Brake system for rail vehicles and method for driving and controlling such a brake system - Patents.com

Abstract

The invention relates to a braking system (1) for a track vehicle, comprising at least two brake cylinders (40a, 40b), at least one pneumatic brake control unit (20) assignable to at least one track vehicle unit of the track vehicle, and at least two relay valves (30a, 30b), each arranged between the at least one pneumatic brake control unit (20) and at least one of the at least two brake cylinders (40a, 40b) and capable of supplying a supply pressure (R) for conversion into braking pressures (C1, C2), wherein the pneumatic brake control unit (20) is connected to the at least two relay valves (30a, 30b) via respective control pressure lines and configured to supply anti-skid corrected control pressures (Cv1, Cv2) to the at least two relay valves (30a, 30b) via the respective control pressure lines. Furthermore, the invention relates to a track vehicle equipped with such a braking system, a computer program product for carrying out the method, as well as a storage medium comprising such a computer program product.

Description

[Technical field]

[0001] The present invention relates to a brake system for a track vehicle, as well as to a method for driving and controlling such a brake system. Furthermore, the present invention relates to a track vehicle equipped with such a brake system, a computer program product for carrying out the method, as well as a storage medium equipped with such a computer program product.

[0002] For example, in braking systems with direct brakes for rail vehicles, electronically controlled anti-skid valves are installed in the vicinity of the bogies in order to ensure sufficient anti-skid performance, among other reasons because an effective anti-skid intervention must allow for sufficiently rapid air intake and exhaust, which a centralized installation of the anti-skid valve cannot guarantee due to the associated long piping lengths and corresponding large volumes.

[0003] FIG. 1 shows such a brake system 1' for braking the wheels of a bogie of a track vehicle. The corresponding description relates exemplarily to two bogies of a vehicle, one of which is represented by the wheels 41a' and 42a' or the corresponding axles and the other by the wheels 41b' and 42b' or the corresponding axles. Each bogie is assigned here a corresponding brake cylinder 40a', 40b' which is arranged here to brake all the wheels of the respectively associated bogie. These brake cylinders are pneumatically actuated by a pneumatic brake control unit 20' which is supplied with a supply pressure R via a main pressure line and which is converted for each brake cylinder 40a' and 40b' into a working pressure C1 for actuating the brake cylinder 40a' and a working pressure C2 for actuating the brake cylinder 40b'. The conversion is performed here by the electronic brake control unit 10' according to the control of the pneumatic brake control unit 20' in response to a service braking command, for example taking into account the axle load. The electronic brake control unit 10' further controls anti-skid valves 60a', 60b' arranged between the pneumatic brake control unit 20' and each brake cylinder 40a' or 40b', respectively, and located in the vicinity of the bogie. For example, when skidding of one or more axles or wheels of the vehicle is detected, the electronic brake control unit 10' controls the anti-skid valves 60a' and 60b' accordingly, so that at least one of the anti-skid valves 60a', 60b' temporarily modifies the respective working pressure C1, C2 by exhausting. The working pressures C1, C2 therefore correspond to the braking pressures C1, C2 applied to each brake cylinder 40a', 40b' when the corresponding anti-skid valve 60a', 60b' is not engaged. Otherwise, i.e. when engaged by the anti-skid valve 60a', 60b', the braking pressure applied to each brake cylinder 40a', 40b' is the braking pressure C1 adapted for anti-skid. * ,C2 *(not shown). Between each anti-skid valve 60a', 60b' and each brake cylinder 40a', 40b' there is furthermore arranged a pressure sensor 50a', 50b' respectively in order to transmit a corresponding control value to the electronic brake control unit 10'.

[0004] Thus, according to the above-mentioned prior art, the supply pressure R is conducted through the anti-skid valves 60a' and 60b' by the pneumatic brake control unit 20' and also in a form already adapted according to the subsequent actuation. This requires correspondingly available construction space, in particular due to the relatively large pipe cross sections involved. This can also result in partially delayed reaction times depending on the volumes to be displaced. This delayed reaction time can be kept within acceptable limits by the spatial proximity of the components, which, however, also limits the possibilities of the embodiment. Additionally, the required electrical actuation of the anti-skid valves 60a' and 60b' by the electronic brake control unit 10' leads to considerable effort in terms of electrical wiring.

[0005] Taking into account the above-mentioned embodiments, the object of the present invention is therefore to provide a braking system which is improved compared to the prior art, in particular with regard to the required construction space and / or reaction times and / or effort and costs.

[0006] This problem is solved by the subject matter of the independent claims. Preferred developments are the subject matter of the dependent claims.

