Braking system, in particular for a rail vehicle, valve unit and vehicle

Abstract

The present invention relates to a braking system (100), in particular for a rail vehicle, having at least one valve unit (110), at least one drive unit (120), and at least one braking unit (130), wherein a valve housing (114) has at least one brake pressure connection (116) so that the valve unit (110) is or can be connected to a braking unit (130) of the braking system (100), in particular to at least one brake cylinder (132) of the braking system (100), and a brake pressure for the at least one braking unit (130) can be controlled in an open loop and / or in a closed loop by means of the valve unit (110). The present invention further relates to a valve unit (110) and to a vehicle, in particular a rail vehicle, having such a braking system (100) and / or such a valve unit (110).

Description

[0001] DESCRIPTION

[0002] Braking system, in particular for a rail vehicle, valve unit and vehicle

[0003] The present invention relates to a braking system, in particular for a rail vehicle, as well as a valve unit and a vehicle, in particular a rail vehicle, with a braking system and / or a valve unit.

[0004] Braking force in rail vehicles is typically generated by a pressure-controlled pneumatic or hydraulic piston. In the case of active brakes, the generated pressure is used directly to generate force. In passive brakes, however, the controlled pressure is used to work against a spring force in a fail-safe manner.

[0005] Current systems use multiple solenoid valves, each of which can increase or decrease the pressure by switching the individual valves in binary mode. This means that a supply pressure is passed through or the pressure to be regulated is vented to atmosphere.

[0006] Another option is the use of proportional valves. These valves also allow analog or arbitrary positions between "on" and "off." This allows the flow rate to be limited, resulting in a controlled pressure drop.

[0007] For the prior art variants described above, at least one valve is used for pressure build-up and one valve for pressure reduction. Both valves must be present to achieve controllability of the braking system or the braking pressure for the associated braking unit.

[0008] The accuracy of the brake pressure to be set depends on the volume behind the valves and the flow-current or pressure-current characteristics of the valves. To achieve the desired or sufficient accuracy, several switching cycles of the respective valves are required. The service life of these valves is primarily influenced by the number of switching cycles.

[0009] The object of the present invention is to provide a braking system that enables simple, efficient, flexible, and reliable control and / or regulation of a braking system or a braking unit, wherein the control and / or regulation can be carried out by means of a valve unit that provides reduced wear and an optimized service life. Furthermore, the object of the present invention is to provide a valve unit and a vehicle with such a braking system and / or such a valve unit.

[0010] This object is achieved according to the invention by a braking system according to independent claim 1, with regard to the valve unit by the subject matter according to claim 11 and with regard to the vehicle by the subject matter according to claim 12. Preferred embodiments are specified in the dependent claims.

[0011] According to the present invention, a braking system, in particular for a rail vehicle, is provided with at least one valve unit, at least one drive unit, and at least one brake unit. The valve unit has an actuating element, preferably in the form of a rotor element, and a valve housing for receiving the actuating element. The actuating element can be driven by means of the at least one drive unit, such that an actuating position of the actuating element can be changed within the valve housing, wherein the valve housing has at least one brake pressure connection, such that the valve unit is or can be connected to a brake unit of the braking system, in particular at least one brake cylinder of the braking system, and a brake pressure for the at least one brake unit can be controlled and / or regulated or adjusted by means of the valve unit, in particular by means of the individual valve unit.

[0012] The invention is based on the fundamental idea that the braking system, in particular an associated braking unit, can be controlled or regulated using a valve unit, wherein the valve unit is designed as an integral component that can perform or perform a variety of functions. According to the present invention, a plurality of (solenoid) valves for control and / or regulation can be replaced or substituted by a single valve unit.

[0013] To this end, the invention proposes an advantageous brake actuation principle, particularly for rail vehicles. In particular, a safety concept can be transferred to a modern, electronic control or regulation system, thus achieving improved efficiency and reliability. This provides a high degree of flexibility and monitorability.

[0014] The braking system according to the invention can preferably be provided as a pneumatically or hydraulically operated braking system.

[0015] Furthermore, a (mechanical) fallback level or emergency position can be provided to ensure maximum safety even in the event of an electrical power failure.

