Arrangement having at least two brake units and method for operating same

Abstract

The invention relates, inter alia, to an arrangement having: at least two brake units (21-24); an associated switch-off unit (110) for each of the at least two brake units (21-24), each switch-off unit (110), in a passive position, allowing a braking operation of each associated brake unit (21-24) and, in a deactivation position, preventing a braking operation of each associated brake unit (21-24); and an associated brake control unit (31-34) for each of the at least two brake units (21-24) for controlling the braking operation of each associated brake unit (21-24). According to the invention, a central device (40) of the arrangement is designed to check, in response to a switch-off request (AF) from one of the brake control units (31-34), whether switching off the brake unit (21-24) affected by the switch-off request (AF) is permissible and, if switching off is permissible, to send back an approval signal (FS) for switching off the brake unit (21-24) affected by the switch-off request (AF) to the brake control unit (31-34) which made the switch-off request (AF).

Description

[0001] Description

[0002] Arrangement with at least two brake units and method for their operation

[0003] The invention relates to arrangements with at least two brake units, methods for their operation and vehicles equipped with such arrangements.

[0004] The invention relates, inter alia, to an arrangement with at least two brake units, each with an associated switch-off unit for each of the at least two brake units, wherein each switch-off unit permits braking operation of the respectively associated brake unit in a passive position and prevents braking operation of the respectively associated brake unit in a deactivation position, and each with an associated brake control unit for each of the at least two brake units for controlling the braking operation of the respectively associated brake unit. Such arrangements are known, for example, in rail vehicles, wherein in pneumatic brake units the switch-off units are usually designed in the form of shut-off or ventilation valves.

[0005] The invention is based on the object of specifying an arrangement in which switching off, i.e. a so-called locking or emergency release, of brake units beyond a predetermined level can be particularly reliably avoided.

[0006] This object is achieved according to the invention by an arrangement having the features according to claim 1. Advantageous embodiments of the arrangement according to the invention are specified in the subclaims.

[0007] According to the invention, a central device of the arrangement is designed to check, in response to a switch-off request from one of the brake control units, whether switching off the brake unit affected by the switch-off request is permissible and, if the switch-off is permissible, to send back an enable signal for switching off the brake unit affected by the switch-off request to the brake control unit that made the switch-off request.

[0008] A significant advantage of the arrangement according to the invention is that the brake control units cannot decide autonomously or alone whether a brake unit is switched off and thus its brake is released, because the central device must actively agree to the switching off by issuing a release signal.

[0009] In order to prevent a braking unit from being switched off without the consent of the central device, it is considered advantageous if the central device, preferably only the central device alone, is designed or capable of providing, in the event that the switching off is permitted, the switching off energy which energetically enables the braking unit affected by the switching off request to be switched off or which is required for the switching off.

[0010] In an embodiment considered to be advantageous, it is provided that at least one of the at least two brake control units is designed to check the need to switch off its own brake unit and, in the event of a recognized need to switch off, to send a switch-off request relating to its own brake unit to the central device and to further process an enable signal possibly then received from the central device.

[0011] In the latter embodiment, it is particularly advantageous if the further processing of the release signal received from the central device includes checking whether, at the time of receipt of the release signal, the need to switch off the own brake unit still exists, and if the need still exists, the brake control unit triggers the switch-off and otherwise omits the switch-off.

[0012] Alternatively or additionally, it can be advantageously provided that at least one of the at least two brake control units is designed to detect the need to switch off another brake unit and, in the event of a detected need to switch off, to send a switch-off request relating to the other brake unit to the central device and to further process an enable signal relating to the other brake unit which may then be received from the central device.

[0013] In the latter embodiment, it is particularly advantageous if the at least one brake control unit is designed to detect the need to switch off the other brake unit on the basis of a switch-off request signal sent by the other brake unit and, when the switch-off request signal is present, to send the switch-off request relating to the other brake unit to the central device.

[0014] Alternatively or additionally, it can be advantageously provided that the at least one brake control unit is designed to detect the need to switch off the other brake unit based on an evaluation of a sensor signal from a sensor monitoring the other brake unit.

[0015] The further processing of the release signal received from the central device and relating to the other brake unit preferably includes switching off the other brake unit.

[0016] It is also advantageous if the further processing of the release signal received from the central device includes checking whether the need to switch off the other brake unit still exists at the time the release signal is received and, if the need still exists, the brake control unit triggers the switch-off of the other brake unit and otherwise omits the switch-off.

[0017] The central device is preferably designed in such a way that, upon receipt of a switch-off request, it checks whether a brake unit other than the brake unit affected by the switch-off request has already been switched off.

[0018] In the latter embodiment, it is particularly advantageous if the central device is designed in such a way that, in the event that a brake unit other than the brake unit affected by the switch-off request has already been switched off, it considers switching off the brake unit affected by the switch-off request to be inadmissible and does not send back an enable signal to the brake control unit that sent the switch-off request.