[0007] According to the present invention, a braking system for a rail vehicle is envisaged, the braking system comprising: - at least two brake cylinders; at least one pneumatic brake control unit assignable to at least one track vehicle unit of the track vehicle; at least two relay valves, each of which is arranged between at least one pneumatic brake control unit and at least one of the at least two brake cylinders and which are capable of supplying a supply pressure for conversion into a braking pressure, Here, the pneumatic brake control unit is connected to the at least two relay valves via respective control pressure lines and is configured to supply an anti-skid corrected control pressure to the at least two relay valves via the respective control pressure lines.

[0008] The term rail car here relates to a car of a train, the train itself or also to a train couple. The term rail car unit of a rail car thus refers to the car itself in the case of a car as a rail car, the train itself or a car of the train in the case of a train as a rail car, and refers to the train couple itself, the train of the train couple or a car of the train of the train couple in the case of a train couple as a rail car. The at least one pneumatic brake control unit is thus a centralized pneumatic brake control unit of the rail car unit for at least two relay valves.

[0009] Since the pneumatic brake control unit provides the anti-skid corrected control pressure for the at least two relay valves, the corresponding respective control pressure lines from the pneumatic brake control unit to the at least two relay valves can be formed as pipes with a relatively small cross section. The supply of the pressure to be adapted by the pneumatic brake control unit to the anti-skid corrected control pressure can be effected via a supply line of the supply pressure from the supply pressure line. The supply line can likewise be effected here as a pipe with a relatively small cross section in the sense of a control pressure line. Thus, starting from at least one supply pressure line, only lines such as pipes with a relatively large cross section are required to supply the supply pressure to the at least two relay valves respectively. The supplies to the relay valves can start from a common supply pressure line or can also start from different supply pressure lines.

[0010] The basic idea of ​​the brake system according to the invention is therefore based on the fact that anti-skid correction can be performed via a centralized pneumatic brake control unit for at least two relay valves, whereby larger distances can be bridged with sufficient reaction times via a comparatively small cross section of the control pressure line. Signal amplification in the sense of increasing the volume flow rate required for the application of the desired braking pressure is thus performed by relay valves which are respectively actuated with an anti-skid corrected control pressure. In other words, it is not the working pressure that is anti-skid corrected, but rather the control pressure that is anti-skid corrected.

[0011] The term anti-slide corrected control pressure relates to a control pressure which is adapted if an anti-slide correction request is present, but which does not need to be adapted if such a request is not present. The anti-slide corrected control pressure can therefore also be understood as a control pressure which takes into account the anti-slide request. If, for example, a skid is detected which requires an adaptation of the control pressure which would otherwise be applied even without the occurrence of skid, the anti-slide corrected control pressure is not generated via the pneumatic brake control unit only according to the corresponding higher-level braking command, but is rather adapted in accordance with the anti-slide measures which are likewise to be applied. In the absence of the required anti-slide measures, the anti-slide corrected control pressure corresponds to the control pressure according to the corresponding higher-level braking command.

[0012] The anti-skid modified control pressure in the presence of skid may be directed towards a reduction in the braking force for the wheels or axles involved in the skid, however, alternatively, the anti-skid modified control pressure in the presence of skid may be directed towards an increase in the braking force for the wheels or axles not involved in the skid.

[0013] In principle, both the envisaged pneumatic drive control and the corresponding brake force generation, which will also be described below, can also be hydraulic. Insofar as the term "pneumatic" is used, this term can be interchanged with or include "hydraulic". For known reasons, pneumatic systems are preferably used in conjunction with rail vehicles in various ways.

[0014] In one embodiment, the pneumatic brake control unit is configured to provide an anti-skid corrected control pressure for at least one relay valve of the at least two relay valves independent of an anti-skid corrected control pressure for at least one other relay valve of the at least two relay valves.

[0015] Thus, the at least two relay valves can be actuated and controlled via the pneumatic brake control unit, independently of one another, with different anti-skid corrected control pressures.

[0016] In one embodiment, the pneumatic brake control unit has a main relay valve unit for providing a primary control pressure, in particular an anti-skid corrected control pressure.

[0017] The main relay valve unit can, for example, first adapt the control pressure to the primary control pressure as a control pressure adapted according to a corresponding superior braking command. Alternatively, however, the primary control pressure can also correspond directly to the anti-skid corrected control pressure. In this case, the main relay valve unit takes the required anti-skid measures directly into account. As long as the primary control pressure is not already adapted to the anti-skid corrected control pressure by the main relay valve unit, the primary control pressure can at least correspond to the control pressure without anti-skid correction according to the superior braking command. Alternatively or additionally, the primary control pressure can be adapted to the load-corrected control pressure via the main relay valve unit.