[0016] Instead of using switchable (solenoid) valves, according to the present invention, a motor-driven rotary valve can be provided as the valve unit. The valve's actuating element, preferably designed as a rotor element, can be configured such that it can selectively direct the media flow between multiple ports.

[0017] Several functions can be provided by a single valve unit according to the invention for a braking system.

[0018] The rotational amplitude of the drive unit or motor enables the valve unit to switch between different valve states or actuating positions, so that several functions for the braking system can be controlled and regulated using the valve unit according to the invention. In this respect, the braking system can be provided, in particular, with a valve unit per braking unit for the controlled / regulated supply of fluid pressure to the respective braking unit. Preferably, the braking system can be provided, in particular, with one valve unit per braking unit or with one valve unit for multiple braking units.

[0019] Furthermore, in the sense of the present invention, a control can also be understood as a regulation, for example by means of the inclusion of sensor data or calculated or anticipated operating parameters such as a fluid pressure.

[0020] The braking system can be controlled and / or regulated in a simple, efficient, flexible, and reliable manner using the drivable valve unit. Furthermore, cost-effective production and operation can be achieved.

[0021] According to a preferred embodiment, the valve housing has a plurality of operating connections for controlling and / or regulating a brake pressure on the at least one brake unit, wherein preferably a fluid outlet or a fluid return, a fluid pressure source or a fluid pressure accumulator and an emergency brake line or emergency brake pressure source / accumulator are each connected or connectable to one of the operating connections.

[0022] The plurality of operating ports of the valve body may provide or represent at least one fluid drain port, one fluid pressure port, and one emergency brake pressure port.

[0023] In particular, the valve housing can be connected or connectable to a vent or vent valve, a fluid tank / accumulator, or the like, for the purpose of fluid drainage or via the fluid drain connection. In this sense, the fluid drain connection can also be understood as a fluid return, particularly in the case of a design with a fluid tank / accumulator, so that the drained fluid can be reused or reused. The fluid pressure source can be configured as an accumulator, a reservoir or tank, a compressor, a pump, or the like.

[0024] Furthermore, the emergency brake line can be understood as an emergency brake source or an emergency brake pressure accumulator and / or provide a connection to them. In this way, an emergency brake pressure can be provided to the valve unit, in particular the emergency brake pressure connection.

[0025] Furthermore, the valve housing can be designed with additional or alternative fluid connections or fluid ports in order to be able to provide application- and purpose-related control or regulation of a brake unit.

[0026] According to a further preferred embodiment, the actuating element of the valve unit is designed such that by means of the actuating position of the actuating element, one of the operating connections is connected or connectable to the at least one brake pressure connection, in particular is at least partially connected or connectable.

[0027] Preferably, the actuating element can provide a flow path that ensures the connection of one operating port to the brake pressure port.

[0028] The control element can be continuously or stepwise adjustable within the valve housing in order to change the control element's position.

[0029] The actuator with its flow path can provide either a partial or complete connection between one of the operating ports and the brake pressure port.

[0030] A partial connection can in particular represent an incomplete or partial overlap of the flow path within the actuating element with the respective operating connection and / or the brake pressure connection of the valve housing.

[0031] Targeted control and / or regulation of the braking system is possible using the one valve unit. According to a preferred embodiment, the valve unit has a return element, preferably in the form of a mechanical return spring, a fluid actuator, or the like, so that the valve unit can be transferred to a safe operating state after being switched off and / or decoupled from the drive unit by means of the return element. In particular, the actuating element for connecting the operating connection to the emergency brake line or the emergency brake pressure connection to the brake pressure connection is adjustable.

[0032] As soon as the drive unit is switched off, deactivated, fails and / or decoupled from the valve unit, safe operation of the braking system can be ensured.

[0033] In particular, the return element can transfer the actuating element of the valve unit into a position for a safe operating mode of the valve unit or the brake system. Preferably, the actuating element can be moved by the return element in such a way that the emergency brake pressure connection of the valve housing is connectable or connected to the brake pressure connection, in particular at least partially connectable or connected.

[0034] The return element can be designed as a mechanical return spring, as a fluid actuator, or the like. In particular, the embodiment can be designed as a fluid actuator in connection with the fluid pressure source or the fluid power supply for the valve unit and / or with a separate fluid pressure source or

[0035] Fluid power supply to ensure a suitable fluid supply for the fluid actuator for resetting the control element of the valve unit.