[0019] Alternatively, it can advantageously be provided that the central device is designed in such a way that, in the event that a brake unit other than the brake unit affected by the switch-off request has already been switched off, it checks whether switching off the brake unit affected by the switch-off request has a higher priority than maintaining the switch-off state of the brake unit that has already been switched off, in accordance with a predetermined prioritization specification, and in the case of a higher priority, triggers a re-switching on of the switched-off brake unit and then sends the release signal for switching off the brake unit affected by the switch-off request back to the brake control unit that made the switch-off request.

[0020] In order to prevent more than one brake unit from being switched off, even by means of a hardware connection of the switch-off units, it is considered advantageous if each of the switch-off units is assigned a locking device which, when the switch-off unit is activated, prevents all other switch-off units from being activated.

[0021] In the last-mentioned embodiment, it is particularly advantageous if the switch-off unit and the locking device are components of a deactivation device which comprises: a first connection contact for connection to a first electrical potential, a second connection contact for connection to a second electrical potential, a first forwarding connection to which a first connection contact of a deactivation device arranged downstream with respect to the first potential can be connected in order to forward the first electrical potential applied to the first connection contact, and a second forwarding connection to which a second connection contact of a deactivation device arranged downstream with respect to the second potential can be connected in order to forward the second electrical potential applied to the second connection contact.

[0022] The locking device is preferably designed to separate the switch-off unit from the power supply, i.e. its or its power supply, in its unlocking position and thus to hold it in the passive position and to enable the two potentials present at the connection contacts to be passed on to the forwarding connections and to connect the switch-off unit to the power supply in its locking position and to prevent the two potentials present at the connection contacts from being passed on to the forwarding connections.

[0023] The invention also relates to a vehicle, for example a rail vehicle, which is equipped with an arrangement as described above.

[0024] The invention also relates to the locking device described above and the deactivation device described above as such. For example, a deactivation device is considered to be an independent invention which comprises: a first connection contact for connection to a first electrical potential, a second connection contact for connection to a second electrical potential, a first forwarding connection to which a first connection contact of a deactivation device arranged downstream with respect to the first potential can be connected in order to forward the first electrical potential applied to the first connection contact, a second forwarding connection to which a second connection contact of a deactivation device arranged downstream with respect to the second potential can be connected in order to forward the second electrical potential applied to the second connection contact, and a locking device,which, in its unlocked position, disconnects the disconnection unit from the power supply and thus keeps it in the passive position and enables the forwarding of the two potentials present at the connection contacts to the forwarding connections and, in its locked position, connects the disconnection unit to the power supply and prevents the forwarding of the two potentials present at the connection contacts to the forwarding connections.

[0025] The shut-off unit can be or comprise a switchable valve that, in the passive position of the shut-off unit, leaves a pressure-actuated brake of the brake unit connected to a supply pressure connection and, in the deactivation position, disconnects the brake from the supply pressure connection. Alternatively, the shut-off unit can be or comprise an electrical switching element that, in the deactivation position of the shut-off unit, switches off an electrical brake of the brake unit.

[0026] The invention also relates to a method for operating an arrangement, in particular an arrangement as described above, or for operating an arrangement which is equipped with at least two brake units, with an associated switch-off unit for each of the at least two brake units, wherein each switch-off unit allows braking operation of the respectively associated brake unit in a passive position and prevents braking operation of the respectively associated brake unit in a deactivation position, and with a brake control unit for each of the at least two brake units for controlling the braking operation of the respectively associated brake unit.With regard to such a method, the invention provides that a central device of the arrangement checks, in response to a switch-off request from one of the brake control units, whether switching off the brake unit affected by the switch-off request is permissible and, if the switch-off is permissible, provides switch-off energy which energetically enables switching off the brake unit affected by the switch-off request and sends back an enable signal for switching off the brake unit affected by the switch-off request to the brake control unit which made the switch-off request.

[0027] With regard to the advantages and advantageous embodiments of the method according to the invention, reference is made to the above statements in connection with the arrangement according to the invention and its advantageous embodiments.

[0028] The invention is explained in more detail below using exemplary embodiments, which show, by way of example:

[0029] Fig. 1-3 shows a first exemplary embodiment of a multi-unit rail vehicle equipped with an exemplary embodiment of an arrangement according to the invention, as well as its mode of operation in the event of an emergency release requirement,

[0030] Fig. 4-5 an embodiment of a deactivation device in which the power supply of both the trigger unit and the disconnection unit depends on the switching state of other deactivation devices, wherein Figures 4 and 5 show different operating states of the deactivation device,

[0031] Fig. 6 shows an embodiment of a deactivation device in which the power supply of the trigger unit, but not that of the disconnection unit, depends on the switching state of other deactivation devices,

[0032] Fig. 7 shows an embodiment of a deactivation device in which the power supply of the switch-off unit, but not that of the trigger unit, depends on the switching state of other deactivation devices,

[0033] Fig. 8 shows a second embodiment of a multi-unit rail vehicle equipped with a second embodiment of an arrangement according to the invention,

[0034] Fig. 9 shows a third embodiment of a multi-unit rail vehicle equipped with a third embodiment of an arrangement according to the invention, and

[0035] Fig. 10 shows a fourth embodiment of a multi-unit rail vehicle in which locking devices or deactivation devices alone prevent the switching off of two or more brake units.

