devices (B, B') of the rail vehicle (S) or train set (Z) assigned thereto, wherein a downshift criterion is preferably the end of a braking operation, a standstill of the rail vehicle (S) or train set (Z), or a positive plausibility check.

7. Control system (R) according to one of the preceding claims, which is designed to control the actual deceleration of at least two braking devices (B, B') of the rail vehicle (S) during braking.

8. Control system (R) according to claim 7, which is designed to receive as input variables a braking request and at least two local actual deceleration values ​​of at least two braking devices (B, B') each, and to output as output values ​​at least two desired braking forces for respective braking devices (B, B').

9. Control system (R) according to claim 8, wherein the actual deceleration value of the respective braking device (B, B') is determined on the basis of local variables, which are preferably determined by at least one deceleration sensor (4a), at least one wheel speed sensor (4b) and / or a GPS receiver (4c) or by combination and / or fusion of the individual sensor signals.

10. Control system (R) according to one of the preceding claims, wherein the central controller (1) is provided with one of the local controllers (2, 2') in a housing.

11. A rail vehicle (S) comprising: at least two wheel units (W, W); at least two braking devices (B, B') adapted to brake a respective wheel unit (W, W); and at least one control system (R, R') according to one of claims 1 to 10.

12. Train set (Z) comprising a plurality of rail vehicles (S, S'), each rail vehicle (S, S') comprising at least two wheel units (W, W) and at least two braking devices (B, B') adapted to brake a respective wheel device (W, W); the train set (Z) comprising at least one control system (R, R') according to one of claims 1 to 10, a control system (R, R') being assigned to a specific number n of braking devices (B, B'), where n > 2.

13. Method for controlling at least two braking units (B, B') of a rail vehicle (S) or train set (Z), comprising the following steps: a) influencing at least one braking force of the respective braking device(s) (B, B') by means of a central controller (1); b) checking whether a predetermined criterion is met; c) if no predetermined criterion is met in step b): returning to step a); if a predetermined criterion is met in step b): influencing a braking force of the respective braking device (B, B') at least partially by means of a respectively assigned local controller (2, 2'); d) checking whether a downshift criterion is met; e) if a downshift criterion is present in step d): return to step a); if no downshift criterion is present in step d): return to step c) and continue influencing a braking force of the respective braking device (B, B') at least partially by means of a respectively assigned local controller (2, 2').

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