Brake system, computer implemented method for slowing down a rail vehicle, computer program product, and non-volatile data carrier - Patents.com

Abstract

The rail vehicle has at least two cars (111, 112, 11n) and a braking system with control units (121-1, 121-2, 122-1, 122-2, 12n-1, 12n-2), at least one of which is located in each car. Each control unit receives a brake input signal (B) and, in response, generates a control signal (c 11 , c 12 , c 13 , c 14 , c 21 , c 22 , c 23 , c 24 , c n1 , c n2 , c n3 , c n4 The control signal is generated based on at least one motion parameter representative of the movement of each of the vehicles. 1a , 131 1b , 131 2a , 131 2b , 131 1a , 131 1b , 131 2a , 131 2b , 13n 1a , 13n 1b , 13n 2a , 13n 2b ) are located in each vehicle. Each brake actuator receives a control signal generated by a control unit in the same vehicle in which the brake actuator is located, and based thereon, generates a brake force signal (f 11 , f 12 , f 13 , f 14 , f 21 , f 22 , f 23 , f 24 , f n1 , f n2 , f n3 , f n4In response, each brake unit causes the pressing member to apply a braking force to the rotatable member to slow the rotational speed of at least one wheel of a car within the rail vehicle.

Description

[Technical field]

[0001] The present invention relates generally to the control of deceleration of rail vehicles. In particular, the present invention relates to a braking system for a rail vehicle including two or more cars and to a computer-implemented method for decelerating such a rail vehicle. The present invention also relates to a computer program and a non-volatile data carrier for storing such a computer program. [Background technology]

[0002] Railroad vehicle brakes are used to control the deceleration of railroad vehicles and to implement parking brake functions. Usually, the same brakes are used for both service and emergency braking. Traditional railroad vehicle brakes rely on load input, i.e., data reflecting the weight of each car. Today's railroad vehicles are often adjusted using compressed air, known as pneumatically adjusted brakes. One of the drawbacks of such air brakes is that they cannot be adjusted quickly. For slow adjustment, the system relies on knowing the total weight, which reflects the load on the individual bogies of the railroad vehicle. The brake force is applied in relation to the load, which represents an important input to various anti-slip and anti-wheel lock mechanisms, among others. However, in general, a higher load leads to a higher brake force.

[0003] US Patent No. 5,399,633 discloses an apparatus and method for incorporating a feedback mechanism in a train car wheel brake system to adjust the applied braking force. The feedback mechanism provides an electronically controlled air brake system with sufficient information to detect impending wheel slip or skid. In response to the wheel slip / skid information, a brake control processor adjusts the braking force applied to the train car wheel system to allow the brake system to apply braking force without damaging the train car wheel system or the rail on which the car wheels travel.

[0004] DE 10 200 03 133 A1 discloses a braking device for braking a vehicle, which comprises a braking surface fixedly connected to the wheel set of the vehicle so as to be rotatable, brake linings which can be pressed against the braking surface by a braking force, and an actuating element coupled to a control unit for generating the braking force. The control unit is connected to a speed sensor for measuring the speed of the vehicle and is set to adjust the braking force in dependence on the speed. The braking device has as high a braking force as possible introduced into the braking surface. The control unit is coupled to the actuating element via a device for continuous pressure adjustment so as to allow a continuous adaptation of the braking force to the current speed in each case. The braking force is advantageously adjusted inversely proportional to the speed of the vehicle.

[0005] Patent Document 3 discloses that a microcomputer-controlled electromechanical brake system includes an electromechanical brake control device and an electromechanical brake unit. The electromechanical brake control device includes a brake microcomputer control unit, an electromechanical control unit, and a backup power module. The brake microcomputer control unit receives a brake command signal sent by a driver or an automatic driving system, calculates a target brake force, and manages the brakes, and can simultaneously communicate with the brake microcomputer control units of other cars in the train group.

