Brake system with an energy supply system combined with an energy storage method for operating an at least partly electrically operated friction brake setter in a railway vehicle

Abstract

The present invention relates to a brake system (B) including an energy supply system (4) having a first energy accumulator (5) and a second energy accumulator (6). The first energy accumulator (5) is configured to output a defined amount of energy for maintaining a safe braking function by a single full operation of the braking power unit (3) within a first period (t1). The second energy accumulator (6) is configured to output an amount of energy over a second period (t2), where the second period (t2) is longer than the first period (t1). The first energy accumulator (5) has a design goal of achieving as high a power as possible relative to the power demand per unit time. The second energy accumulator (6) has the objective of maintaining the availability of the safe braking function for as long an operating period as possible during an interruption of the external energy supply, even when no braking energy is present or when only a minimum amount of braking energy must be provided to supply standby electronics.

Description

[Technical Field]

[0001] The use of at least partly electrically operated friction brake setters, so-called electromechanical brakes, is an increasingly advantageous alternative to pneumatic braking systems in railway vehicles.

[0002] DE 10 2017 215 289 A1 discloses a brake actuator for railway vehicles, which comprises a housing, a pressure element configured to be pressed against a brake disc, means for moving the pressure element, a logic unit in or on the housing configured to control the means for moving the pressure element, control connections on the housing, supply connections on the housing for supplying energy to the brake actuator, and power electronics with an energy accumulator arranged in or on the housing and assigned to only one brake actuator.

[0003] In contrast, pneumatic and electromechanical brakes typically involve mechanical components for operating disc or wheel brakes. Pneumatic brake systems are considered the most reliable technology today, based on their historically established technical reliability, resulting from a long history of experience (approximately 150 years). Furthermore, this air friction braking approach offers extremely high availability and uninterrupted braking performance, independent of the state of other systems or the vehicle's surrounding environment. Therefore, air friction brakes are now required by standards and regulations for mainline rail vehicles in all markets worldwide. Additionally, there are braking systems based on other technological approaches, such as electrodynamic brakes, which utilize physical induction effects to recover kinetic energy from the braking process, making them more economical. However, such brakes are not highly available and are considered functionally unsafe because their braking energy dissipation and functionality generally depend on the state of the electrical and partially electronic subsystems involved, as well as the state of the vehicle.

[0004] This also applies to electromechanical braking systems.

[0005] It is therefore an object of the present invention to provide an alternative friction brake system based on an electromechanical principle of action, which has associated therewith a safe energy supply.

[0006] This problem is solved by a braking system according to claim 1. Further advantageous configurations of the invention are the subject of the dependent claims.

[0007] The braking system according to the present invention is configured to generate at least one frictional braking force associated with or resulting from a safety braking function (eg, rapid braking or emergency braking).

[0008] A safe braking function is a local or train-wide function of the braking system with increased safety requirements, such as emergency braking or parking brake. A corresponding safe braking path is a set of functions that, as a whole, executes a braking process with high safety integrity.

[0009] A braking system according to the present invention includes at least one friction brake setter that is at least partially electrically operated. An electromechanical braking system is a braking system that uses at least electronic, electrical, and mechanical components to provide the capability to generate vehicle retarding or braking force.

[0010] Furthermore, the brake system according to the invention comprises at least one brake control unit configured to provide a control or setting signal for at least one stress setting variable (e.g. tension force, braking torque) which is an open-loop or closed-loop controlled variable that directly or indirectly represents the brake path requirement for generating a stress (e.g. cylinder force) in a coordinate system related to the brake setter, as well as associated open-loop controlled or manipulated variables, such as reduction signals taken into account when setting this stress, adaptation variables for quality improvement, etc.

[0011] Furthermore, a brake control unit is a collection of functions that provide train-wide and local braking and extension functions in the brake path based on control inputs and / or vehicle state variables and / or brake state variables. The brake path is the sum of all functions that interact between the brake system's control inputs and the generation of frictional braking forces to establish the braking function of the entire system.

[0012] Furthermore, the braking system according to the present invention includes at least one actuator control unit configured to provide at least one actuation variable as a control or setting signal for at least one braking force unit (e.g., an excitation variable for an electromechanical principle), the actuator control unit including, for example, a set of functions to provide to the vehicle in the brake path based on the stress setting variable.

[0013] The actuator control unit receives control input from the brake control unit for implementing a stress set variable with a safe control path as part of a safe braking function, and can also initiate a state transition that causes the braking force unit to transition to a safe state.