[0018] The main relay valve unit has at least one main relay valve, the actuation control of which by the main relay valve control pressure can again be achieved with a comparatively small line cross section, since only the control pressure is controlled.

[0019] In particular, the pneumatic brake control unit has at least one valve unit in a control pressure line on the main relay unit output side between the main relay valve and at least one of the at least two relay valves, the valve unit being configured to adapt the primary control pressure of the main relay valve unit to a secondary control pressure, in particular to an anti-skid corrected control pressure.

[0020] Thus, for example, the primary control pressure transmitted from the main relay valve unit to the at least one valve unit can be further adapted to the secondary control pressure, so that the control pressure line at the output side of the main relay unit relates to a control pressure line for transmitting a control pressure for a relay valve connected downstream, and not to a control line for providing a control pressure for controlling the at least one main relay valve.

[0021] As long as the primary control pressure already corresponds to the anti-skid corrected control pressure, at least one valve unit, which has a control valve, e.g. an electronic pressure regulating valve, or is configured as such, can carry out a further individual adaptation, e.g. with respect to the load state, the braking state and / or the wheel state. However, as long as the primary control pressure does not initially yet correspond to the anti-skid corrected control pressure, the adaptation of the primary control pressure to the anti-skid corrected control pressure required for this can be carried out via the at least one valve unit as secondary control pressure.

[0022] The anti-slip corrected control pressure can thus be provided via the main relay valve unit or via the at least one valve unit. However, both the main relay valve unit and the at least one valve unit can be configured in such a way that they are each able to provide an anti-slip corrected control pressure. The provision by one or the other unit can here for example take place according to the anti-slip measures to be taken care of or also depending on the air pressure signal level to be provided. However, the main relay valve unit and the at least one valve unit can also partially cooperate to provide the anti-slip corrected control pressure. Similarly, the main relay valve unit and the at least one valve unit can be configured in such a way that they are each able to perform a redundant anti-slip correction of the control pressure. Thus, the at least one valve unit can have the generation of the anti-slip corrected control pressure taken over by the main relay valve unit in case of its own failure and vice versa.

[0023] Preferably, the pneumatic brake control unit has at least one control pressure line at the output of the main relay unit and / or at least one control pressure line section at the output of the main relay unit for each of the at least two relay valves, where at least one valve unit is arranged in each of the control pressure lines at the output of the main relay unit and / or in each of the control pressure line sections at the output of the main relay unit.

[0024] Via at least one control pressure line on the main relay unit output side for each of the at least two relay valves, for example, one other anti-slip corrected control pressure can be provided to each of the at least two relay valves, which can be achieved by the main relay valve unit having a separate main relay valve for each control pressure line on the main relay unit output side, the main relay valve unit having a further pressure adaptation unit downstream of the main relay valve for each control pressure line on the main relay unit output side, and / or at least one valve unit being arranged in the respective control pressure line on the main relay unit output side.

[0025] Alternatively or additionally, the control pressure line at the main relay unit output can branch into at least two control pressure line sections at the main relay unit output. This therefore allows, for example, a different supply of anti-slip corrected control pressure to each of the relay valves connected to the control pressure line section at the respective main relay unit output. This can be done via a valve unit arranged in the control pressure line section at the respective main relay unit output. An alternative configuration for the control pressure line sections at the at least two main relay unit output occurs, for example, in the case of two relay valves. In the case of four relay valves, a combination can be provided, for example, of two relay valves each connected to a control pressure line at the main relay unit output, which also comprises two control pressure line sections at the main relay unit output for each of the two relay valves.

[0026] In one embodiment, the pneumatic brake control unit comprises a control unit configured to drive and control the main relay valve unit and / or the at least one valve unit via a control line.

[0027] The control unit is, for example, an electronic brake control unit having at least one input for a braking command in order to control the main relay valve unit and / or at least one valve unit accordingly. Furthermore, the control unit can be supplied with an anti-slip signal via at least one signal input or also via a further signal input in order to control the main relay valve unit and / or at least one valve unit in such a way that an anti-slip corrected control pressure is generated. The anti-slip signal can here, for example, be a signal of a wheel speed sensor. The signal of the wheel speed sensor can be supplied directly as a control signal for a corresponding anti-slip correction or can be processed by the control unit first. In the latter case, the control unit can be configured to determine the anti-slip correction to be made itself. This anti-slip correction can be made depending on the braking type, the operating mode of the invention and / or a risk consideration. Alternatively or additionally to the transmission of the anti-slide signal via a sensor indicative of skid, the anti-slide signal can also be transmitted to the control unit of the pneumatic brake control unit via a higher-level control unit, such as a centralized track vehicle control unit.

