Control apparatus for a braking device of a rail vehicle

Abstract

The present invention relates to a control apparatus (R) for a braking device (B) of a rail vehicle (S), which control apparatus is designed to control at least one parameter of only this braking device (B). The control apparatus has: at least one sensor device (3) which is designed to measure at least one operating parameter of the wheel unit (W) associated with the braking device (B); and a controller (2) which is designed to receive the at least one operating parameter of the wheel unit (W) associated with the braking device (B), which operating parameter has been measured by the at least one sensor device (3), as well as a target value (aSoll), and to determine therefrom a manipulated variable (GStell) for the braking device (B), which manipulated variable is supplied to the braking device (B). The target value (aSoll) can be greater or less than the operating parameter of the wheel unit (W) associated with the braking device (B).

Description

[0001] CONTROL DEVICE FOR A BRAKING DEVICE OF A RAIL VEHICLE

[0002] The present invention relates to a deceleration control system for a rail vehicle using local controllers.

[0003] When designing braking systems for rail vehicles, the best possible reproducibility of braking processes is desired - this allows the actual decelerations achieved by a train to be decoupled from variable operating conditions, such as weather influences and tolerances of the braking and bogie equipment.

[0004] This allows for more stable braking behavior and a more constant braking distance. The goal is not to shorten the braking distance, but to keep the braking distance reproducible, i.e., always the same under the same conditions. When a rail vehicle performs any type of braking, constant conditions on the braking systems will generally result in equivalent decelerations and thus always constant braking distances, since the same braking force acts on each wheel.

[0005] However, such ideal conditions are not real in reality, since resulting braking distances are subject to strong tolerances even under sufficient adhesion conditions, for example due to fluctuating friction values ​​of the friction pairs brake pad-brake disc, the temperature of the brake disc, the age of the brake calipers and other variables.

[0006] Deceleration control with a train set is often provided centrally on several rail vehicles, and all rail vehicles in a train set can be controlled simultaneously by a central controller. However, if a communication path fails, problems can arise; deceleration control may not be possible locally (for example, at braking units that are cut off from communication due to a fault). Furthermore, long communication times between the rail vehicles can occur, which could negatively impact control. Furthermore, different communication times may exist with individual braking units, which also impairs control quality.

[0007] For example, EP 3 681 772 A1 is known in the prior art, which discloses an operating and emergency control system for at least one rail vehicle. This document discloses a system in which, if an instantaneous deceleration value is lower than the deceleration target value, the applied rotational braking torque can be increased. It is thus possible to locally compensate for insufficient deceleration by increasing the braking force.

[0008] Furthermore, document EP 3 056 397 A1 discloses a brake control device, wherein a total braking force required to achieve a certain deceleration is distributed between different rail vehicles or braking devices with the aid of a computing unit.

[0009] Furthermore, GB 2 402 983 A is known in the prior art, in which measured values ​​such as wheel speeds are transmitted to a data processor, which allows individual control of the brake pressure on each axle, bogie, or rail vehicle. A central data processor is used, and additional sub-data processors are also used, which can evaluate measured values ​​from specific axles or bogies.

[0010] Furthermore, the prior art document US 2004 / 0046442 A1 discloses a braking system for a rail vehicle, wherein each bogie is connected to a pressure line, and wherein braking devices can be controlled by at least one local electronic brake control unit. However, operating data is exchanged between individual brake control units.

[0011] A central brake control unit is also connected to the local brake control units via a data bus. The current state of the art therefore has the disadvantage that a central controller is often provided, which can lead to disruptions in communication between this controller and individual braking devices.

[0012] It is an object of the present invention to provide a control system for a rail vehicle in which the braking forces can be controlled locally, ie per chassis, per rail vehicle, per wheel or per axle, and despite this, a high control quality can be achieved.

[0013] This object is achieved by a control device according to claim 1, a rail vehicle according to claim 9 and a train set according to claim 12.

[0014] Further advantageous embodiments of the present invention are the subject of the subclaims.