[0014] Furthermore, the brake system includes at least one braking force unit configured to execute a set force for converting at least one actuation variable received from the actuator control unit as a control or set signal into a friction braking force.

[0015] The braking force unit includes, for example, a collection of functions for generating a friction braking force based on actuation variables, which are open-loop or closed-loop control variables that must be provided to the electromechanical process or its operating principle in order to determine and request a unique motion, stress or position state or similar state characteristic (e.g., a parking brake).

[0016] The brake system according to the present invention further includes an energy supply system configured to supply energy to at least one braking power unit, the energy supply system having at least one first energy accumulator and a second energy accumulator. The first energy accumulator is configured to output a defined amount of energy with a defined maximum mechanical or electrical output for maintaining at least one safe braking function by fully operating the braking power unit at least once within a first period of time. In contrast, the second energy accumulator is configured to output the energy amount over a second period of time, the second period being longer than the first period of time. The first energy accumulator has a design goal of enabling as high a power as possible relative to the power demand per unit time, at least for the duration of the operation (e.g., until the braking power unit assumes a safe state during emergency braking). In contrast, the second energy accumulator must have a lower energy requirement per unit time, with the objective of maintaining the availability of the safe braking function for as long an operating period as possible in the event of an interruption in the external energy supply, even if no braking energy is available or if it must only provide a minimal amount of braking energy to supply the standby electronics. Furthermore, the second energy accumulator must be designed to provide a switchover process to the first energy accumulator in order to perform at least one safe braking function together with at least one complete operating function for as long an operating period as possible.

[0017] The associated energy supply is here provided at least in part with safety integrity in order to provide, in conjunction with the braking force unit and its function for generating a safe braking force, a safe friction braking force on demand that satisfies the safe braking function.

[0018] In other words, the first energy store and the second energy store are buffer storage units, and the first energy store can be used to call up a maximum amount of energy even for a short period of time, while the second energy store can be used to call up a constant energy supply over the longest possible period of time.

[0019] The brake control unit provides a control or set signal for the stress set variable, preferably using a software-based safe braking function. The actuator control unit has the purpose of implementing the stress set variable using a safe control path as part of the safe braking function and can optionally also generate a switching command in order to put the brake force unit into a safe state. The use of an energy supply system can ensure that emergency or rapid braking can be quickly triggered even in electromechanical brake systems.

[0020] Thus, the advantages of pneumatic brake systems can also be realized in electromechanical brake systems. This reduces the system weight, for example, because additional peripheral systems for energy conversion, such as compressors, that are required in pneumatic brake systems, are no longer necessary. Brake system functions can be implemented using electronic and software approaches, and can be tailored to customer requests, market requirements, and vehicle type. Furthermore, the electronics and software enable situation-dependent dynamic behavior of the system over its operating time, which can improve braking quality, such as braking distance and braking comfort. Furthermore, the dynamic characteristics of braking force changes or brake state changes can be improved to improve braking quality, for example, in anti-slip functions.

[0021] Accordingly, maintenance and error detection are facilitated and the brake system can be coupled to a driver assistance model.

[0022] The first and / or second energy storage units may each include multiple redundant energy stores, thereby enabling a highly secure and available supply of energy.

[0023] Preferably, the brake system is further adapted to generate friction braking force using a service brake function.

[0024] A service braking function is a local or train-wide braking function of a braking system with daily safety requirements. The corresponding service braking path is a series of functions that execute braking processes with a lower overall safety integrity. In other words, the brake system according to the present invention allows for rapid switching between safety braking functions (i.e., emergency braking or rapid braking) and service braking functions.

[0025] Preferably, the energy supply system is configured to supply energy to the actuator control unit as well as the brake control unit, and in particular the second energy accumulator is configured to supply energy to the actuator control unit as well as the brake control unit and optionally further to the braking force unit.

[0026] Thereby, different parts of the energy supply system supply different components of the brake system, which also leads to a high safety integrity.

[0027] Preferably, the first or second energy accumulator is configured to store electrical energy. In this case, the first energy accumulator can advantageously be configured as an electrical accumulator with a high capacitance characteristic, preferably as a capacitor, more preferably as a plate capacitor or supercapacitor, and the second energy accumulator is preferably configured as a chemical accumulator, more preferably as a battery. A plate capacitor or supercapacitor allows for the rapid release of large amounts of energy, while a battery allows for the release of small amounts of energy, but over a very long period of time.

[0028] Alternatively, the first and / or second energy accumulator is configured to store pneumatic, chemical, hydraulic or mechanical energy, in which case the energy supply system preferably comprises a charging unit for at least the first and / or second energy accumulator, which charging unit is adapted to convert supplied electrical energy into an energy form compatible with the first and / or second energy accumulator.