[0028] The actuation of the main relay valve unit and / or the at least one valve unit via the control line can be pneumatic in the sense of providing a control pressure or can also be signal-technically actuated. For example, if the main relay valve unit is actuated by signal technology, this main relay valve unit also has components for generating a control pressure for at least one main relay valve. Alternatively or additionally, the control line can directly guide the main relay control pressure from the control unit to at least one main relay section. The control line for the actuation of the main relay valve unit and / or the at least one valve unit by the control unit is the control unit control line, i.e. not the control pressure line for the anti-slip corrected control pressure. However, it is basically also possible that the pressure supply of the control unit in the case of pneumatic actuation of the main relay valve unit and / or the at least one valve unit can be branched off from the control pressure line on the main relay unit input side and / or the control pressure line on the valve unit input side via the control unit control line.

[0029] In particular, the pressure sensor is arranged in the control pressure line at the output of the main relay unit and is connected in signal technology to the control unit.

[0030] The pressure sensor can thereby transmit to the control unit an input pressure that is to be adapted to the anti-skid corrected control pressure in order to make the corresponding adaptation precise. Fluctuations or other changes in the input pressure are thus taken into account by the control unit. The control unit may accordingly be configured to identify faults depending on the signal of the pressure sensor and to transmit a warning message and / or to initiate emergency actions, for example in relation to braking.

[0031] In one embodiment, the pneumatic brake control unit comprises a main relay valve unit and / or an emergency brake control unit configured to drive and control the at least one valve unit via a control line.

[0032] The emergency brake control unit may be part of the control unit or may be provided separately from the control unit. In particular, the emergency brake control unit and the units controlled thereby are configured in such a way that the control carried out by the emergency brake control unit is carried out with priority or other control operations which possibly oppose or prevent the execution of the control by the emergency brake control unit are interrupted.

[0033] In particular, the emergency brake control unit comprises at least one emergency brake valve which can in particular be actuated by the control unit.

[0034] The emergency brake control unit can thus operate as a pneumatic emergency brake control unit which is signal-technically driven by a control unit which here enables the emergency brake control unit to set, for example, an emergency brake control pressure to be applied for the main relay valve unit, which in this case represents a control pressure for at least one main relay valve for generating a primary control pressure for a downstream relay valve.

[0035] In one embodiment, at least one pressure sensor is arranged in the control pressure line on the main relay unit output side between the main relay valve unit and at least one of the at least two relay valves, in particular between at least one of the valve units and each relay valve, preferably between each of the valve units and each relay valve.

[0036] The adaptation of the anti-skid corrected control pressure can thereby be monitored and / or controlled by the main relay valve unit and / or the at least one valve unit. The output signal of the corresponding pressure sensor can be transferred for this purpose to a control unit of, for example, a pneumatic brake control unit and / or to a higher-level control unit, such as a centralized track vehicle control unit.

[0037] In one embodiment, the relay valves are arranged as local relay valves in the vicinity of the brake cylinders respectively assigned to them, in particular in the region of the bogies of the track car unit which can be assigned to each brake cylinder.

[0038] The brake pressure to be applied to each brake cylinder can thus be generated locally by a relay valve assigned to each brake cylinder. The relatively large line cross-section of the brake pressure line from each relay valve to each brake cylinder, which is required for this, can thus be kept to an acceptable size in terms of the required reaction times. In other words, by means of the local relay valves, the respective anti-skid corrected control pressure applied to each local relay valve can be increased to the required brake pressure volume flow rate. The generation of the anti-skid corrected control pressure here can also take place elsewhere, in particular centrally, since the relatively small line cross-sections that must be provided for transmission to the relay valves make it possible to bridge longer distances with sufficient reaction times.

[0039] For example, one local relay valve can be provided for each bogie, via which the brake cylinders of the bogie are supplied with braking pressure in accordance with an anti-skid corrected control pressure preset in the local relay valve, the respective local relay valve being arranged for this purpose, for example, in the vicinity of the respective bogie, in particular on or in said bogie.

[0040] It is also possible to provide one relay valve per axle in order to be able to brake not only the bogie but also the individual axles of the bogie independently. In the case of separate axles, the diversion for the individual wheels applies in the same way.

[0041] According to a further aspect, the present invention relates to a method for controlling a brake system as described above, comprising the following steps: providing a supply pressure to each of the at least two relay valves; controlling at least two relay valves with an anti-skid corrected control pressure via a pneumatic brake control unit; and transmitting each braking pressure resulting from the supply pressure and the anti-skid corrected control pressure to at least one brake cylinder assigned to each relay valve.