[0036] A fluid power supply, in the sense of the present invention, can be understood as at least one accumulator, at least one reservoir or tank or fluid pressure accumulator, at least one compressor, and / or at least one pump. In this way, the valve unit or the actuating element of the valve unit can always be transferred to a safe operating mode, especially when the drive unit is decoupled and / or de-energized.

[0037] In a further preferred embodiment, the braking system has at least one primary control circuit, wherein the primary control and / or regulating circuit is provided for controlling and / or regulating the drive unit, so that the valve unit can be controlled and / or regulated. Preferably, the braking system further has a secondary control and / or regulating circuit, which is designed, in particular, to be at least substantially redundant to the primary control or regulating circuit.

[0038] Preferably, two separate control and / or regulation circuits can be provided, which are at least substantially redundant to one another. In particular, the primary and secondary control and regulation circuits can each comprise all the components necessary for the complete control or regulation of the braking system or the valve unit.

[0039] In this way, it can be ensured that the braking system or the valve unit of the braking system can be operated by means of the secondary control / regulation circuit even in the event of a fault in the primary control / regulation circuit.

[0040] According to a further preferred embodiment, the primary control circuit has at least one main pressure sensor for detecting a brake pressure at the at least one brake unit and a digital or analogue main position sensor on the drive unit, in particular on an engine component, wherein the secondary control circuit has a secondary pressure sensor for detecting a brake pressure at the at least one brake unit and an analogue or digital secondary position sensor on the drive unit, in particular on the engine component.

[0041] In particular, the primary control loop can be provided with a digital main position sensor for determining a position of the drive unit or the motor component, wherein the secondary control loop is designed with an analog secondary position sensor.

[0042] Furthermore, the primary and the secondary control circuit can each be designed with a (brake) pressure sensor in order to be able to determine a brake pressure at the brake pressure unit, in particular atZin the brake pressure cylinder.

[0043] In this way, all necessary sensor data can be provided to the primary and secondary control loops independently of each other. The failure of one of the sensors does not affect the other control loop.

[0044] According to a further preferred embodiment, the valve unit has at least one actuating unit for controlling the actuating element, wherein the actuating unit is preferably designed as a manually operable actuating lever, as a (remotely operable) fluid actuator or the like.

[0045] In particular, the valve unit or the control element can be moved into safe positions using the actuating unit.

[0046] For example, it can be provided that an active position (Z) and an emergency position (Z) of the valve unit are available via the actuating unit. In particular, it is possible for the active position or the emergency position to be adjustable exclusively via the actuating unit.

[0047] Accordingly, the drive unit can preferably not move the valve unit into the active or emergency position. In this sense, the active or emergency position can each represent a safe position.

[0048] The actuating unit can, for example, be provided as a manually operable actuating lever of the valve unit or as a (remotely operable) fluid actuator. Thus, the fluid actuator design can be manually operated by an operator of the braking system, in particular by means of additional control elements, to transfer the actuating element of the valve unit to an active or emergency position.

[0049] For example, the activation / deactivation of the brake function can be done manually or remotely by setting the actuator of the valve unit to a specific active / emergency position.

[0050] According to a preferred embodiment, the at least one drive unit comprises a motor component for driving the actuating element, wherein the motor component is preferably designed as a brushed DC motor, as a brushless DC motor, as a stepper motor or the like, for providing a rotary or linear drive movement.

[0051] Accordingly, it is possible to design the valve unit with a rotary or linear drive of any type.

[0052] According to a preferred embodiment, the drive unit further comprises at least one gear component and / or one clutch component, so that the motor component can be coupled to the actuator and a drive movement of the motor component can be transmitted to the actuator via the gear component and / or the clutch component. According to a further preferred embodiment, the gear component is designed in the form of a nut-thread combination, a recirculating ball screw, a sliding coil, or the like.

[0053] In particular, the drive unit can provide a gear ratio by means of the gear component to ensure efficient operation of the valve unit or the braking system. In particular, a quick and / or precise adjustment option for the actuating element of the valve unit can be provided by means of a specific motor component.