[0036] For the sake of clarity, the same reference symbols are always used in the figures for identical or comparable components.

[0037] Figure 1 shows a first exemplary embodiment of a multi-unit rail vehicle 10 comprising two carriages 11 and 12. The rail vehicle 10 is equipped with a first, a second, a third, and a fourth brake unit 21-24, each of which is assigned, for example, to a bogie of the rail vehicle 10.

[0038] The brake units 21-24 are each controlled by an associated brake control unit; the brake control units are connected to a central device 40 via a central data bus, not shown in Figure 1 for reasons of clarity. In Figure 1, the first brake control unit associated with the first brake unit 21 is designated by the reference numeral 31, the second brake control unit associated with the second brake unit 22 is designated by the reference numeral 32, the third brake control unit associated with the third brake unit 23 is designated by the reference numeral 33, and the fourth brake control unit associated with the fourth brake unit 24 is designated by the reference numeral 34.

[0039] In the event of an error or malfunction, the brake units 21-24 can be deactivated or their brakes released. A malfunction can occur, for example, if the affected brake units 21-24 build up their braking force untimely, build up an undesirably high brake pressure, have a defective anti-skid device, an axle braked by the brake unit is blocked, or the associated brake control unit is defective.

[0040] To deactivate each of the brake units 21-24, a respective cut-off unit is assigned to each of them, which is marked with the reference symbol 110 in Figure 1. The cut-off units 110 are triggered by individually assigned trigger units 120, which can be controlled by the respective brake control unit 31-34.

[0041] In the case of a pneumatic brake unit, the brake can be released, for example, by venting or turning off the compressed air supply. For this purpose, the associated shut-off unit 110 can be or comprise a switchable valve (see Figure 4) which, in the passive position of the shut-off unit 110, leaves a pressure-actuated brake of the brake unit connected to a supply pressure connection and, in the deactivation position, disconnects the brake from the supply pressure connection. In the case of an electric brake unit, the shut-off unit 110 can, for example, be or comprise an electric switching element which, in the deactivation position of the shut-off unit 110, switches off an electric brake of the brake unit.

[0042] Each of the switch-off units 110, with its associated triggering unit 120, is in turn assigned to a deactivation device. In the exemplary embodiment according to Figure 1, four deactivation devices are accordingly provided, namely a first, which is identified by the reference numeral 51 and is assigned to the first brake control unit 31 and the first brake unit 21, a second, which is identified by the reference numeral 52 and is assigned to the second brake control unit 32 and the second brake unit 22, a third, which is identified by the reference numeral 53 and is assigned to the third brake control unit 33 and the third brake unit 23, and a fourth, which is identified by the reference numeral 54 and is assigned to the fourth brake control unit 34 and the fourth brake unit 24.

[0043] Each of the deactivation devices 51-54 comprises a first connection contact A1 for connection to a first electrical potential PI, a second connection contact A2 for connection to a second electrical potential P2, a first forwarding connection W1, to which a first connection contact A1 of a deactivation device arranged downstream with respect to the first potential PI can be connected in order to forward the first electrical potential PI applied to the first connection contact A1, and a second forwarding connection W2, to which a second connection contact A2 of a deactivation device arranged downstream with respect to the second potential P2 can be connected in order to forward the second electrical potential P2 applied to the second connection contact A2.

[0044] The deactivation devices 51-54 are arranged in the form of a cascade, wherein a first cascade connection K1 is suitable for feeding the first potential P1 and a second cascade connection K2 is suitable for feeding the second potential P2.

[0045] In the embodiment according to Figure 1, the first deactivation device 51 forms the first deactivation device of the cascade and the fourth deactivation device 54 forms the last deactivation device of the cascade. For this purpose, the first deactivation device 51 is connected with its first connection contact A1 to the first cascade connection K1, with its first forwarding connection W1 to a first connection contact A1 of the cascade-connected second deactivation device 52 of the cascade, and with its second connection contact A2 to a second forwarding connection W2 of the cascade-connected second deactivation device 52.

[0046] The last deactivation device 54 of the cascade is connected with its first connection contact A1 to a first forwarding connection W1 of the cascade-arranged third deactivation device 53 of the cascade, with its second forwarding connection W2 to a second connection contact A2 of the cascade-arranged third deactivation device 53 of the cascade, and with its second connection contact A2 to the second cascade connection K2.

[0047] The first cascade connection Kl is connected via a first power supply switch which can be switched by the central device 40

[0048] 41 to the first potential PI and via a second power supply switch switchable by the central device 40

[0049] 42 is connected to the second potential P2. Between the two potentials there is a supply voltage U which corresponds to the potential difference between the two potentials PI and P2.

[0050] In the embodiment according to Figure 1, a voltage sensor 200 is connected between the first forwarding connection W1 of the last deactivation device 54 and the second forwarding connection W2 of the first deactivation device 51. This voltage sensor can be, for example, a relay that closes a relay switch of the relay when a voltage above a predetermined minimum voltage is present and otherwise leaves it open. Using the voltage sensor 200, the central device 40 can check the correct operation and the switching state of the cascade, as will be explained below by way of example.