[0029] Thus, electrical energy can be stored in both energy stores, but energy can also be stored in other forms.

[0030] Preferably, the first energy store is adapted to charge the second energy store and / or the second energy store is adapted to charge the first energy store.

[0031] More preferably, the braking system according to the invention further comprises an electrical interface adapted to supply external electrical energy to the energy supply system.

[0032] Thereby, the first energy store and / or the second energy store can be charged accordingly even if there is not enough stored energy.

[0033] Further preferably, the brake system comprises a supply monitor and a switching unit, in which case the supply monitor is configured to evaluate the state and integrity of the accumulators and electrical interfaces included in the energy supply system and possibly generate at least one switching command.

[0034] Thereby, the switching unit is adapted to receive and execute at least one switching command and thus to switch the supply from at least the braking force unit and optionally the actuator control unit and further optionally the brake control unit of the brake system to one of the two energy accumulators or to the electrical interface, respectively, which can be used, for example, as a protection mechanism (e.g. in case of a fault in the energy or power supply from the accumulators).

[0035] More preferably, the energy supply system further comprises an energy supply unit capable of providing electrical energy to the first and second energy accumulators, the braking force unit, the actuator control unit and / or the brake control unit, wherein the electrical energy is obtained by energy harvesting from the motion of the braking force unit or preferably from other components, and further preferably in the form of piezoelectric, thermoelectric and / or photoelectric effects, or energy generated by a generator.

[0036] Furthermore, the braking force unit is preferably adapted to assume a safe state by means of a function for safe braking force generation or maintenance, which can be maintained without further energy supply by means of a locking function, which is particularly important during rapid or emergency braking functions.

[0037] Hereinafter, embodiments of the present invention will be described in more detail with reference to the accompanying drawings. [Brief explanation of the drawings]

[0038] [Figure 1] 1 is a schematic diagram of an inventive braking system according to the present invention; [Figure 2] FIG. 1 is a schematic diagram showing a detailed first embodiment of the present invention. [Figure 3] FIG. 10 is a detailed view showing a second embodiment of the present invention.

[0039] 1 shows a braking system B according to the invention, which includes a brake control unit 1 that receives a switching command and outputs a stress setting variable, an actuator control unit 2 that receives the stress setting variable and outputs an actuator variable, and a braking force unit 3 that receives actuation variables and energy from the outside. The entire braking system B also outputs a braking force. FIG. 1 shows logic units that in one embodiment can all be contained in separate functional carriers (e.g., control devices), but in another embodiment can all be contained in a single functional carrier. These can be hardware units, software units, or combined units.

[0040] The energy supply system 4 of the brake system has an external energy supply via an electrical interface 8 and comprises a buffer storage unit 12 with a first energy store 5 and a second energy store 6. Furthermore, the energy supply system 4 comprises a supply monitor 9 and a switching unit 10, as well as a charging unit 7 and an energy supply unit 11. The energy supply system 4 takes over the energy supply of the entire brake system and transmits switching commands to the brake control unit 1.

[0041] FIG. 2 shows a detailed first embodiment of the invention. The energy supply system 4 again includes a buffer storage unit 12 with a first energy storage device 5 and a second energy storage device 6. The energy supply system 4 further includes a supply monitor 9, a switching unit 10, and charging units (7 and 7') corresponding to each storage device (5, 6). The energy supply system 4 transmits switching commands and corresponding energy supplies to further components of the brake system B. The first brake control unit 1 and the first actuator control unit 2 are illustratively provided in the train or structure, or at least one per bogie. The first brake control unit 1 includes a service brake function and at least one stress setting variable (e.g., a target cylinder stress or a reduction signal) for the corresponding first actuator control unit 2. In this case, the first actuator control unit 2 is illustratively provided to provide the actuation variable and the service brake path. Here, it is not important where exactly the first actuator control unit 2 is arranged; the first actuator control unit 2 may be arranged directly in the actuator.