[0054] Furthermore, the coupling component can be used to selectively couple or decouple the engine component to / from the valve unit for its appropriate operation. According to a secondary aspect of the invention, a valve unit is provided, in particular for use with a braking system according to the invention, wherein the valve unit has an actuating element, preferably in the form of a rotor element, and a valve housing for receiving the actuating element. The valve housing has at least one brake pressure connection, wherein the valve housing is provided with a plurality of operating connections for controlling and / or regulating, in particular for adjusting, a brake pressure at the at least one brake pressure connection.By means of the actuating element, in particular the actuating position of the actuating element, at least one of the operating connections, in particular a single one of the operating connections, is connected or connectable, in particular at least partially connected or connectable, to the at least one brake pressure connection.

[0055] Furthermore, according to the invention, a vehicle, in particular a rail vehicle, is provided with at least one braking system described above and / or one valve unit described above.

[0056] All advantages and technical effects achievable in connection with the braking system according to the invention and / or the valve unit according to the invention can also apply individually or in combination to the vehicle according to the invention.

[0057] Further details and advantages of the invention will now be explained in more detail with reference to the embodiments shown in the drawings.

[0058] They show:

[0059] Fig. 1 schematic flow diagram for a braking system according to the invention, in particular for driving or actuating a valve unit of a braking system;

[0060] Fig. 2 shows a schematic representation of a braking system with a valve unit, including various sectional views of the valve unit; and Fig. 3 shows a schematic illustration of the various setting positions and switching states of a valve unit according to the embodiment of Fig. 2.

[0061] Fig. 1 shows a schematic flow diagram for a braking system 100 according to the invention, in particular for driving or actuating a valve unit 110.

[0062] According to the flowchart in Fig. 1, at least one primary control loop 170 is provided for a motor component 122, in particular in the sense of a motor driver.

[0063] Preferably, a secondary control / regulation circuit 180 can also be provided, which is configured in parallel or redundantly to the primary control / regulation circuit. The two control / regulation circuits 170; 180 can be supplied by one or more energy or current sources 214.

[0064] The motor component 122 can be kinematically coupled to a valve unit 110 via a transmission component 124 and / or a clutch component 126 for transmitting a drive movement to the valve unit 110.

[0065] Furthermore, the kinematic coupling can be operated or driven and / or bridged by means of the gear and / or clutch component 124; 126 by a backup energy source in order to ensure safe, reliable power transmission to the valve unit 110.

[0066] In particular, a reset element 202 (see Fig. 2) can serve as a safety energy source to transfer the valve unit 110 into a safe or set position. The safety energy source, particularly in the sense of the reset element 202, can be designed, for example, as a (tension-compression) spring or as another energy storage device.

[0067] The safety energy source can be connected to the power transmission, in particular the transmission and / or clutch component 124; 126, or to an actuating element 112 of the valve unit 110 (see Fig. 2) in order to be able to provide a safe (actuating) position of the valve unit 110.

[0068] The transmission component and / or the clutch component 124; 126 can also be operated or driven and / or bridged by means of an actuating unit 204.

[0069] The actuating unit 204 can be designed as a manually operable or actuatable lever and / or as a remotely controllable or remotely actuatable actuator.

[0070] By means of the actuating unit 204, an adjustment or actuation of the valve unit 110 can be performed, in particular forced. Preferably, the valve unit 110 can be moved into an active position or an emergency position to activate or deactivate the valve unit 110.

[0071] In this sense, the actuation of the valve unit 110 can be understood as a forced or emergency movement of the valve unit 110.

[0072] The valve unit 110 can be understood as a flow director to forward a fluid inflow, e.g. from a fluid pressure reservoir or accumulator 150, to a brake unit 130 or a brake cylinder 132 of the brake unit 130 or to a fluid outlet 140.

[0073] Furthermore, the valve unit 110 can receive a (pressurized) fluid from the brake unit 130 or the brake cylinder 132 and forward it to the fluid drain or a vent or the like 140. Fig. 2 shows a schematic representation of a brake system 100 with a valve unit 110, including various sectional views of the valve unit 110.

[0074] In particular, the valve unit 110 can be provided in conjunction with a drive unit 120.

[0075] The drive unit 120 may be formed with the motor component 122, the transmission component 124 and / or the clutch component 126.

[0076] A housing of the motor component 122 may be flanged to the valve housing 114 or secured by a flange.