[0006] Thus, solutions are known for continuously adapting braking forces during braking, for example with the aim of avoiding wheel slip. The prior art also contains examples of braking systems in which control units in different cars of a train vehicle communicate with each other to improve braking performance. What is common to the known solutions is that they all rely on load information to control the braking operation. This means that, in one way or another, the weight of each car forms the basis for how the different brakes are applied. However, load information is an unreliable parameter, since imperfect scales lead to inaccurate measurements and the load of the bogie can vary during the journey, since passengers can walk between the cars. [Prior art documents] [Patent documents]

[0007] [Patent Document 1] US Patent Application Publication No. 2002 / 0088673 [Patent Document 2] US Patent Application Publication No. 2010 / 0078991 [Patent Document 3] US Patent Application Publication No. 2020 / 0198605 Summary of the Invention [Problem to be solved by the invention]

[0008] The object of the present invention is therefore to provide a solution which overcomes the above problems and allows efficient, safe and reliable braking of railway vehicles without taking into account load information. [Means for solving the problem]

[0009] According to one aspect of the invention, the above object is achieved by a braking system for a railway vehicle having at least two cars, the braking system including several control units, several brake actuators and several brake units. At least one control unit is arranged in each one of the cars. Each of the control units is configured to receive a brake input signal and to generate a respective control signal accordingly. The brake input signal may be generated, for example, in response to a service brake command issued by an operator, a manually or automatically issued emergency brake command or a manually or automatically issued parking brake command. Furthermore, at least one brake actuator is arranged in each car, each brake actuator configured to receive a control signal generated by a control unit in the same car as the brake actuator. Based on the received control signal, the brake actuator is configured to generate a brake force signal. Each brake unit includes a pressing member and a rotatable member mechanically coupled to at least one wheel of one of the cars. Each brake unit is configured to receive a brake force signal generated by a brake actuator in the same car as the brake actuator. In response to the brake force signal, the brake unit is configured to cause the pressing member to apply a brake force to the rotatable member to slow a rotational speed of the at least one wheel. Further, in addition to the brake input signal, each control unit is configured to generate a control signal based on at least one motion parameter representative of a respective amount of movement of each of the vehicles.

[0010] The braking system is advantageous because it allows a fast and individually adapted control of the brakes in each car. This not only reduces the degree of jerks in the railcar, but it also allows each individual car to fully utilize its braking potential. Thus, the shortest possible braking distances are achievable. The system also obtains faster response times than conventional load-based systems, which result in fewer wheel flats. Since the braking system is well suited to electrical / optical control, it is lighter than conventional braking systems controlled on the basis of pneumatic / hydraulic control. However, it should be noted that nothing excludes the braking system according to the invention being applied to pneumatic / hydraulic controlled brakes.

[0011] According to one embodiment of this aspect of the invention, the rail vehicle includes a first communication bus, for example of electronic or optical type, configured to provide brake input signals to each of the vehicles. The first communication bus may be provided in parallel to all of the control units, in series from one control unit to the other, or in a hybrid series and parallel manner to the control units, such as in parallel to each vehicle and in series between different control units within the vehicle. However, the first communication bus allows for a reliable and rapid distribution of the brake input signals within the entire vehicle.

[0012] According to another embodiment of this aspect of the invention, each vehicle includes at least one accelerometer configured to generate at least one vector signal representative of acceleration in at least one dimension of the vehicle in which the at least one accelerometer is located, for example a longitudinal direction of the vehicle. The at least one vector signal is representative of a respective displacement of the vehicle further on the basis of which a brake input signal is generated. Thus, the at least one control unit is configured to receive the at least one vector signal and generate a control signal on the basis thereof. This is advantageous as such acceleration data forms a solid basis for allocating sufficient brake force within the respective vehicle.

[0013] According to yet another embodiment of this aspect of the invention, instead of or in addition to generating the at least one vector signal, each of the at least two vehicles includes at least one rotational speed sensor, the rotational speed sensor being configured to generate at least one speed signal representative of the speed of each of the wheels of the vehicle including the at least one rotational speed sensor. The rotational speed sensors can thus be arranged, for example, on the wheels and / or axles of the vehicles. In any case, the at least one speed signal represents the amount of movement of the vehicles, and similarly to the above, the control unit is configured to receive the at least one speed signal and generate the control signal on the basis thereof. Such a speed measurement is advantageous, since the wheel speed forms a solid basis for allocating sufficient braking force in the respective vehicle.