[0042] As already mentioned above, at least two relay valves can be provided with a supply pressure via a relatively large supply cross section in order to achieve the required volume flow rate. This derived supply pressure is then converted into a brake pressure or brake cylinder pressure according to a control pressure applied to each relay valve. The supply pressure can be derived here from a supply pressure line. The line of the line system having a relatively large line cross section can also be called the main pressure line.

[0043] The actuation control of the relay valves via an anti-skid corrected control pressure generated in a pneumatic control unit is then transmitted to each relay valve via a line having a relatively small cross section.

[0044] In one embodiment of the method, the anti-skid corrected control pressure is set via the main relay valve unit mentioned above and / or via at least one valve unit mentioned above.

[0045] The method features explained in the above description of the brake system or equivalent device features also relate to likewise advantageous developments of the method according to the invention.

[0046] According to a further aspect, the invention relates to a track vehicle comprising a braking system as described above, in which the brake control unit is arranged in a track vehicle unit of the track vehicle and at least two relay valves are each assigned to at least one bogie, in particular arranged on or in said bogie.

[0047] The entire rail vehicle or a rail car unit of the rail vehicle can thus have a pneumatic brake control unit as at least one centralized pneumatic brake control, which transmits the respective anti-skid corrected control pressure via a control pressure line to a local relay valve, in particular to each brake cylinder of a bogie, which is locally assigned to each at least one bogie. However, the entire rail vehicle or the associated rail car unit can also have several of the aforementioned brake systems, in which case each pneumatic brake control unit in a centralized manner drives at least two local relay valves, respectively via an anti-skid corrected control pressure.

[0048] Each brake system can be independently controlled via a pneumatic brake control unit, which then has corresponding signal inputs for braking commands and anti-skid events, but the pneumatic brake control units can alternatively or additionally also be controlled via a higher-level electronic brake control unit.

[0049] The vehicle features explained in the above description of the brake system or the method or equivalent device and / or method features also relate to likewise advantageous developments of the vehicle according to the invention.

[0050] According to a further aspect, the invention relates to a computer program product comprising code means which, when executed on a data processing unit, cause the data processing unit to carry out the method described above.

[0051] According to a further aspect, the invention relates to a storage medium for being read by a data processing unit, wherein said storage medium comprises a computer program product according to the preceding paragraph.

[0052] The use of the computer program product or storage medium preferably provides means for configuring an existing data processing unit to perform the above-mentioned method, whereby a rail vehicle may also have a data processing unit configured to perform the above-mentioned method.

[0053] The embodiments of the invention described above and below should not be considered as limitations on the subject matter of the invention, but rather, by supplementing, omitting or replacing individual features, further subject matter according to the invention can be obtained.

[0054] In the following, preferred embodiments of the present invention will be described with reference to the accompanying drawings. [Brief description of the drawings]

[0055] [Figure 1] FIG. 1 is a schematic diagram illustrating an exemplary prior art braking system for a rail vehicle. [Diagram 2] 1 is a schematic diagram illustrating a braking system for a rail vehicle in accordance with an exemplary embodiment of the present invention. [Diagram 3] FIG. 2 is a detailed schematic diagram of a pneumatic brake control unit of the brake system according to FIG. 1;

[0056] FIG. 1 shows a schematic diagram of an exemplary prior art braking system 1' for a rail vehicle.

[0057] The brake system 1' shown in FIG. 1 corresponds to the brake system 1' already described in the section Prior Art.

[0058] FIG. 2 shows a schematic diagram of a braking system 1 for a track vehicle according to an exemplary embodiment of the invention.

[0059] In the exemplary embodiment, the brake system 1 is shown as a brake system for a vehicle as a track car unit of a track car. The vehicle has two bogies. One bogie is represented by wheels 41a, 42a, which also represent the respective axles of the bogie. The wheels 41a, 42a or the associated axles can be braked via brake cylinders 40a located in or on the bogie. The other bogie is similarly represented by wheels 41b, 42b, which also represent the respective axles of the bogie. The wheels 41b, 42b or the associated axles can be braked via brake cylinders 40b located in or on the bogie. In an alternative embodiment, multiple brake cylinders can be located on the bogie.

[0060] Each of the brake cylinders 40a, 40b is assigned a respective relay valve 30a, 30b. One of the relay valves 30a converts the supply pressure R derived from the supply pressure line into a brake pressure C1, which is supplied to the brake cylinder 40a, depending on the anti-skid corrected control pressure Cv1. Similarly, the other relay valve 30b converts the supply pressure R, also derived from the supply pressure line, into a brake pressure C2, which is supplied to the brake cylinder 40b, depending on the anti-skid corrected control pressure Cv2. The lines for conducting the supply pressure R to the relay valves 30a, 30b and the lines for conducting the respective brake pressures C1, C2 from each of the relay valves 30a, 30b to each of the brake cylinders 40a, 40b can generally be referred to as main pressure lines. These main pressure lines have a relatively large cross section in comparison with the control pressure lines, which will be described further below, in order to allow the required volumetric flow rates or to sufficiently amplify the applied control pressure signals.