[0051] The brake units 21-24 are preferably each equipped with a sensor 60, wherein an evaluation of a sensor signal from the respective sensor 60 allows any malfunction to be detected. In the exemplary embodiment according to Figure 1, the sensors 60 of the brake units 21-24 are each connected to the brake control unit controlling the respective brake unit and transmit their sensor signal to this brake control unit or at least also to this brake control unit. Each of the sensors 60 preferably comprises a sensor system that detects and processes not just one measured variable, but two or more: For example, each sensor 60 can process the following measured variables to detect a malfunction of the respective brake: brake pressure and / or speed and / or temperature.

[0052] The rail vehicle 10 according to Figure 1 is preferably operated as follows:

[0053] If one of the brake control units 31-34, for example the second brake control unit 32, detects a fault in the second brake unit 22 based on the sensor signal SS2 of the associated sensor 60, it generates a switch-off request AF, which it transmits to the central device 40; this is shown as an example in Figure 1. After receiving the switch-off request AF, the central device 40 checks whether switching off the second brake unit 22 affected by the switch-off request AF is permissible. If the switch-off is permissible, the central device 40 sends an enable signal FS back to the second brake control unit 32 for switching off the second brake unit 22 affected by the switch-off request AF; this is shown as an example in Figure 2.

[0054] As part of the decision regarding the possible output of the release signal FS, i.e., as part of the deactivation admissibility check, the central device 40 preferably checks whether a brake unit other than the second brake unit 22 affected by the deactivation request AF has already been deactivated. If a brake unit other than the second brake unit 22 affected by the deactivation request AF, i.e., the first, third, or fourth brake unit, has already been deactivated, the central device 40 considers deactivation of the second brake unit 22 to be impermissible and accordingly does not send a release signal FS back to the brake control unit 32.

[0055] In the event that a brake unit other than the second brake unit 22 affected by the switch-off request AF has already been switched off, the central device 40 can alternatively also check whether switching off the second brake unit 22 affected by the current switch-off request AF has a higher priority than maintaining the switch-off state of the previously switched-off brake unit according to a predetermined prioritization specification. If the second brake unit 22 currently to be switched off has a higher priority or the previously switched-off brake unit has a lower priority, it triggers a re-switching on of the switched-off brake unit and then sends the enable signal FS for switching off the second brake unit 22 affected by the current switch-off request AF back to the second brake control unit 32.For example, the priority specification can stipulate that a brake unit that blocks an axle should be switched off with a higher priority than a brake unit in which only the anti-skid device is defective.

[0056] After receiving the release signal FS sent by the central device 40, the second brake control unit 32 checks whether the need to switch off the second brake unit 22 still exists at the time the release signal FS is received. If the need still exists, the second brake control unit 32 attempts to trigger the switch-off of the brake unit 22 and otherwise fails to do so. In the embodiment according to Figure 1, the switch-off of the second brake unit 22 is triggered in that the second brake control unit 32 controls the triggering unit 120 of the second deactivation device 52 with a triggering signal AS, as shown in Figure 3, whereby the switch-off unit 110 of the second deactivation device 52 is activated or at least intended to be activated directly or indirectly.The trigger unit 120 of the second deactivation device 52 can, for example, be a switchable digital output of the second brake control unit 32, i.e. a component of the second brake control unit 32.

[0057] Alternatively, the second brake control unit 32 can attempt to trigger the shutdown in the manner described immediately after receiving the release signal FS sent by the central device 40 - that is to say without checking whether the shutdown is still necessary.

[0058] In order to make an impermissible shutdown of one of the brake units 21-24 very unlikely, the central device 40 alone is designed and authorized, in the event of a permissible shutdown, to provide the shutdown energy that is energetically necessary to switch off the brake unit 22 affected by the shutdown request AF. In the embodiment according to Figures 1 to 3, the central device 40 provides the shutdown energy by closing the two power supply switches 41 and 42, i.e., by applying the supply voltage U to the two cascade connections K1 and K2.

[0059] The switching-off energy is preferably necessary to supply only the triggering unit 120, only the switching-off unit 110 or both the triggering unit 120 and the switching-off unit 110 with the energy required to release the respective brake units 21-24.

[0060] Figure 4 shows a first exemplary embodiment of a deactivation device which can be used in the rail vehicle according to Figures 1 to 3 as the second deactivation device 52 of the cascade and is accordingly also identified in Figure 4 with the reference symbol 52, in more detail. The deactivation device 52 shown in Figure 4 can also be used as the first, third and / or fourth deactivation device in the cascade according to Figures 1 to 3.

[0061] The deactivation device 52 according to Figure 4 has a locking device 100 which, in its unlocked position, separates the shutdown unit 110 from the power supply or the power supply connections EVI and EV2 of the locking device and thus holds it in the passive position and enables the two potentials present at the connection contacts A1 and A2 to be passed on to the corresponding forwarding connections W1 and W2 (see Figure 4); in its locked position, it connects the shutdown unit 110 to the power supply and prevents the two potentials present at the connection contacts A1 and A2 from being passed on to the corresponding forwarding connections W1 and W2 (see Figure 5).