[0014] According to yet another embodiment of this aspect of the invention, each control unit is configured to receive at least one of at least one motion parameter representative of a respective movement of each other vehicle comprised in the rail vehicle, determine an average motion parameter based on the received at least one motion parameter and its own motion parameter representative of the movement of the vehicle to which each one of said control units is comprised, and generate a control signal to cause a brake actuator controlled by each one of said control units to generate a respective brake force signal for at least one brake unit to apply an increased brake force to at least one pressing member if its own motion parameter represents that the movement of the vehicle has a magnitude greater than that represented by the average motion parameter, i.e. the brake force is increased for vehicles having a movement magnitude greater than the average. Provided that the applied brake force is repeatedly updated at short intervals, this ensures short braking distances and a relatively low degree of jerk.

[0015] Preferably, each control unit is further configured to generate a control signal to cause a brake actuator controlled by each one of the control units to generate a respective brake force signal for at least one brake unit to apply a reduced brake force to at least one pressing member when its motion parameter represents that the vehicle movement has a magnitude smaller than that represented by the average motion parameter, so that the overall degree of jerk can be further reduced.

[0016] Moreover, each of the control units is preferably configured to generate a control signal to cause a brake actuator controlled by each one of the control units to generate a respective brake force signal for at least one brake unit to apply a maintained brake force to at least one pressing member when its motion parameter represents that the vehicle has a movement amount equal to that represented by the average motion parameter. In practice, this may be unusual, but such a strategy is also beneficial with regard to achieving a low degree of jerk during braking.

[0017] According to another embodiment of this aspect of the invention, the rail vehicle includes a second communication bus configured for exchanging motion parameters representative of the amount of movement of each of the vehicles included in the rail vehicle between the vehicles. The second communication bus may be physically and / or logically separate from the first communication bus or may form a physically integrated part thereof and / or may form a logically integrated part thereof. In any case, a bus configuration is generally preferred as it provides an efficient means of exchanging data between different vehicles.

[0018] According to yet another embodiment of this aspect of the invention, each car in the rail vehicle comprises at least one respective battery unit, configured to supply electrical energy to a control unit and brake actuators located in the same car as the at least one respective battery unit. A respective one of the at least one battery unit may be comprised in or co-located with each control unit, or two or more control units and / or two or more brake actuators may share a common battery unit. In the latter case, the battery unit is preferably not integrated in the control unit. However, from a technical point of view, this is not excluded either. In any case, the battery unit provides an important backup energy source for braking function in case of failure of the main power supply to the brake system.

[0019] Preferably, each vehicle also includes at least one battery charger configured to charge at least one respective battery unit during operation of the rail vehicle to ensure that the at least one battery unit is operational when required.

[0020] In braking systems with pneumatically / hydraulically controlled brakes, an accumulator tank holding pressurized gas / fluid may serve as a battery replacement to provide emergency braking function in the event of a malfunction of the brake control system.

[0021] According to yet another embodiment of this aspect of the invention, each of the at least one wheels, the rotational speed of which is configured to be reduced by one of the brake actuators, is a wheel whose rotational speed is monitored by a measurement module configured to generate a spin signal reflecting a degree of spin of the at least one wheel. Each brake actuator is configured to receive the spin signal, and if the degree of spin exceeds a threshold, the brake actuator is configured to generate a brake force signal such that the brake unit applies a braking force on the rotatable member to the pressing member, the braking force being lower than the braking force specified by the received control signal. Thus, the risk of wheel spin / lock can be kept low, which is consequently beneficial with regard to braking distance and avoidance of so-called flat spots or wheel flats.

[0022] According to another embodiment of the invention, the object is achieved by a computer-implemented method for slowing a rail vehicle including at least two cars, each including at least one control unit, at least one brake actuator, and at least one brake unit, the method involving receiving a brake input signal at each control unit, generating a respective control signal at each control unit in response to the brake input signal, and receiving each respective control signal at one of the brake actuators in the same car as the control unit that generated the control signal, the method further involving generating a respective brake force signal at each brake actuator based on the control signal, receiving each respective brake force signal at one of the brake units in the same car as the brake actuator that generated the brake force signal, and causing each brake unit to apply a brake force on a rotatable member to a pressing member in response to the brake force signal to slow down the rotational speed of at least one wheel of the at least one car, in particular the method comprising generating a respective control signal at each control unit further based on at least one motion parameter representative of a respective amount of movement of each car. The advantages of this method, and of its preferred embodiments, are apparent from the above description with reference to the proposed control unit.

[0023] According to a further aspect of the invention the object is achieved by a computer program loadable onto a non-volatile data carrier communicatively connected to a processing unit, the computer program comprising software for carrying out the above method when the program is run on the processing unit.