[0061] To generate the respective anti-skid corrected control pressures Cv1, Cv2, the relay valves 30a, 30b are connected via control pressure lines to the pneumatic brake control unit 20, which is also connected via a control pressure line to a supply pressure line. Correspondingly, the pneumatic brake control unit 20 is supplied with a supply pressure R to generate the anti-skid corrected control pressures Cv1, Cv2. The control pressure line here has a comparatively small cross section with respect to the supply pressure line.

[0062] For controlling the pneumatic brake control unit 20, the brake system 1 has an electronic brake control unit 10, which in an exemplary embodiment is a centralized electronic brake control unit 10, which controls the pneumatic brake control unit 20 according to incoming brake control commands as well as according to incoming anti-skid signals. Alternatively, the pneumatic brake control unit 20 can also include the electronic brake control unit 10. In such a case, the electronic brake control unit 10 likewise forms a corresponding centralized electronic brake control unit, insofar as the pneumatic brake control unit 20 is provided as a centralized pneumatic brake control unit 20 for a track vehicle unit or as a centralized pneumatic brake control unit 20 for the entire track vehicle. Alternatively, the pneumatic brake control unit 20 and / or the electronic brake control unit 10 can also be controlled by further higher-level controls.

[0063] The control of the pneumatic brake control unit 20 via the electronic brake control unit 10 is carried out here via control lines. The electronic brake control unit is likewise connected via control lines to pressure sensors 50a, 50b, which are arranged between the relay valves 30a, 30b, respectively, and the brake cylinders 40a, 40b assigned to these relay valves 30a, 30b. The pressure sensors 50a, 50b transmit pressure signals representative of the respective brake pressures C1, C2 to the electronic brake control unit 10, which pressure signals can be used, for example, for monitoring the correct functioning, the closed-loop control and / or for outputting warning messages.

[0064] The exemplary embodiment of the brake system 1 thus has a principle with three line types. The supply pressure lines of the lines leading from there to the relay valves as well as the lines starting from the relay valves and running to the brake cylinders are as lines of a first line type. The lines of this first line type can be referred to here as main pressure lines. These main pressure lines have a relatively large cross section. The main pressure lines are represented in the drawing by solid lines. As lines of a second line type, the control pressure lines start from the supply pressure lines or the corresponding main pressure lines and run to the pneumatic brake control unit 20 and then from there to the respective relay valves 30a, 30b. These control pressure lines have a relatively small cross section with respect to the main pressure lines. The control pressure lines are represented in the drawing by dashed lines. In other embodiments, the main pressure lines and the control pressure lines can have the same or at least similar cross sections. However, the use of relatively small cross sections may be advantageous, at least in terms of the associated reaction times, or allow longer line paths, and furthermore the cross sections of the individual main pressure lines and / or main pressure line sections may differ from one another. This also applies to the control pressure lines and / or control pressure line sections. Finally, as lines of a third line type, control lines are provided for driving and controlling the pneumatic brake control unit 20 by the electronic brake control unit 10, as well as for the transfer of signals from the pressure sensors 50a, 50b to the electronic brake control unit 10. In the exemplary embodiment, the signal transfer via the control lines is carried out by means of electrical signals. Alternatively or additionally, other signal forms, such as pneumatic signals, can also be envisaged. These control lines are represented by dotted lines in the drawings. For the sake of clarity, it should be noted that the control pressure lines relate to lines which, as a result, can provide an anti-skid corrected control pressure for the relay valve, i.e. lines which guide a volume quantity which should therefore be adapted for this purpose. In contrast, a control line represents a line for controlling a component for adapting a control pressure.

[0065] FIG. 3 is a schematic diagram showing details of the pneumatic brake control unit 20 of the brake system 1 according to FIG.

[0066] In an exemplary embodiment, the brake control unit 20 comprises a main relay valve unit 24 as well as a control unit 22 and an emergency brake valve 23, where the main relay valve unit 24 can be actuated via the control unit 22 and / or the emergency brake valve 23. A pressure sensor 21 is arranged upstream of the main relay unit 24 in a control pressure line at the input side of the brake control unit, to which pressure can be applied from a supply line. This pressure sensor 21 is connected via a control line to the control unit 22, so that the control unit 22 can take into account the pressure currently supplied to the main relay valve unit 24 when actuating. Furthermore, the control unit 22 sets an emergency braking pressure at the emergency brake valve 23, via which the main relay valve unit 24 is actuated in the case of emergency braking.