[0077] Furthermore, according to Fig. 2, it is provided that the valve unit 110 has a connection to at least one brake unit 130. The brake unit 130 can be configured with at least one brake cylinder 132.

[0078] The actuating element 112, preferably designed in the form of a rotor element, is provided to modulate or adjust, control and / or regulate the fluid flow between a fluid pressure source or a fluid pressure accumulator 150, a fluid outlet 140, such as a venting nozzle, the emergency brake line Z-pressure source 160 and the brake unit 130.

[0079] The braking system 100 further comprises a primary and a secondary control / regulating circuit 170; 180, which are preferably designed in parallel or redundantly.

[0080] The primary and secondary control loops 170; 180 can each be connected to a central vehicle or rail vehicle control unit 190.

[0081] The central vehicle or rail vehicle control 190 can actuate a motor switch 192 to switch between the primary and secondary control circuits 170; 180. The primary control circuit 170 can be provided with a main pressure sensor 173 on / in the brake unit 130 or the brake cylinder 132 in order to detect an existing brake pressure.

[0082] The secondary control circuit 180 can be provided with a secondary pressure sensor 183 on / in the brake unit 130 or the brake cylinder 132 in order to be able to detect an existing brake pressure.

[0083] Furthermore, the primary control circuit 170 has a main position sensor 178, preferably a digital or analog main position sensor 178, on the drive unit, in particular on the motor component 122, so that a position or attitude of the motor component 122 can be determined.

[0084] The secondary control circuit 180 may have a secondary position sensor 188, preferably an analog or digital secondary position sensor 188, on the drive unit 120, in particular on the motor component 122, so that a position of the motor component 122 can be determined for the secondary control / regulation circuit 180, in particular independently of the primary control / regulation circuit 170.

[0085] Furthermore, the primary control circuit 170 may include a brake control unit 171, a main pressure control 172 in conjunction with the main pressure sensor 173, a main position control 174 in conjunction with the preferably digital main position sensor 178, and a main power electronics 176.

[0086] The secondary control loop 180 may preferably be substantially redundant.

[0087] In particular, the secondary control loop 180 can include a secondary pressure controller 182 in conjunction with the secondary pressure sensor 183, a secondary position controller 184 in conjunction with the preferably analog secondary position sensor 188, and secondary power electronics 176. Furthermore, specific differences between the primary and secondary control loops 170; 180, for example, with regard to the digital / analog main / secondary position sensors 178; 188, can prevent common causes of errors between the primary and secondary control loops. In this respect, the primary / secondary control loops 170; 180 are preferably designed to be substantially redundant to one another, but are not necessarily identical.

[0088] In particular, the functions of the individual components of the primary and secondary control circuits 170; 180 can be described as follows:

[0089] - Main power electronics 176: can electrically drive the motor windings or the motor component 122;

[0090] - Main position control 174: controls the motor position in the closed control loop, preferably in conjunction with feedback from the (digital) main position sensor 178 (e.g. as an encoder or Hall sensor);

[0091] - Main pressure control 172: can request the desired motor position for controlling the brake pressure based on the feedback from the main pressure sensor 173;

[0092] - Brake control unit 171: can calculate the pressure setpoint based on the request from the train control unit 190, which can be sent (digitally) to the main pressure control 172;

[0093] - Secondary power electronics 186: electrically drives the motor component 122, preferably with lower dynamic power requirements compared to the main power electronics 176.

[0094] - Secondary position control 184: can control the position of the motor component 122, in particular in a closed or open loop with feedback using a cascade of high-frequency open-loop position controllers monitored by an outer loop, wherein (analog) feedback from the secondary position sensor (e.g. in the form of a potentiometer or the like) can be used;

[0095] - Secondary pressure control 182: can request the desired position of the motor component 122 to regulate the brake pressure using the feedback from the secondary pressure sensor 183; the brake pressure request can be passed directly from the train control unit 190 to the secondary pressure control 182 from an (analog) signal, which can be, for example, low-pass filtered.

[0096] Furthermore, an additional braking force or braking torque control can be provided in the sense of the primary / secondary control circuits 170; 180.

[0097] It is also conceivable, by means of a position control and a physical model, to use a backup mode without direct pressure measurement in the sense of the present invention, ie in particular without main and secondary pressure sensors 173; 183 on / in the brake unit 130.