[0024] According to another aspect of the invention, the object is achieved by a non-volatile data carrier containing the above computer program. Effect of the Invention

[0025] Further advantages, beneficial features and applications of the present invention will become apparent from the following description and the dependent claims. [Brief description of the drawings]

[0026] The invention will now be described in more detail by way of preferred embodiments disclosed by way of example and with reference to the accompanying drawings, in which:

[0027] [Figure 1] 1 shows diagrammatically a rail vehicle in which an embodiment of the system according to the invention is implemented; [Figure 2a] 1 illustrates an accelerometer for recording vehicle movement according to one embodiment of the present invention. [Figure 2b] 1 shows sensors for recording vehicle travel in the form of wheel speed and wheel spin according to an embodiment of the present invention; [Diagram 3] FIG. 2 shows a block diagram of a control unit according to one embodiment of the present invention. [Figure 4] 1 shows a block diagram of a brake actuator according to one embodiment of the present invention; [Diagram 5] The method according to a preferred embodiment of the present invention is illustrated by a flow diagram. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0028] In FIG. 1 there is seen a schematic diagram of a rail vehicle in which one embodiment of the present invention is implemented.

[0029] The railcar includes at least two cars, exemplified here by 111, 112 and up to 11n, where n can represent any number, for example, from 3 to 200. The railcar is equipped with a braking system, so that it comprises several control units 121-1, 121-2, 122-1, 122-2, 12n-1 and 12n-2, several brake actuators 131 1a , 131 1b , 131 2a , 131 2b , 131 1a , 1311b , 131 2a , 131 2b , 13n 1a , 13n 1b , 13n 2a and 13n 2b , as well as several brake units 141-1, 141-2, 141-3, 141-4, 142-1, 142-2, 142-3, 142-4, 14n-1, 14n-2, 14n-3 and 14n-4.

[0030] Control units 121-1, 121-2, 122-1, 122-2, 12n-1 and 12n-2 are disposed in vehicles 111, 112 and 11n such that there is at least one control unit in each vehicle, e.g., one per vehicle or one per bogie of each vehicle.

[0031] Regardless, each control unit is configured to receive a brake input signal B that specifies the braking action to be exerted. For example, the brake input signal B may have been generated in response to a service brake command, an emergency brake command, or a parking brake command. Each of these commands may then be generated manually (i.e., by a human operator) or automatically by a safety and / or comfort mechanism within the rail vehicle.

[0032] 1, the brake input signal B may be supplied in parallel to all of the vehicles 111, 112 and 11n, or in series to the vehicles 111, 112 and 11n, for example, first to the vehicle 111 and then from the vehicle 111 to the second vehicle 112, etc. Alternatively, the brake input signal B may be supplied to the vehicles 111, 112 and 11n in a hybrid parallel and series manner, for example the brake input signal B arrives in parallel to all of the vehicles 111, 112 and 11n, but within each vehicle the brake input signal B may be distributed in series from one control unit to the others.

[0033] It is generally preferred if the rail vehicle has a first communication bus 151 configured to supply a brake input signal B to each of the at least two cars 111, 112 and 11n, for example from a locomotive in the rail vehicle (not shown). Preferably, according to the invention, the locomotive is considered as the front car in the rail vehicle, which may or may not be configured to also carry passengers and / or goods. The first communication bus 151 may be of electronic or optical type.

[0034] Alternatively, instead of using a bus format, data and control signals may be exchanged between vehicles 111, 112 and 11n in an analog format, for example using pulse width modulation.

[0035] In response to the brake input signal B, each of the control units 121-1, 121-2, 122-1, 122-2, 12n-1 and 12n-2 generates at least one control signal c 11 , c 12 , c 13 , c 14 , c 21 , c 22 , c 23 , c 24 , c n1 , c n2 , c n3 , c n4 and the control signal specifies the desired braking force to be applied. For example, an operator may generate a service brake command specifying 40% of full braking capacity. For emergency braking, brake input signal B is equivalent to 100% of full braking capacity.