[0067] The main relay valve unit 24 has a main relay valve (not shown) which converts the input pressure into a control pressure for the relay valves 30a, 30b depending on the actuation by the control unit 22 or the emergency brake valve 23. This control pressure is thus delivered via a control pressure line at the output of the main relay valve unit which branches off to the respective relay valves 30a, 30b. In the control pressure line branch at the output of the main relay valve unit leading to the relay valve 30a, a control valve unit 25a is arranged as an example of a valve unit, which converts the control pressure coming from the main relay valve unit 24 into an anti-slip corrected control pressure Cv1 for the relay valve 30a. This anti-slip correction can be effected by actuation of the control valve unit 25a by the control unit 22 and / or via an external signal transfer via the electronic brake control unit 10 and / or via another unit which detects or determines the initiation of the anti-slip measures. The anti-slip corrected control pressure Cv1 is then transmitted to the relay valve 30a. The pneumatic brake control unit 20 further comprises a pressure sensor 26a between the control valve unit 25a and the relay valve 30a, via which the anti-skid corrected control pressure can be monitored and / or can be put to further use for further control and / or output. Similarly, the conversion of the control pressure coming from the main relay valve unit 24 into the anti-skid corrected control pressure Cv2 for the other relay valve 30b takes place via the control valve unit 25b. Also in the control pressure line section at the output of the main relay valve unit for the other relay valve 30b, a pressure sensor 26b is provided between the control valve unit 25b and the relay valve 30b. Furthermore, the pneumatic brake control unit 20 comprises a connecting valve 27, by which the control pressure line sections at the output of each control valve unit can be connected to one another. This connecting valve allows, for example, that during normal operation, the two anti-skid corrected control pressures Cv1, Cv2, and thus the braking pressures C1, C2, can be controlled by only one of the two valve units 25a, 25b, and thus the valve unit 25a, 25b that is not currently in use can be exposed to operation, which reduces energy consumption and the number of valve plays.Operation of the two valve units 25a, 25b can then be envisaged if a fast reaction time is required and / or if different anti-skid corrected control pressures Cv1, Cv2 and thus different braking pressures C1, C2 are to be applied.

[0068] The anti-slip corrected control pressures Cv1, Cv2 are anti-slip corrected individually for each of the relay valves 30a, 30b in the exemplary embodiment via the control valve units 25a, 25b. Alternatively, however, the anti-slip correction of the control pressures can also already be performed by the main relay valve unit 24. The relay valves 30a, 30b can then be pre-set, for example, with the same anti-slip corrected control pressures Cv1, Cv2, which can then be individually adapted and / or switched on and off according to other pre-settings by the respective control valve units 25a, 25b in each control pressure line section. In a further alternative, the main relay valve unit has one main relay valve for each relay valve 30a, 30b or in a group of relay valves for each group, as well as a corresponding control pressure line output for each main relay valve. Thus, one control pressure line per main relay valve can be directed to each relay valve 30a, 30b, or to a corresponding group of relay valves. Each of the main relay valves can, in such a configuration, provide an anti-skid corrected control pressure Cv1, Cv2 individually.

[0069] In situations where the control valve units 25a, 25b or such valve units do not contribute to the anti-slip correction and / or no other further adaptations and / or connections and interruptions of the anti-slip corrected control pressure are provided, they may also be omitted.

[0070] The invention is not limited to the described embodiments, in particular the features described for the embodiments and developments of the invention described above can be combined with each other, unless they are excluded to the extent that this is reasonable. [Explanation of symbols]

[0071] 1,1' Brake system 10,10' Electronic Brake Control Unit 20,20' Pneumatic Brake Control Unit 21 Pressure Sensor 22 Control Unit 23 Emergency brake valve 24 Main relay valve unit 25a, 25b Control valve unit (valve unit) 26a, 26b Pressure sensor 27 Connection valve 30a, 30b Relay valve 40a, 40a', 40b, 40b' Brake cylinder 41a, 41a', 42a, 42a' Wheels (Brake cylinders 40a, 40a') 41b, 41b', 42b, 42b' Wheels (Brake cylinders 40b, 40b') 50a, 50a', 50b, 50b' Pressure sensor 60a', 60b' Anti-skid valve C1, C2 Working pressure (braking pressure) Cv1, Cv2 control pressure R Supply pressure --- Main pressure lines --- Control pressure line Control line

Claims

1. A braking system (1) for a rail vehicle, comprising: At least two brake cylinders (40a, 40b); at least one pneumatic brake control unit (20) assignable to at least one track car unit of said track car; at least two relay valves (30a, 30b), each of which is arranged between the at least one pneumatic brake control unit (20) and at least one of the at least two brake cylinders (40a, 40b), and which are capable of supplying a supply pressure (R) for conversion into a braking pressure (C1, C2); wherein the pneumatic brake control unit (20) is connected to the at least two relay valves (30a, 30b) respectively via respective control pressure lines and is configured to supply anti-skid corrected control pressures (Cv1, Cv2) to the at least two relay valves (30a, 30b) via the respective control pressure lines.