[0098] Fig. 2 further shows various sectional views AA, BB and CC, by means of which the valve unit 110 is shown in detail.

[0099] Fig. 3 also shows a schematic illustration of the various setting positions and switching states of the valve unit 110 according to the embodiment of Fig. 2.

[0100] According to sectional view AA of Fig. 2, as well as Fig. 3, the valve unit 110 has an actuating element 112 and a valve housing 114.

[0101] The actuating element 112 is accommodated in the valve housing 114.

[0102] The actuating element 112 can be designed in the form of a rotor element 112 and mounted in the corresponding valve housing 114.

[0103] The valve housing 114 has a brake pressure connection 116, as well as several operating connections 117; 118; 119, in particular a fluid drain connection 117, a fluid pressure source connection 118 and an emergency brake pressure connection 119.

[0104] The brake pressure connection 116 can be connected, for example, to a brake pressure line to the brake unit 130 or the brake cylinder 132. The fluid drain connection 117 can be connected, for example, to a vent (orifice), a fluid pressure tank, in particular for returning the pressure fluid, or the like.

[0105] The fluid pressure source connection 118 can be connected, for example, to a fluid pressure source, e.g., a compressor or a pump, or a fluid pressure storage reservoir / tank 150 or the like.

[0106] The emergency brake pressure connection 119 can be connected to an emergency brake pressure line or an emergency brake pressure source 160.

[0107] Furthermore, the actuating element 112 can provide a fluid path between at least one operating connection 117; 118; 119 and the brake pressure connection 116.

[0108] In this way, the brake unit can be expediently controlled and / or regulated by means of the valve unit 110, in particular by setting various actuating positions of the actuating element 112 within the valve housing 114.

[0109] In particular, the valve unit 110 can perform different functions in combination with the brake unit 130 by means of the actuating element 112 in different actuating positions. In this case, the actuating element 112 can connect the respective operating connection 117; 118; 119 completely or at least partially, ie, in particular only partially overlapping, to the brake pressure connection 116.

[0110] The actuating element 112 can provide a flow path over an angular range of, for example, up to 180° relative to the brake pressure connection 116 in order to ensure any desired connection of the operating connections 117; 118; 119 to the brake pressure connection 116.

[0111] In particular, the angular opening of the flow path of the actuating element 112 relative to the brake pressure connection 116 can be oriented to the radial distribution of the plurality of operating connections 117; 118; 119 along the valve housing 114. According to Fig. 3 (left illustration), the actuating unit 112 can reduce a fluid pressure at / in the brake unit 130 or the brake cylinder 132 when the fluid outlet connection 117 is connected to the brake pressure connection 116.

[0112] Furthermore (see Fig. 3, middle illustration), the actuating unit 112 can increase a fluid pressure at / in the brake unit 130 or the brake cylinder 132 when the fluid pressure source connection 118 is connected to the brake pressure connection 116.

[0113] Furthermore (see Fig. 3, right illustration), the actuating unit 112 can set an emergency brake pressure on the brake unit 130 or the brake cylinder 132 when the emergency brake pressure connection 119 is connected to the brake pressure connection 116.

[0114] According to the embodiment in Fig. 2, an increased braking effect can be achieved by increasing the fluid pressure in the brake cylinder 132, while a decrease in the fluid pressure in the brake cylinder results in a reduction in the braking force. Alternatively, an increase in the fluid pressure can lead to a reduction in the braking force, while a decrease in the fluid pressure in the brake cylinder 132 can result in an increase in the braking force.

[0115] Further details of the valve unit 110 are shown in the sectional views BB and CC of Fig. 2.

[0116] In particular, the valve unit 110 according to sectional view BB can be provided with a return element 202, preferably a return spring 202.

[0117] Using the reset element 202, the actuating element 112 can be transferred into a safe position in the powerless state or in the state decoupled from the drive unit 120, preferably so that a connection between the brake pressure port 116 and the emergency brake pressure port 119 is provided via the actuating element 112. In this way, the reset element 202 can always ensure a safe operating state of the braking system 100, even when the primary and / or secondary control circuits 170; 180 are deactivated.

[0118] Furthermore, according to sectional view CC of Fig. 2, an actuating unit 204 is provided for manual or remote-controlled adjustment into the active position 210 or emergency position 212.