[0036] Each brake actuator 131 1a , 131 1b , 131 2a , 131 2b , 131 1a , 131 1b , 131 2a , 131 2b , 13n 1a , 13n 1b , 13n 2a and 13n2b Each of the brake actuators is configured to receive a control signal generated by one of the control units located in the same vehicle as the brake actuator itself. For example, the control unit 121-1 receives the control signal c 11 and c 12 Brake Actuator 131 1a and 131 1b , so that they supply the resulting brake force signal f 11 , f 12 to brake units 141-1 and 141-2, respectively, which are each responsible for braking a different pair of wheels in a particular bogie, e.g., the front bogie of the first car 111. Similarly, each of the remaining control units 122-1, 122-2, 12n-1 and 12n-2 may be configured to control braking of a respective bogie in cars 111, 112 and 11n of the rail vehicle.

[0037] Each control signal c 11 , c 12 , c 13 , c 14 , c 21 , c 22 , c 23 , c 24 , c n1 , c n2 , c n3 and c n4 Based on this, each brake actuator 131 1a , 131 1b , 131 2a , 131 2b , 131 1a , 131 1b , 131 2a , 131 2b , 13n 1a , 13n 1b , 13n 2a and 13n 2b is the brake force signal f 11 , f 12 , f 13 , f 14 , f 21 , f 22 , f 23, f 24 , f n1 , f n2 , f n3 and f n4 which are supplied to specific brake units 141-1, 141-2, 141-3, 141-4, 142-1, 142-2, 142-3, 142-4, 14n-1, 14n-2, 14n-3 and 14n-4, each having a pressing member and a rotatable member mechanically coupled to at least one wheel of the vehicle 111, 112 or 11n.

[0038] The brake unit includes a brake actuator 131 1a , 131 1b , 131 2a , 131 2b , 131 1a , 131 1b , 131 2a , 131 2b , 13n 1a , 13n 1b , 13n 2a and 13n 2b The brake force signal f generated by 11 , f 12 , f 13 , f 14 , f 21 , f 22 , f 23 , f 24 , f n1 , f n2 , f n3 and f n4 In particular, a particular brake unit receives a brake force signal generated by a brake actuator located in the same vehicle as the brake unit itself, for example as described above and shown in FIG. 11 , f 12 , f 13 , f 14 , f 21 , f 22 , f 23 , f 24 , f n1 , f n2 , fn3 and f n4 In response to this, brake units 141-1, 141-2, 141-3, 141-4, 142-1, 142-2, 142-3, 142-4, 14n-1, 14n-2, 14n-3, 14n-4 each apply a braking force to the rotatable member via a pressing member to reduce the rotational speed of at least one wheel to which the rotatable member is mechanically coupled.

[0039] According to the present invention, only the brake input signal B is 11 , c 12 , c 13 , c 14 , c 21 , c 22 , c 23 , c 24 , c n1 , c n2 , c n3 , c n4 That is, the control units 121-1, 121-2, 122-1, 122-2, 12n-1, 12n-2 each calculate the displacements m1, m2, and m3 of the vehicles 111, 112, and 11n, respectively. n Based on at least one motion parameter representing 11 , c 12 , c 13 , c 14 , c 21 , c 22 , c 23 , c 24 , c n1 , c n2 , c n3 , c n4 The method is configured to generate

[0040] As is well known in the art, there are various forms of articulated carriages, e.g. in commuter trains and tramways. In rail vehicles with this type of carriages, so-called Jacobs bogies are commonly used. The Jacobs bogies are placed between two carriages, i.e. carriage segments. The weight of the adjacent carriages / segments is thereby distributed over the entire Jacobs bogie. This design results in a smooth ride of the bogie carriage without the need for additional weight and drag. In the present invention, the carriage segments connected across the Jacobs bogie are considered to form part of one and the same carriage. These segments are thus provided with the same displacements m1, m2, m3, m4, m5, m6, m7, m8, m9, m10, m11, m12, m13, m14, m15, m16, m17, m18, m19, m20, m21, m22, m23, m24, m25, m26, m27, m28, m29, m30, m31, m32, m33, m34, m35, m36, m37, m38, m39, m40, m41, m42, m43, m44, m45, m46, m47, m48, m49, m50, m51, m52, m53, m54, m55, m56, m57, m58, m59, m60, m61, m62, m63, m64, m65, m66, m67, m68, m69, m69, m70, m71, m72, m73, m74, m75, m76, m77, m78, m79, m81, m82, m83, m84, m85, m85, m86, m87, m88, m89, m90, n is assigned.