[0062] For this purpose, the locking device 100 comprises a first normally closed contact 101 arranged between the first connection contact A1 and the first forwarding connection W1, a second normally closed contact 102 arranged between the second connection contact A2 and the second forwarding connection W2, a normally open contact 103 which, in its open position, disconnects the switch-off unit 110 from the power supply, and an adjusting device 104 which, in the unlocked position of the locking device 100 (cf. Figure 4), keeps the first and second normally closed contacts 101 and 102 closed and the normally open contact 103 open, and in the locked position of the locking device 100 (cf. Figure 5), keeps the first and second normally closed contacts 101 and 102 open and the normally open contact 103 closed.

[0063] A first power supply connection EVI of the locking device 100 is electrically formed by the first connection contact A1 or a connection point located electrically between the first connection contact A1 and the first break contact 101, and a second power supply connection EV2 of the locking device 100 is electrically formed by the second connection contact A2 or a connection point located electrically between the second connection contact A2 and the second break contact 102. The first power supply connection EVI is thus fed by the potential P1 applied to the first connection contact A1, provided that this is switched through by upstream deactivation devices, and the second power supply connection EV2 is thus fed by the potential P2 applied to the second connection contact A2, provided that this is switched through by upstream deactivation devices.

[0064] A first series connection terminal RI of a series circuit comprising at least the switch-off unit 110 and the normally open contact 103 is electrically connected to the first power supply connection EVI, i.e. to the connection contact A1 or to a connection point electrically located between the first connection contact A1 and the first normally closed contact 101. A second series connection terminal R2 of the series circuit is electrically connected to the second power supply connection EV2, i.e. to the second connection contact A2 or to a connection point electrically located between the second connection contact A2 and the second normally closed contact 102.

[0065] Since in the embodiment according to Figure 4 both the series circuit formed by the normally open contact 103 and the shutdown unit 110 and the series circuit formed by the trigger unit 120 and the adjustment device 104 are connected to the power supply terminals EVI and EV2, the operating capability of both series circuits depends on the operating states or locking states of the other deactivation devices.

[0066] In the embodiment according to Figure 4, the adjusting device 104, the two normally closed contacts 101 and 102 and the normally open contact 103 are components of a relay which, when there is no current, leaves the first and second normally closed contacts 101, 102 closed and the normally open contact 103 open, and when current is applied, keeps the first and second normally closed contacts 101 and 102 open and the normally open contact 103 closed. Figure 4 shows the state without current application and Figure 5 shows the state with current application for comparison. The movement of the contacts 101-103 controlled by the adjusting device 104 is indicated in Figures 4 and 5 by arrows with the reference symbols B1-B3.

[0067] The trigger unit 120 can be a component of the associated brake control unit 32, for example a switchable digital output of the brake control unit 32, or at least be connected thereto.

[0068] The mode of operation of the adjusting device 104 will be explained in more detail below by way of example in connection with the second brake control unit 32 and the second deactivation device 52 according to Figures 1 to 3: In the normal state, i.e. when the associated second brake unit 22 is ready to brake, i.e. should not be forcibly released, the brake control unit 32 will not output a trigger signal AS to the trigger unit 120, so that the adjusting device 104 remains de-energized: The normally open contact 103 therefore remains open and the normally closed contacts 101 and 102 remain closed. The closed normally closed contacts 101 and 102 enable the first potential PI to be passed on to the third deactivation device 53, which is arranged downstream with respect to the first potential PI, and the second potential P2 to be passed on to the first deactivation device 51, which is arranged downstream with respect to the second potential P2.

[0069] In the release state or in the activated state of the adjustment device 104, i.e. when the associated second brake unit 22 is to be forcibly released, the second brake control unit 32 will output a release signal AS to the release unit 120, so that the adjustment device 104 is energized, provided that the central device 40 makes the two potentials PI and P2 available by closing the power supply switches 41 and 42 and all other deactivation devices switch through the potentials PI and P2: the normally closed contacts 101 and 102 are opened and the normally open contact 103 is closed (see Figure 5). The open break contacts 101 and 102 prevent the first potential PI from being passed on to the third deactivation device 53 arranged downstream of the first potential PI and prevent the second potential P2 from being passed on to the first deactivation device 51 arranged downstream of the second potential P2.All deactivation devices 51 and 53-54, with the exception of the activated deactivation device 52, are thus deactivated by the locking device 100 of the deactivation device 52 assigned to the second brake control unit 32, and their normally open contacts 103 are left open because they are separated from at least one of the two potentials PI or P2. The deactivation device 52 according to Figures 4 and 5 thus enables circuitry locking in such a way that only a single brake unit can be deactivated at any one time. As soon as any one of the four deactivation devices 51-54 in the cascade has switched off or deactivated its assigned brake unit 21-24.whose brake has been released and the break contacts 101 and 102 have been opened, all the other deactivation devices are separated either from the first potential PI or the second potential P2, so that the supply voltage U is missing and neither the adjustment devices 104 of the other deactivation devices nor the switch-off units 110 of the other deactivation devices can be activated, even if the corresponding release signal FS of the associated brake control unit is present and the central device 40 has released the potentials PI and P2.