[0119] In particular, the actuating unit 204 can be provided as a lever or the like. Alternatively, the actuating unit 204 can be provided as a remotely controllable or remotely operable actuator.

[0120] The setting of an emergency position or an emergency position for deactivating the brake actuator (201) can be done manually, for example by moving the actuating unit in the form of a lever 204 until the securing element or the securing pin 206, according to sectional view CC of Fig. 2, has reached the emergency position or emergency position 212.

[0121] An active position 210 can be set by means of the actuating unit 204 by moving the locking pin 206 in the opposite direction.

[0122] In particular, the locking pin or the locking element 206 can protrude from the valve housing 114 by means of a pin spring 208 in such a way that the transfer between the active and the emergency position is possible exclusively by means of the actuating unit 204.

[0123] To move the valve unit 110 out of one of the secured positions 210; 212, the locking pin 206 must be inserted into the valve housing 114, according to sectional view CC of Fig. 2, counter to the pin spring 208 and along a rounded edge of the opposite guide surface. Thus, the locking pin 206 can rest and be guided along an opposite guide surface, in particular by means of the pin spring 208, according to sectional view CC of Fig. 2, such that the emergency / active positions 210; 212 represent secured positions.

[0124] Here, the locking pin 206, according to sectional view CC of Fig. 2, is to be moved along the opposite guide surface and against the spring force of the pin spring 208 along curves in such a way that the end position 210; 212 can be set as an emergency or active position, preferably only with the actuating unit 204.

[0125] However, between the active and emergency positions 210; 212, there are no secured or unsafe positions of the valve unit 110.

[0126] In summary, the present invention can provide a braking system 110, in particular a braking system 100 for a rail vehicle, which preferably uses only a single valve unit for at least one braking unit 130 in order to map and provide the function of several valves.

[0127] Accordingly, a simplified and efficient control and / or regulation of the braking system 100, in particular of the braking unit 130, can be carried out using the valve unit 110.

[0128] Furthermore, by means of the actuating unit 204 and a preferably at least substantially redundant design of the control / regulation circuits, in the sense of primary and secondary control / regulation circuits, a reliable monitoring as well as control and / or regulation of the drive unit 120 is ensured.

[0129] Monitoring in the sense of a braking system 100 according to the invention, in particular a valve unit 110 according to the invention, also offers particular advantages with regard to predicting the remaining service life, in that the energy / current required for operation has a physical relationship to the valve friction. In this way, the present invention also enables an optimized prediction of necessary maintenance intervals and the like.

[0130] LIST OF REFERENCE SYMBOLS

[0131] 100 braking system

[0132] 110 Valve unit

[0133] 112 Control element

[0134] 114 valve housing

[0135] 116 Brake pressure connection

[0136] 117 Operating connection / fluid drain connection

[0137] 118 Operating connection / fluid pressure source connection

[0138] 119 Operating connection / emergency brake pressure connection

[0139] 120 drive unit

[0140] 122 Engine component

[0141] 124 Gearbox component

[0142] 126 clutch component

[0143] 130 brake unit

[0144] 132 brake cylinders

[0145] 140 Fluid drain / venting

[0146] 150 fluid pressure reservoirs

[0147] 160 Emergency brake line Z-pressure source

[0148] 170 Primary control loop

[0149] 171 Brake control unit

[0150] 172 Main pressure control

[0151] 173 Main pressure sensor

[0152] 174 Main position control

[0153] 176 Main power electronics

[0154] 178 (digitalZanalog) Main position sensor

[0155] 180 Secondary control loop

[0156] 182 Secondary pressure control

[0157] 183 Secondary pressure sensor

[0158] 184 Secondary position control

[0159] 186 Secondary power electronics

[0160] 188 (analogZdigital) secondary position sensor

[0161] 190 Train control unit 192 Engine switch

[0162] 202 reset element

[0163] 204 Actuating unit

[0164] 206 locking pin 208 pin spring

[0165] 210 Active position

[0166] 212 Emergency position

[0167] 214 Energy-ZPower source

[0168] 216 Backup power source

Claims

PATENT CLAIMS 1 . Braking system (100), in particular for a rail vehicle, comprising at least one valve unit (110), at least one drive unit (120), and at least one brake unit (130), wherein the valve unit (110) has an actuating element (112), preferably in the form of a rotor element, and a valve housing (114) for receiving the actuating element (112), wherein the actuating element (112) can be driven by means of the at least one drive unit (120) such that an actuating position of the actuating element (112) can be changed within the valve housing (114), and wherein the valve housing (114) has at least one brake pressure connection (116), such that the valve unit (110) is or can be connected to a brake unit (130) of the brake system (100), in particular at least one brake cylinder (132) of the brake system (100), and a brake pressure for the at least one brake unit (130) can be controlled by means of the valve unit (110). and / or adjustable.