[0015] A control device according to the invention for a braking device of a rail vehicle is adapted to control at least one parameter of this braking device. A braking device can be arranged on a wheel unit, on a bogie, or on a wagon. A wheel unit can comprise a single wheel or several logically or technically coupled wheels (e.g., two wheels on one axle, wheels on a bogie). A control device has at least one sensor device adapted to measure at least one operating parameter of the wheel unit assigned to the braking device, or of the bogie or wagon assigned to the braking device. Furthermore, a controller is provided which is adapted to receive the at least one operating parameter of the wheel unit assigned to the braking device, measured by the at least one sensor device, as well as a target value, or to determine it depending on an external signal (e.g.,in the case of emergency braking) and from this to determine a manipulated variable for the braking device, which is then fed to the braking device. The setpoint value can be greater or smaller than the operating parameter of the wheel unit assigned to the braking device - thus enabling complete control, whereby in the case of a braking unit the manipulated variable can be a brake pressure, a braking force / application force (for example for an electromechanical brake) or an electric current (for example for eddy current brakes). However, the manipulated variable can also be a correction factor which acts on a nominal manipulated variable such as pressure, etc. The reference variable here is a setpoint deceleration which the control device receives externally - for example from a computer unit which calculates a setpoint value for the braking force of each brake - or is stored in the control device itself and can be triggered by an external signal (e.g. emergency braking signal).

[0016] Such local control loops can operate independently of each other and also exhibit dynamic behavior that only affects the corresponding braking devices. Such a local system also accesses only local sensors, i.e., sensors that are also assigned to the wheel unit being braked by the braking device.

[0017] Furthermore, eliminating the need for a central master controller allows for cost savings on the rail vehicle. Furthermore, cabling effort is reduced.

[0018] Regardless of the communication architecture and the resulting failure modes (or even in the event of a fault or failure), the braking force of each braking device can be influenced by a control system to achieve the desired deceleration.

[0019] It is important that the target pressure braking force can be increased or decreased - this means that there is not just compensation, but proper control.

[0020] This arrangement enables a closed control loop of sensors and actuators.

[0021] Preferably, the parameter of the braking device controlled by the control device is the deceleration. This allows for local deceleration control. Each braking device in a rail vehicle can thus have the same target deceleration, which is controlled locally. The at least one sensor device is preferably a deceleration sensor, a wheel speed sensor, and / or a GPS sensor. Such sensors are then capable of measuring corresponding values ​​that are important for assessing deceleration. Preferably, a computing unit is also present, which is adapted to determine an actual deceleration from the values ​​of the wheel speed sensor and / or GPS sensor. In this case, a deceleration sensor can be dispensed with, and one or more other sensors can be used to determine a corresponding deceleration.

[0022] Preferably, the manipulated variable is a brake pressure, a brake force / application force, a brake torque or a current - a brake pressure would be used, for example, in a pneumatic or hydraulic brake, a brake force would be used, for example, in an electromechanical brake actuator, a current could be used, for example, in an eddy current brake.

[0023] Preferably, the at least one sensor device is adapted to measure at least one operating parameter of only the wheel unit or wheel units assigned to the braking device, and a corresponding controller is then adapted to receive only the at least one operating parameter of the wheel unit assigned to the braking device measured by the at least one sensor device.

[0024] This means that controllers only access local sensor data, thus creating a closed control loop, which also enables fast control because long communication paths can be avoided.

[0025] Preferably, a deviation of the manipulated variable (brake pressure, brake force, brake torque, or current) from a specified reference point is taken into account during control. In this case, when controlling the brake pressure as the manipulated variable, not only the control deviation of the deceleration influences the brake pressure or brake application force to be set, but also the deviation from a reference pressure or force, for example, a "normal pressure" or "reference force" calculated for a specific deceleration requirement. This helps prevent the manipulated variables from diverging.

[0026] Preferably, the control device is adapted to take local driving resistance into account when controlling one of the manipulated variables. This improves the deceleration behavior, particularly when the target deceleration is derived locally from the emergency brake signal.