[0041] According to an embodiment of the present invention, it is assumed that the brake actuators are electrically controlled. Thus, each of the vehicles 111, 112 and 11n includes at least one battery unit 161, 162 and 16n, respectively. The battery units 161, 162 and 16n are connected to the control units 121-1, 121-2, 122-1, 122-2, 12n-1 and 12n-2, which are located in the same vehicle as the at least one battery unit 161, 162 and 16n itself, and to the brake actuator 131. 1a , 131 1b , 131 2a , 131 2b , 131 1a , 131 1b , 131 2a , 131 2b , 13n 1a , 13n 1b , 13n 2a and 13n 2bThe battery unit 161, 162 or 16n may be provided with a particular one of the control units 121-1, 121-2, 122-1, 122-2, 12n-1 and 12n-2 or may be co-located with the particular one of the control units 121-1, 121-2, 122-1, 122-2, 12n-1 and 12n-2, respectively.

[0042] Regardless, two or more control units, e.g., 121-1 and 121-2, in a particular vehicle 111 may share a common battery unit 161. Similarly, two or more brake actuators, e.g., 131 1a , 131 1b , 131 2a , 131 2b may share a common battery unit 161. If said battery unit 161 constitutes such a shared resource, it is preferably not integrated into one of the control units, although from a technical point of view this is not excluded either. In any case, the battery unit provides an important backup energy source for the braking function in case of failure of the main power supply to the braking system.

[0043] According to one embodiment of the present invention, at least one battery charger (not shown) is included in each of the vehicles 111, 112 and 11n, which is configured to charge at least one battery unit 161, 162 and 16n during operation of the rail vehicle, so that reliable backup energy can always be supplied to the braking system.

[0044] It is worth noting that in braking systems where the brakes are pneumatically / hydraulically controlled, the accumulator tank holding the pressurized gas / fluid can act as a battery equivalent providing a backup energy source to enable braking function in the event of a malfunction of the brake control system.

[0045] FIG. 2a illustrates the displacements m1, m2, m3 of vehicles 111, 112, and 11n according to an embodiment of the present invention. n 2 shows an accelerometer 211 for recording the respective

[0046] An accelerometer, exemplified by 211, is provided in each of the vehicles 111, 112 and 11n, and each accelerometer is configured to generate at least one vector signal representative of the acceleration in at least one dimension of the vehicle in which the at least one accelerometer 211 is provided. For example, the at least one accelerometer 211 may be configured to generate at least one vector signal representative of the acceleration in at least one dimension of the vehicle in three spatial directions a X , a Y , a Z and / or the rotational acceleration yaw a R , pitch a P , and role a W In any case, at least one vector signal may be generated that represents the movements m1, m2, m3 of the vehicles 111, 112, and 11n, respectively. n Represents.

[0047] Further, each of the control units 121-1, 121-2, 122-1, 122-2, 12n-1, 12n-2 receives at least one vector signal from each accelerometer in each vehicle 111, 112 and 11n in the rail vehicle, and based thereon, generates a control signal c 11 , c 12 , c 13 , c 14 , c 21 , c 22 , c 23 , c 24 , c n1 , c n2 , c n3 , c n4 respectively.

[0048] FIG. 2b illustrates the displacements m1, m2, m3 of the vehicles 111, 112, 11n according to another embodiment of the present invention. n 2. Rotational speed sensor 212 is shown for recording the rotational speeds of the respective

[0049] Here, each of the vehicles 111, 112, 11n includes at least one rotational speed sensor, exemplified by 212, which produces at least one speed signal s representative of the respective speed ω of the wheels 221 of the vehicle to which the at least one rotational speed sensor 212 is attached. ω Thus, the rotational speed sensor 212 may have sensor elements arranged on one or more wheels and / or on one or more axles of the vehicle. In any case, at least one speed signal s ω are the vehicle movements m1, m2, and m n respectively.

[0050] According to the above, each of the control units 121-1, 121-2, 122-1, 122-2, 12n-1, 12n-2 receives at least one speed signal s from each of the cars 111, 112 and 11n in the railcar. ω Based on the received signal, a control signal c 11 , c 12 c 13 , c 14 , c 21 , c 22 , c 23 , c 24 , c n1 , c n2 , c n3 and c n4 respectively.