[0070] Figure 6 shows a second exemplary embodiment of a deactivation device 52, which can be used in the rail vehicle according to Figure 1 as the second deactivation device of the cascade and is accordingly also identified in Figure 6 with the reference symbol 52, in greater detail. The deactivation device 52 shown in Figure 6 can also be used as the first, third and / or fourth deactivation device in the cascade according to Figures 1 to 3.

[0071] In the embodiment according to Figure 6, the series circuit consisting of the normally open contact 103 and the switch-off unit 110 with its two series connection connections RI and R2 is not connected to the two power supply connections EVI and EV2 or the connection contacts A1 and A2, but to a first external supply connection XI and to a second external supply connection X2.

[0072] However, since the power supply of the trigger unit 120 and that of the adjustment device 104 depends on the potentials PI and P2 applied to the connection contacts A1 and A2, the deactivation device 52 according to Figure 6 nevertheless allows a circuit-related locking in such a way that only one single braking unit of the cascade can be deactivated at any one time:

[0073] As soon as the deactivation device 52 has switched off its associated brake unit 22 or released its brake, i.e. has closed the normally open contact 103 for this purpose, it separates all other adjustment devices either from the first potential PI or the second potential P2.

[0074] At the same time, an adjustment of the deactivation device 52 also depends on the presence of both potentials PI and P2, due to the connection of the trigger unit 120 and the adjustment device 104 to the power supply connections EVI and EV2 or the connection contacts A1 and A2, so that the deactivation device 52 can only be activated if these potentials PI and P2 are actually present and have not been switched off by other deactivation devices.

[0075] Figure 7 shows a third exemplary embodiment of a deactivation device 52, which can be used in the rail vehicle according to Figure 1 as the second deactivation device of the cascade and is accordingly also identified in Figure 7 with the reference symbol 52, in greater detail. The deactivation device 52 shown in Figure 7 can also be used as the first, third and / or fourth deactivation device in the cascade according to Figures 1 to 3.

[0076] In the embodiment according to Figure 7, the series circuit consisting of the trigger unit 120 and the adjustment device 104 is not connected with its two connections to the power supply connections EVI and EV2 or the two connection contacts A1 and A2 of the deactivation device 52, but rather to a first external supply connection X1 and a second external supply connection X2. However, since the power supply of the shutdown unit 110 depends on the potentials P1 and P2 applied to the connection contacts A1 and A2, the deactivation device 52 according to Figure 7 nevertheless ensures a circuit-related locking such that only a single braking unit can be deactivated at any one time:

[0077] As soon as the deactivation device 52 has switched off its associated brake unit 22 or released its brake, i.e., has closed the normally open contact 103 for this purpose, it disconnects all other adjustment devices from either the first potential PI or the second potential P2. At the same time, adjustment of the deactivation device 52 also depends on the presence of both potentials PI and P2, due to the connection of the switch-off unit 110 to the power supply connections EV1 and EV2 or the connection contacts A1 and A2, so that the deactivation device 52 can only be activated when these potentials PI and P2 are actually present and have not been switched off by other deactivation devices.

[0078] Figure 8 shows a second exemplary embodiment of a multi-unit rail vehicle 10 comprising two carriages 11 and 12. The rail vehicle 10 is equipped with four brake control units, which are designated by the reference numerals 31-34 and are each assigned to a bogie of the rail vehicle.

[0079] In addition to or as an alternative to the task of triggering the release of their own brake unit 21-24, as explained above in connection with Figures 1 to 7, the four brake control units 31-34 have the task of triggering the release of another brake unit, preferably the adjacent brake unit of their own carriage of the rail vehicle, if necessary.Thus, as shown by way of example in Figure 8, the second brake control unit 32 can request the release of the brake of the first brake unit 21 from the central device 40 by means of a request signal AS and, after receiving a corresponding release signal FS, attempt to trigger it by means of a corresponding trigger signal AS if it has itself recognized that release of the first brake unit 22 is necessary by evaluating the sensor signal SS I of the sensor 60 assigned to the first brake unit 22 and / or it has received a corresponding switch-off requirement signal ABS from the first brake control unit 32.

[0080] The first brake control unit 31 can transmit the switch-off requirement signal ABS to the second brake control unit 32 directly via a separate connection, as shown in Figure 8, and / or indirectly via the central device 40, i.e. via the central data bus not shown in the figures.

[0081] Furthermore, the above statements in connection with Figures 1 to 7 apply accordingly to the second embodiment according to Figure 8.

[0082] In the embodiments described above, the central device 40 can use the voltage sensor 200 to check the correct operation and the switching state of the cascade as follows:

[0083] Checking the switching state of the cascade:

[0084] If no voltage is applied to the voltage sensor 200 when the two power supply switches 41 and 42 are switched on, this means that at least one of the break contacts 101 and / or 102 of the cascade is open and one of the brake units 21-24 is deactivated.