[0042] The bogie also accommodates a second brake control unit 1', a second actuator control unit 2', and a braking force unit 3, located close to the friction force generator. The corresponding safety braking functions are performed here. The second brake control unit 2' provides a stress setting variable and at least one switching command in the safety brake path, while the second actuator control unit 2' receives the stress setting variable and provides an actuation variable in the safety brake path (which is the safety control path). The braking force unit 3 receives the actuation variable via the safety control path and converts it into a set stress using at least a partially electrical operating principle. The braking force generated using the locking function can be maintained energy-free using set stress energy. An energy supply unit 4 is also provided, for example, in the train or in the structure, but is also provided at least for each bogie, train, train group, or car, for example, in the structure or under the floor. The braking force unit 3, the second brake control unit T, the second brake control unit 2', and further associated units are supplied with energy exclusively by the energy supply unit. The first energy storage device 5 is configured as an electrical or electrochemical element, such as a plate capacitor or supercapacitor. The second energy storage device 6 is also configured as an electrical or electrochemical element, but here as a battery, for example. The first energy storage device 5 and the second energy storage device 6 are part of an electrical circuit arrangement integrated into the buffer storage unit 12. Thus, a hybrid characteristic exists: the first energy storage device can accommodate high power demands with short operating times, while the second energy storage device 6 can accommodate low power demands and high energy reserves with long operating times. The charging unit 7 for the first energy storage device 5 and the charging unit 7' for the energy storage device 6 are constructed as part of the energy generation unit 4. Energy for charging can come from three sources: an external energy source, another energy storage device (the first energy storage device 5 or the second energy storage device 6), or the energy generation unit 4.In the braking force unit 3, the set stress generated in the "generate safe braking force" function is generated using an electrical or electromechanical principle of action.

[0043] A second application embodiment is shown in Figure 3. Here too, at least one brake control unit 1 and a corresponding actuator control unit 2 are provided. These are implemented in the train or in the structure, or at least one per car, or at least one per bogie. The first brake control unit 1 contains the service brake functions and at least one stress setting variable (e.g., target cylinder stress or reduction signal) for providing to the actuator control unit 2. The actuator control unit 2 provides the actuation variables for the service brake path.

[0044] Further components are present in the bogie near the friction force generating unit, where a second brake control unit T is provided, which is intended to provide a stress setting variable and at least one switching command in the safety brake path.

[0045] Furthermore, a second actuator control unit 2' is present, which receives the stress setting variable and provides an actuation variable to the safe brake path. A second energy supply system 4' is also present, which includes a first energy accumulator 5' in a buffer accumulator unit 12'. This energy accumulator is configured to provide mechanical, hydraulic, or pneumatic energy. In the event of a fault or failure in the energy supply source, the switching unit 9' outputs mechanical energy and electrical power to the function for generating safe braking force as part of the braking force unit. Furthermore, a charging unit 11' is provided, which provides electrical energy from an external energy source in the form of energy for the first energy accumulator 5'. The braking force unit 3 can be used as a charging unit to provide charging energy to the first energy accumulator 5'. The braking force unit 1' includes an actuation variable depending on the active brake path and converts this actuation variable depending on the switching command. A further first energy supply unit 4 is provided for each train or structure, possibly for each bogie, train, group of trains, or vehicle. This first energy supply unit 4 has a specific configuration in which a second energy accumulator 6 is implemented for it, which is configured as an electrical or electrochemical element, for example, a battery. A corresponding charging unit 7 is present for the energy accumulator 6. This energy supply unit 4 supplies energy to the second brake control unit 1′, the second actuator control unit 2′, and the braking force unit 3. The second energy supply unit 4′ is also supplied with energy. The second energy accumulator 6′ with the second energy supply unit 4′ is therefore charged both by the first energy supply unit 4 and by the braking force unit 3.This allows energy to be provided from both energy supply units 4 and 4' for safe braking force generation, and then safe braking functions and safe control paths are supplied only from the first energy supply unit 4 in the second brake control unit 1' and actuator control unit 2'.

[0046] The present invention relates to a brake system B including an energy supply system 4 having at least a first energy accumulator 5 and a second energy accumulator 6. The first energy accumulator 5 is configured to output a defined amount of energy with a defined maximum mechanical or electrical output for maintaining at least one safe braking function by fully operating the brake power unit 3 at least once within a first time period t1. In contrast, the second energy accumulator 6 is configured to output an amount of energy over a second time period t2, which is longer than the first time period t1. The first energy accumulator 5 has a design goal of enabling as high a power as possible relative to the power demand per unit time, at least for the duration of the operation (e.g., until the brake power unit assumes a safe state during emergency braking). In contrast, the second energy accumulator 6 has the objective of maintaining the availability of the safety braking function for as long an operating period as possible in the event of an interruption in the external energy supply, even if no braking energy is present or if only a minimal amount of braking energy must be provided to supply standby electronics, and therefore requires a lower energy requirement per unit of time. [Explanation of symbols]