[0051] According to one embodiment of the present invention, each control unit, for example 121-1 in vehicle 111, calculates the respective displacements, i.e. m and m, of each of the other vehicles 112 and 11n in the railcar. n at least one of the at least one motion parameter representing each of the at least one motion parameters.

[0052] The control unit 121-1 receives at least one of the motion parameters m2 and m n and the control unit 121-1's own motion parameters representing the amount of movement m1 of the vehicle on which it is equipped, the average motion parameter mavg Here, the movement amounts m1, m2 and m n The motion parameters representing the vehicle speeds s in the longitudinal direction of the vehicles 111, 112, and 11n are, for example, ω and / or the respective acceleration a Y It can be represented by:

[0053] Furthermore, the control unit 121-1 generates a brake force signal f which causes the pressing members of the brake units 141-1, 141-2, respectively, to apply a modified brake force compared to that provided by the brake input signal B alone. 11 , f 12 , and the brake actuator 131 controlled by the control unit 121-1. 1a , 131 1b Each control signal c 11 , c 12 Specifically, the control unit 121-1 is configured to generate the average motion parameter m avg a respective brake force signal f for the brake units 141-1 and 141-2 that results in an increased brake force when the motion parameters thereof indicate that the displacement m1 of the vehicle 111 has a magnitude greater than that represented by 11 , f 12 Brake Actuator 131 1a , 131 1b Each control signal c 11 and c 12 That is, if the own vehicle 111 is going a little faster than the current average magnitude of the vehicle movement in the railcar, the brakes in the own vehicle 111 will brake a little harder.

[0054] Similarly, according to one embodiment of the present invention, each control unit 121-1 calculates a mean motion parameter m avga respective brake force signal f for the brake units 141-1 and 141-2 that causes a reduced brake force to be applied to at least one pressing member when the motion parameters thereof indicate that the movement amount m1 of the vehicle 111 has a magnitude smaller than that represented by 11 , f 12 , and brake actuator 131 controlled by control unit 121-1. 1a , 131 1b The control signal c 11 , and c 12 That is, if the own vehicle 111 is traveling somewhat slower than the current average magnitude of the vehicle movement in the railcar, the brakes in the own vehicle 111 will brake a little less. This results in a relatively jerk-free braking process.

[0055] Exactly how hard or how soft the brakes are controlled when the own car 111 turns out to be moving faster or slower, respectively, than the current average magnitude of car movement in the railcar is a design parameter, which is, among other things, the magnitudes of movement m1, m2 and m n depends on how often the motion parameters representing

[0056] According to one embodiment of the present invention, each control unit 121-1 calculates a mean motion parameter m avg and a respective brake force signal f for the brake units 141-1 and 141-2 that causes the brake units 141-1 and 141-2 to apply a maintained brake force to at least one pressing member when their motion parameters indicate that the movement m1 of the vehicle 111 has a magnitude equal to that represented by 11 , f 12 , and brake actuator 131 controlled by control unit 121-1. 1a , 131 1b The control signal c 11 , c 12That is, if the own car 111 has a magnitude of movement that matches the current average magnitude of car movement in the railcar, the brakes in the own car 111 will continue to brake in order to obtain an overall smooth braking process.

[0057] According to an embodiment of the present invention, the rail vehicle is configured to have the following displacements m1, m2 and m3 of the vehicles 111, 112 and 11n, respectively: n and a second communication bus 152 configured to exchange motion parameters representative of the vehicle speed, vehicle speed, and vehicle location ...

[0058] Referring again to FIG. 2b, according to one embodiment of the present invention, the measurement module 214 measures the brake actuator 131. 1a , 131 1b , 131 2a , 131 2b , 131 1a , 131 1b , 131 2a , 131 2b , 13n 1a , 13n 1b , 13n 2a and 13n 2b is arranged on each wheel 221 that is configured to reduce the rotational speed ω, and the measurement module 214 generates a slip signal s reflecting the degree of slip of the wheel 221. 11 Further, each brake actuator, e.g., 131 1a is the idle signal s 11When the degree of slip exceeds a threshold, the brake actuator 131 1a is a braking force signal f so that the brake unit 141-1 applies a braking force to the pressing member against the rotatable member. 11 The brake force is generated based on the received control signal c 11 This results in a shorter stopping distance whilst the braking process remains relatively jerk-free.