[0027] A rail vehicle according to the invention comprises: at least one wheel unit, at least one braking device assigned to at least one wheel unit, and at least one control device as described above. Each control device is assigned to a respective braking device. Preferably, the at least one control device is assigned to only one braking device, i.e., not two braking devices on one bogie, etc.

[0028] Further preferably, the at least one control device can be designed redundantly - in the event of a failure of a local control device, it can thus be avoided that a wheel unit is not deceleration-controlled, since in the event of a fault in a control device, the then redundant control device could step in.

[0029] A train set according to the invention comprises at least two rail vehicles, further comprising a brake quantity calculation unit which is adapted to calculate a target deceleration for each brake unit based on the signal of a brake request input device.

[0030] However, a problem can arise here: the control variable (e.g., brake pressure) can diverge across the multiple brake units present. In this case, this can lead to problems with the adhesion, as different brake units would have different braking forces within the control limits, and the prescribed adhesion limits could possibly be exceeded on some brake units.

[0031] However, the braking request can be entered by a user, such as the train driver, using the braking request input device. Each control device then receives a corresponding, preferably identical, target deceleration, which is to be controlled accordingly. This prevents significant deviations in the control variables.

[0032] In the following, preferred embodiments of the present invention are explained in more detail with reference to the accompanying drawings.

[0033] Fig. 1 shows an arrangement of three local control devices which are assigned to a corresponding braking device.

[0034] Fig. 2 shows schematically a control circuit of a control device according to the invention.

[0035] Fig. 3 shows a train according to the invention with three rail vehicles, ie wagons.

[0036] Fig. 1 shows a schematic representation of three control devices R, R' and R". These each consist of a controller 2, 2', 2", as well as corresponding sensors 3, 3' and 3", which are assigned to corresponding braking devices B, B' and B".

[0037] The controllers 2, 2', and 2" are connected via a communication network 4 to a brake variable calculation unit 1, which in turn is connected to a brake request input device A. This can be used, for example, to input a desired deceleration of the entire train or train formation to the train driver. The brake variable calculation unit 1 calculates a distribution of the braking forces for the individual brake units B, B', and B", and forwards this to the corresponding controllers 2, 2', and 2". The communication network 4 is arranged on one side by an arrow, i.e., the brake variable calculation unit 1 only specifies target values ​​for the individual controllers 2, 2', and 2" - no values ​​are returned from the controllers to the brake variable calculation unit 1; this does not serve as central monitoring of the controllers 2, 2', and 2".In the event of an emergency braking, the target values ​​can also be generated locally by controllers 2, 2' and 2"' - the corresponding controllers would then only receive an emergency braking signal from the braking quantity calculation unit 1.

[0038] Each of the control devices R, R' and R" operates purely locally and, in this example, influences a braking device B, B' or B". It is also possible that braking devices of one bogie, i.e. two braking devices, are influenced here, but it is generally better if each braking device is controlled individually.

[0039] Fig. 2 schematically shows a control loop according to the invention. A desired deceleration asoii and an actual deceleration aist are specified in a controller 2. From this, the manipulated variable Gsteii is calculated, in this case the braking force, which is passed on to the corresponding braking unit B. From there, a feedback takes place, because a corresponding deceleration value aist is measured at the corresponding wheels by a sensor device 3. If the sensor 3 is, for example, an acceleration sensor, a wheel speed sensor, or a GPS sensor, a computing unit 5 is also provided, which calculates a corresponding deceleration therefrom. The actual deceleration is then fed back and is in turn fed to controller 2.

[0040] Thus, a closed control loop is present, so that an appropriate reaction can be made to actual deceleration values ​​aist that are too high or too low, ie a manipulated variable can be adjusted upwards or downwards so that the target and actual deceleration are adjusted.