[0047] B. Brake system R Friction brake setting device 1 Brake Control Unit 2 Actuator Control Unit 3 Braking force unit 4. Energy supply system 5. First energy accumulator 6 Second energy store 7,7' charging unit 8 Electrical Interface 9 Supply Monitor 10 Switching Unit 11 Energy Generation Unit 12 Buffer Accumulator Unit t1 First period t2 second period

Claims

1. A braking system (B) for a railway vehicle, the brake system (B) is configured to generate at least one friction braking force using or as a result of one of the safety braking functions; The brake system (B) at least one friction brake setter (R) which is at least partly electrically operated; at least one brake control unit (1) configured to provide at least one control or setting signal for a stress setting variable; at least one actuator control unit (2) configured to provide at least one actuation variable as a control or setting signal for a stress setting variable for at least one braking force unit, the actuator control unit (2) adapted to receive information from said brake control unit (1); at least one braking force unit (3) configured to implement a set force for converting at least one actuation variable received from said actuator control unit (2) as a control or set signal into a friction braking force; an energy supply system (4) configured to supply energy to the at least one braking power unit (3), The energy supply system (4) comprises at least one first energy accumulator (5) and at least one second energy accumulator (6), the first energy accumulator (5) is configured to output a defined amount of energy with a defined maximum mechanical or electrical output for maintaining at least one safe braking function by fully operating the at least one braking force unit (3) at least once within a first time period (t1); the second energy accumulator (6) is configured to output an amount of energy over a second time period (t2); The second period (t2) is longer than the first period (t1).

2. The braking system (B) of claim 1, wherein the braking system (B) is further adapted to generate friction braking force using a service brake function.

3. 3. The brake system (B) according to claim 1 or 2, wherein the energy supply system (4) is configured to supply energy to the actuator control unit (2) and also to the brake control unit (3), and the second energy accumulator (6) is configured to supply energy to the actuator control unit (2) and the brake control unit (1) and, optionally, further to the braking force unit (3).

4. 4. The brake system (B) according to claim 1, wherein the first energy accumulator (5) and / or the second energy accumulator (6) are configured to store electrical energy, the first energy accumulator (5) being configured as an electrical accumulator with a high capacitance characteristic, preferably as a capacitor, more preferably as a plate capacitor or a supercapacitor, and / or the second energy accumulator (6) being configured as a chemical accumulator, preferably as a battery.

5. 4. The brake system according to claim 1, wherein the first energy accumulator (5) and / or the second energy accumulator (6) are configured to store pneumatic, chemical, hydraulic or mechanical energy, and / or the energy supply system (4) comprises a charging unit (7) for at least the first energy accumulator (5) and / or the second energy accumulator (6), the charging unit (7) being adapted to convert supplied electrical energy into an energy form compatible with the first energy accumulator (5) and / or the second energy accumulator (6).

6. 6. The brake system (B) according to claim 5, wherein the first energy accumulator (5) is adapted to charge the second energy accumulator (6) and / or the second energy accumulator (6) is adapted to charge the first energy accumulator (5).

7. 7. The brake system (B) according to any one of claims 1 to 6, further comprising an electrical interface (8) adapted to supply external electrical energy to the energy supply system (4).

8. 8. The brake system (B) according to claim 7, further comprising a supply monitor (9) and a switching unit (10), wherein the supply monitor (9) is configured to evaluate the state and integrity of the accumulators (5, 6) present in the energy supply system (4) and of the electrical interface (8) and to generate at least one switching command, and the switching unit (10) is adapted to receive the at least one switching command and to switch the supply from at least the braking force unit (3) and optionally the actuator control unit (2) and optionally the brake control unit (1) of the brake system to one of the two energy accumulators (5, 6) or to the electrical interface (8), respectively.

9. 9. The brake system (B) according to claim 1, wherein the energy supply system (4) further comprises an energy generating unit (11) adapted to provide electrical energy to the first and second energy accumulators (5, 6), the braking force unit (3), the actuator control unit (2) and / or the brake control unit (1), the electrical energy being generated by the movement of the braking force unit (3), or by energy harvesting in the form of the piezoelectric effect, the thermoelectric effect and / or the photoelectric effect, or by energy generated by a generator.

10. 10. The brake system (B) according to claim 8 or 9, wherein the braking force unit (3) is adapted to assume a safe state by means of a function for safe braking force generation / maintenance, and the safe state can be maintained without further energy supply by means of a locking function.

11. 11. The brake system (B) according to claim 1, wherein the first energy accumulator (5, 5') is adapted to provide mechanical, hydraulic or pneumatic energy and the second energy accumulator (6, 6') is adapted to provide electrical energy.

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