2. Brake system (100) according to one of the preceding claims, characterized in that the valve housing (114) has a plurality of operating connections (117; 118; 119) for controlling and / or regulating a brake pressure on the at least one brake unit (130), wherein preferably a fluid outlet (140), a fluid pressure source (150) and an emergency brake line (160) are each connected or connectable to one of the operating connections (117; 118; 119).

3. Brake system (100) according to claim 2, characterized in that the actuating element (112) of the valve unit (110) is designed such that by means of the actuating position of the actuating element (112) one of the operating connections (117; 118; 119) is connected or connectable, in particular at least partially connected or connectable, to the at least one brake pressure connection (116).

4. Brake system (100) according to one of the preceding claims, characterized in that the valve unit (110) has a return element (202), preferably in the form of a mechanical return spring, a fluid actuator or the like, so that the valve unit (110) can be transferred into a safe operating state by means of the return element (202) after switching off and / or decoupling from the drive unit (120), in particular the actuating element (112) for connecting the operating connection (119) to the emergency brake line (160) with the brake pressure connection (116) can be adjusted.

5. Braking system (100) according to one of the preceding claims, characterized in that the braking system (100) has at least one primary control circuit (170), wherein the primary control circuit (170) is provided for controlling and / or regulating the drive unit (120) so that the valve unit (110) is controllable and / or regulatable, wherein the braking system (100) preferably has a secondary control circuit (180) which is designed in particular to be at least substantially redundant to the primary control circuit (170).

6. Braking system (100) according to claim 5, characterized in that the primary control circuit (170) has at least one main pressure sensor (173) for detecting a brake pressure at the at least one brake unit (130) and a digital or analog main position sensor (178) on the drive unit (120), wherein the secondary control circuit (180) has a secondary pressure sensor (183) for detecting a brake pressure at the at least one brake unit (130) and an analog or digital secondary position sensor (188) on the drive unit (120).

7. Braking system (100) according to one of the preceding claims, characterized in that the valve unit (110) has at least one actuating unit (204) for controlling the actuating element (112), wherein the actuating unit (204) is preferably designed as a manually operable actuating lever, as a fluid actuator or the like.

8. Braking system (100) according to one of the preceding claims, characterized in that the at least one drive unit (120) has a motor component (122) for driving the actuating element (112), wherein the motor component (122) is preferably designed as a brushed DC motor, as a brushless DC motor, as a stepper motor or the like, for providing a rotary or linear drive movement.

9. Braking system (100) according to claim 8, characterized in that the drive unit (120) further comprises at least one transmission component (124) and / or a clutch component (126), so that the motor component (122) can be coupled to the actuating element (112) and a drive movement of the motor component (122) can be transmitted to the actuating element (112) via the transmission component (124) and / or the clutch component (126), 10. Braking system (100) according to claim 9, characterized in that the gear component (124) is designed in the form of a nut-thread combination, a ball screw, a sliding coil or the like.

11. Valve unit (110), in particular for use with a brake system (100) according to one of the preceding claims, wherein the valve unit (110) has an actuating element (112), preferably in the form of a rotor element, and a valve housing (114) for receiving the actuating element (112), wherein the valve housing (114) has at least one brake pressure connection (116), wherein the valve housing (114) has a plurality of operating connections (117; 118; 119) for controlling and / or regulating a brake pressure at the at least one brake pressure connection (116), wherein by means of the actuating element (112) at least one of the operating connections (117; 118; 119), preferably a single one of the operating connections (117; 118; 119), is connected or connectable, in particular at least partially connected or connectable, to the at least one brake pressure connection (116).

12. Vehicle, in particular rail vehicle, with at least one braking system (100) and / or a valve unit (110) according to one of the preceding claims.

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