[0085] If the supply voltage U is applied to the voltage sensor 200 when the two power supply switches 41 and 42 are switched on, this means that none of the break contacts 101 or 102 of the cascade is open and all brake units 21-24 are activated.

[0086] Checking the functionality of the cascade:

[0087] If only one of the two power supply switches 41 or 42 is switched on, no voltage may be present at the voltage sensor 200. If the voltage sensor 200 of the central device 40 nevertheless indicates a voltage, this indicates an undesirable short circuit with a third potential. In this case, the central device 40 preferably generates a warning signal WS (see, for example, Figure 3 or Figure 8).

[0088] Figure 9 shows a third exemplary embodiment of a multi-unit rail vehicle 10 comprising two carriages 11 and 12. Unlike the exemplary embodiments described above, the power supply switches 41 and 42 are omitted, so that the cascade of deactivation devices 51 to 54 is continuously supplied with power.

[0089] Figure 10 shows a fourth exemplary embodiment of a multi-unit rail vehicle 10 comprising two carriages 11 and 12. In contrast to the exemplary embodiments described above, the brake control units 31 to 34 decide on the deactivation of brake units independently, without involving the control device 40. In this case, only the locking devices 104 of the deactivation devices 51 to 54 ensure that a maximum of one brake unit can be deactivated.

[0090] For the sake of simplicity and clarity, the above exemplary embodiments assume a rail vehicle with only two carriages. Naturally, the arrangements and methods described above can also be used in vehicles with only one carriage or in vehicles with more than two carriages. Vehicles can also be equipped with more than one arrangement of the described type, and two or more methods of the described type can be carried out independently of one another in parallel.

[0091] In the figures, by way of example, each brake control unit 31 to 34 and each brake unit 21 to 24 is assigned a bogie with two axles. Alternatively, it can be provided that all or individual brake control units or brake units are assigned to only one axle, to bogies with more than two axles and / or to two or more bogie-independent axles; it can also be provided that all or individual brake control units or brake units are assigned to axles across all carriages or across all train sections.

[0092] Finally, it should be mentioned that the features of all the embodiments described above can be combined with one another in any desired manner in order to form further other embodiments of the invention.

[0093] All features of subclaims can also be combined individually with each of the subordinate claims, either individually or in any combination with one or more other subclaims, in order to obtain further embodiments.

[0094] Regardless of the grammatical gender of a particular term, persons with male, female or other gender identity are included.

[0095] Reference symbol list

[0096] 10 rail vehicles

[0097] 11 cars

[0098] 12 cars

[0099] 21-24 Brake unit

[0100] 31-34 Brake control unit

[0101] 40 Central facility

[0102] 41 Power supply switch

[0103] 42 power supply switches

[0104] 51-54 Deactivation device

[0105] 60 sensors

[0106] 100 locking device

[0107] 101 Opener contact

[0108] 102 Opener contact

[0109] 103 Normally open contact

[0110] 104 Adjustment device

[0111] 110 Shutdown unit

[0112] 120 trip unit

[0113] 200 voltage sensor

[0114] Al first connection contact

[0115] A2 second connection contact

[0116] ABS shutdown request signal

[0117] AF shutdown request

[0118] AS trigger signal

[0119] B1-B3 arrow

[0120] EVI first energy supply connection

[0121] EV2 second power supply connection

[0122] FS release signal

[0123] Kl first cascade connection

[0124] PI first potential

[0125] P2 second potential

[0126] RI first series connection

[0127] R2 second series connection

[0128] 551 Sensor signal

[0129] 552 sensor signal

[0130] U Supply voltage W1 first forwarding connection

[0131] W2 second forwarding connection

[0132] WS warning signal

[0133] XI first external supply connection X2 second external supply connection

Claims

Patent claims 1. Arrangement - with at least two brake units (21-24), - with an associated switch-off unit (110) for each of the at least two brake units (21-24), wherein each switch-off unit (110) allows braking operation of the respectively associated brake unit (21-24) in a passive position and prevents braking operation of the respectively associated brake unit (21-24) in a deactivation position, and - with an associated brake control unit (31-34) for each of the at least two brake units (21-24) for controlling the braking operation of the respectively associated brake unit (21-24), characterized in that a central device (40) of the arrangement is designed to - to check, in response to a switch-off request (AF) from one of the brake control units (31-34), whether switching off the brake unit (21-24) affected by the switch-off request (AF) is permissible, and - if the shutdown is permissible, to send back an enable signal (FS) for switching off the brake unit (21-24) affected by the shutdown request (AF) to the brake control unit (31-34) which made the shutdown request (AF).

2. Arrangement according to claim 1, characterized in that the central device (40) is designed to provide, in the event of a permissible shutdown, shutdown energy which energetically enables shutdown of the brake unit (21-24) affected by the shutdown request (AF).

3. Arrangement according to claim 1 or 2, characterized in that at least one of the at least two brake control units (31-34) is designed to check the need to switch off its own brake unit (21-24) and, in the event of a recognized need to switch off, to send a switch-off request (AF) relating to its own brake unit (21-24) to the central device (40) and to further process an enable signal (FS) possibly subsequently received from the central device (40).