[0041] Fig. 3 shows a train set Z according to the invention, which consists of three rail vehicles S, S', and S". A braking quantity calculation device 1 is connected to a braking request input device A. A braking quantity calculation unit 1 is connected to the respective local controller 2, 2', 2", and 2''', which is each assigned to a braking device B, B', B" and B''' - the braking devices in turn are assigned to the wheel units W, W, W, and W''. Local sensors 3, 3', 3", and 3''' are present - and the controllers 2, 2', 2", and 2''' only record the local sensor values ​​of the respective sensors 3, 3', 3", and 3'''. Via the communication network 4, only braking quantities from the braking quantity calculation unit 1 are specified to the respective controllers 2, 2', 2", and 2''' - communication in the other direction does not take place.

[0042] The present invention is not limited to the above-mentioned embodiments.

[0043] For example, there may also be combined sensors that measure the actual delay from different measured values.

[0044] LIST OF REFERENCE SYMBOLS

[0045] 1 brake size calculation unit

[0046] 2, 2' ,2", 2"' controller

[0047] 3, 3', 3", 3"' sensor device

[0048] 4 Communication network

[0049] 5 Computing unit

[0050] R control device

[0051] S, S', S" rail vehicle

[0052] B, B', B" braking device

[0053] Z train set

[0054] W, W, W, W" wheel unit

[0055] Gstell control variable

[0056] 8lst Actual delay asoii Target delay

[0057] RF reference point

Claims

PATENT CLAIMS 1 . Control device (R) for a braking device (B) of a rail vehicle (S), which is adapted to control at least one parameter of only this braking device (B), comprising: at least one sensor device (3) adapted to measure at least one operating parameter of the wheel unit (W, W, W, W") assigned to the braking device (B), a controller (2) adapted to receive the at least one operating parameter of the wheel unit (W, W, W, W") assigned to the braking device (B) measured by the at least one sensor device (3) as well as a target value (asoii) or to determine it depending on an external signal and to determine therefrom a manipulated variable (Gsteii) for the braking device (B), which is fed to the braking device (B), wherein the target value (asoii) can be greater or smaller than the operating parameter of the wheel unit (W, W, W', W") assigned to the braking device (B).

2. Control device (R) according to claim 1, wherein the parameter of the braking device (B) which is controlled by the control device (1) is the deceleration.

3. Control device (R) according to one of claims 1 or 2, wherein the at least one sensor device (3) is a deceleration sensor, a wheel speed sensor or a GPS sensor.

4. Control device (R) according to claim 3, further comprising a computing unit (5) which is adapted to determine an actual deceleration (aist) from the values ​​of the wheel speed sensor and / or GPS sensor.

5. Control device (R) according to one of claims 1 to 4, wherein the manipulated variable (Gsteii) is a brake pressure, an application force or an electric current.

6. Control device (R) according to one of the preceding claims, wherein the at least one sensor device (3) is adapted to measure at least one operating parameter of only the wheel unit (W, W, W, W") assigned to the braking device (B), and the controller (2) is adapted to receive only the at least one operating parameter of the wheel unit (W, W, W, W") assigned to the braking device (B) measured by the at least one sensor device (3).

7. Control device (R) according to one of the preceding claims, wherein a deviation of the manipulated variable (Gsteii) from a reference point (RF) is taken into account in the control.

8. Control device (R) according to one of the preceding claims, which is adapted to take into account a local driving resistance when controlling a manipulated variable (Gsteii).

9. Rail vehicle (S), comprising: at least one wheel unit (W, W, W", W"); at least one braking device (B) assigned to the at least one wheel unit (W, W, W, W"); at least one control device (R) according to one of claims 1 to 8, each of which is assigned to a braking device (B).

10. Rail vehicle (S) according to claim 9, wherein the at least one control device (1) is assigned to only one braking device (B).

11. Rail vehicle (S) according to claim 9 or 10, wherein the at least one control device (1) is provided redundantly.

12. Train assembly (Z), comprising: at least two rail vehicles (S) according to one of claims 9 to 11, a brake quantity calculation unit (1) which is adapted to calculate a target deceleration (asoii, asoii', asoii") for each brake unit (B, B', B") on the basis of the signal of a brake request input device (A), wherein each control device (R, R', R") receives a corresponding target deceleration (asoii, asoii', asoii").

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