2. 2. The brake system (1) of claim 1, wherein the pneumatic brake control unit (20) is configured to provide the anti-skid corrected control pressure (Cv1) for at least one of the at least two relay valves (30a, 30b) independently of the anti-skid corrected control pressure (Cv2) for at least another of the at least two relay valves (30a, 30b).

3. 3. The brake system (1) according to claim 1 or 2, wherein the pneumatic brake control unit (20) comprises a main relay valve unit (24) for providing a primary control pressure, in particular the anti-skid corrected control pressure (Cv1, Cv2).

4. 4. The brake system (1) according to claim 3, wherein the pneumatic brake control unit (20) comprises at least one valve unit (25a, 25b) in a control pressure line on the main relay unit output side between the main relay valve (24) and at least one of the at least two relay valves, the valve unit (25a, 25b) being configured to adapt the primary control pressure of the main relay valve unit (24) to a secondary control pressure, in particular to the anti-skid corrected control pressures (Cv1, Cv2).

5. 5. The brake system (1) according to claim 4, wherein the pneumatic brake control unit has at least one control pressure line on the output side of the main relay unit and / or at least one control pressure line section on the output side of the main relay unit for each of the at least two relay valves (30a, 30b), and at least one valve unit (25a, 25b) is arranged in at least each of the control pressure lines on the output side of the main relay unit and / or in each of the control pressure line sections on the output side of the main relay unit.

6. 6. The brake system (1) according to claim 3, wherein the pneumatic brake control unit (20) comprises a control unit (22) configured to drive and control the main relay valve unit (24) and / or the at least one valve unit (25a, 25b) via a control line.

7. 7. A brake system according to claim 6, characterized in that a pressure sensor (21) is arranged in the control pressure line at the output of the main relay unit and is connected in signal technology to said control unit (22).

8. 8. The brake system (1) according to claim 3, wherein the pneumatic brake control unit (20) comprises an emergency brake control unit (23) configured to drive and control the main relay valve unit (24) and / or the at least one valve unit (25a, 25b) via a control line.

9. 9. Brake system (1) according to claim 8, characterized in that the emergency brake control unit (23) comprises at least one emergency brake valve (23) which can be actuated in particular by the control unit (22).

10. A brake system (1) according to any one of claims 3 to 9, wherein at least one pressure sensor (26a, 26b) is arranged in the control pressure line on the main relay unit output side between the main relay valve unit and at least one of the at least two relay valves (30a, 30b), in particular between at least one of the valve units (25a, 26b) and each of the relay valves (30a, 30b), preferably between each of the valve units (25a, 25b) and each of the relay valves (30a, 30b).

11. The brake system (1) according to any one of claims 1 to 10, wherein the relay valves (30a, 30b) are arranged as local relay valves in the vicinity of the brake cylinders (40a, 40b) respectively assigned to the relay valves (30a, 30b), in particular in the region of a bogie of the track car unit which can be assigned to each of the brake cylinders (40a, 40b).

12. A method for controlling a brake system (1) according to any one of claims 1 to 11, comprising the following steps: providing a supply pressure (R) to each of at least two relay valves (30a, 30b); controlling said at least two relay valves (30a, 30b) with anti-skid corrected control pressures (Cv1, Cv2) via a pneumatic brake control unit (20); and transmitting each brake pressure (C1, C2) resulting from the supply pressure (R) and the anti-skid corrected control pressure (Cv1, Cv2) to at least one brake cylinder (40a, 40b) assigned to each relay valve (30a, 30b).

13. 13. The method according to claim 12, wherein the anti-slip corrected control pressures (Cv1, Cv2) are set via a main relay valve unit (24) according to any one of claims 3 to 11 and / or via at least one valve unit (25a, 25b) according to any one of claims 4 to 11.

14. 12. A track vehicle equipped with a brake system (1) according to any one of claims 1 to 11, in which a brake control unit (20) is arranged in a track vehicle unit of the track vehicle, and at least two relay valves (30a, 30b) are each assigned to at least one bogie, in particular arranged on or in said bogie.

15. A computer program product comprising code means which, when executed on a data processing unit, causes the data processing unit to carry out a method according to claim 12 or 13.

16. 16. A storage medium for being read by a data processing unit, said storage medium comprising a computer program product according to claim 15.

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