4. Arrangement according to claim 3, characterized in that the further processing of the release signal (FS) received from the central device (40) comprises checking whether, at the time of receipt of the release signal (FS), the need to switch off the own brake unit (21-24) still exists, and if the need still exists, the brake control unit (31-34) triggers the switch-off and otherwise omits the switch-off.

5. Arrangement according to one of the preceding claims, characterized in that said at least one or another of the at least two brake control units (31-34) is designed to recognize the need to switch off another brake unit (21-24) and, in the event of a recognized need to switch off, to send a switch-off request (AF) relating to the other brake unit (21-24) to the central device (40) and to further process an enable signal (FS) relating to the other brake unit (21-24) which may then be received from the central device (40).

6. Arrangement according to claim 5, characterized in that - the at least one brake control unit (31-34) is designed to detect the need to switch off the other brake unit (21-24) on the basis of a switch-off requirement signal (ABS) sent by the other brake unit (21-24) and, if the switch-off requirement is present, signals (ABS) to send the shutdown request (AF) concerning the other brake unit (21-24) to the central device (40).

7. Arrangement according to one of the preceding claims 5 to 6, characterized in that the at least one brake control unit (31-34) is designed to detect the need to switch off the other brake unit (21-24) based on an evaluation of a sensor signal from a sensor monitoring the other brake unit (21-24).

8. Arrangement according to one of the preceding claims 5 to 7, characterized in that the further processing of the release signal (FS) received from the central device (40) and relating to the other brake unit (21-24) includes the switching off of the other brake unit (21-24).

9. Arrangement according to one of the preceding claims 5 to 8, characterized in that the further processing of the release signal (FS) received from the central device (40) comprises checking whether, at the time of receipt of the release signal (FS), the need to switch off the other brake unit (21-24) still exists, and if the need still exists, the brake control unit (31-34) triggers the switching off of the other brake unit (21-24) and otherwise omits the switching off.

10. Arrangement according to one of the preceding claims, characterized in that the central device (40) is designed such that, after receiving a switch-off request (AF), it checks whether a brake unit (21-24) other than the brake unit (21-24) affected by the switch-off request (AF) has already been switched off.

11. Arrangement according to claim 10, characterized in that the central device (40) is designed in such a way that, in the event that a brake unit (21-24) other than the brake unit (21-24) affected by the switch-off request (AF) has already been switched off, it considers a switching off of the brake unit (21-24) affected by the switch-off request (AF) to be inadmissible and does not send back an enable signal (FS) to the brake control unit (31-34) which sent the switch-off request (AF).

12. Arrangement according to claim 10, characterized in that the central device (40) is designed such that it - in the event that a brake unit (21-24) other than the brake unit (21-24) affected by the switch-off request (AF) has already been switched off, checks whether switching off the brake unit (21-24) affected by the switch-off request (AF) has a higher priority than maintaining the switch-off state of the brake unit (21-24) already switched off, according to a predetermined prioritization specification, and - in the case of a higher priority, triggers a re-switching on of the switched off brake unit (21-24) and then sends back the enable signal (FS) for switching off the brake unit (21-24) affected by the switch-off request (AF) to the brake control unit (31-34) that made the switch-off request (AF).

13. Arrangement according to one of the preceding claims, characterized in that each of the shutdown units (110) is assigned a locking device (100) which, when the shutdown unit (110) is activated, prevents activation of all other shutdown units (110).

14. Arrangement according to claim 13, characterized in that the shutdown unit (110) and the locking device (100) are components of a deactivation device (51-54) comprising: - a first connection contact (Al) for connection to a first electrical potential (PI), - a second connection contact (A2) for connection to a second electrical potential (P2), - a first forwarding connection (Wl) to which a first connection contact (Al) of a deactivation device (51-54) arranged downstream of the first potential (PI) can be connected in order to forward the first electrical potential (PI) applied to the first connection contact (Al), and - a second forwarding connection (W2) to which a second connection contact (A2) of a deactivation device (51-54) arranged downstream of the second potential (P2) can be connected in order to forward the second electrical potential (P2) present at the second connection contact (A2).

15. Method for operating an arrangement, in particular an arrangement according to one of the preceding claims, wherein the arrangement is equipped - with at least two brake units (21-24), - with an associated switch-off unit (110) for each of the at least two brake units (21-24), wherein each switch-off unit (110) allows braking operation of the respectively associated brake unit (21-24) in a passive position and prevents braking operation of the respectively associated brake unit (21-24) in a deactivation position, and - with a brake control unit (31-34) for each of the at least two brake units (21-24) for controlling the braking operation of the respectively assigned brake unit (21-24), characterized in that a central device (40) of the arrangement - in response to a switch-off request (AF) from one of the brake control units (31-34), checks whether switching off the brake unit (21-24) affected by the switch-off request (AF) is permissible, and - if switching off is permissible, provides switch-off energy which energetically enables switching off the brake unit (21-24) affected by the switch-off request (AF) and sends back an enable signal (FS) for switching off the brake unit (21-24) affected by the switch-off request (AF) to the brake control unit (31-34) which made the switch-off request (AF).

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