[0059] The exact extent to which the brake force is reduced is a design parameter, which depends, among other things, on the threshold for the degree of slip and the slip signal s 11 It depends on how often the data is updated.

[0060] Brake Actuator 131 1a , 131 1b , 131 2a , 131 2b , 131 1a , 131 1b , 131 2a , 131 2b , 13n 1a , 13n 1b , 13n 2a and 13n 2b It is further advantageous if two or more of the brake units exchange spin-related information between each other, i.e. this allows a second brake unit, e.g. 141-2, to take over some of the braking responsibilities from a first brake unit, e.g. 141-1, when the degree of spin exceeds a threshold in the first brake unit but not in the second brake unit.

[0061] Generally, it is advantageous if the braking procedures are performed automatically by executing one or more computer programs. Each control unit and brake actuator therefore preferably includes a processing circuit and a programmed memory unit, the design of which is briefly described below with reference to figures 3 and 4.

[0062] 3 shows a block diagram of a control unit 121-1 according to one embodiment of the present invention. The control unit 121-1 includes processing circuitry in the form of at least one processor 315 and a memory unit 316, i.e. a non-volatile data carrier, storing a computer program 317 and thus including software for causing the at least one processor 315 to perform the operations referred to in the present disclosure when the computer program 317 is executed on the at least one processor 315.

[0063] As described above, the control unit 121-1 determines the brake input signal B and the respective displacements m2 and m3 of the other cars 112 and 11n in the railcar. n The motion parameters, which represent 11 The control signal output section 10 is configured to output at least one control signal as exemplified by:

[0064] FIG. 4 illustrates a brake actuator 131 according to one embodiment of the present invention. 1a A block diagram of the brake actuator 131 is shown. 1a includes processing circuitry in the form of at least one processor 415 and a memory unit 416, i.e., a non-volatile data carrier, storing a computer program 417, thereby including software for causing the at least one processor 415 to perform the operations referred to in the present disclosure when the computer program 417 is executed on the at least one processor 415.

[0065] As described above, the brake actuator 131 1a is the control signal c 11 and preferably, the idle signal s 11 and receives the brake force signal f 11 The apparatus is configured to output:

[0066] Of course, the control unit 121-1 and the brake actuator 131 1aAlthough described above as separate entities, these entities may likewise be partially or fully co-located / integrated with each other. In particular, in accordance with the present invention, at least one control unit and at least one brake actuator, two or more control units and / or two or more brake actuators may share common processing resources.

[0067] To summarise, a computer-implemented method according to the present invention for slowing a railway vehicle including at least two cars, each car including at least one control unit, at least one brake actuator and at least one brake unit will now be described with reference to the flow diagram in FIG.

[0068] The first step 510 checks if a brake input signal is being received. If so, step 520 follows; otherwise, the procedure loops back and remains at step 510.

[0069] In step 520, the respective movement of each car is determined, for example by acceleration measurements and / or wheel speed measurements. This is followed by step 530 of generating a respective control signal in each control unit, where each control signal is generated in response to the brake input signal. The control signal is based on the car's own movement and the movement of the other cars. As mentioned above, the relationship between the car's own movement and the average movement of all the cars in the rail vehicle can affect the applied braking force to be higher or lower than that dictated by the received brake input signal.

[0070] The control signals generated in step 530 are provided to the respective brake actuators. Specifically, each control unit provides its control signals to one or more brake actuators located within the same vehicle as the control unit itself.

[0071] Following step 530 is step 540, where each brake actuator generates a respective brake force signal based on the control signal received from the control unit, with each brake force signal being provided to one or more brake units located on the same vehicle as the brake actuator itself.

[0072] Then, in step 550, each brake unit, in response to the brake force signal, causes a rotatable member mechanically coupled to at least one wheel of the vehicle to apply a brake force to a pressing member, thereby slowing the rotational speed of the at least one wheel.

[0073] The procedure then ends. Of course, in practice, step 510 may be executed again, for example to check whether an updated brake input signal has been received.

[0074] The process steps described with reference to FIG. 5, and any subsequence of steps, may all be controlled by a programmed processor. Moreover, although the embodiments of the invention described above with reference to the figures include processors and processes carried out in at least one processor, the invention also extends to computer programs suitable for carrying out the invention, in particular computer programs on or in a carrier. The program may be source code, object code, intermediate source and object code such as partially compiled form, or in any other form suitable for use in the implementation of the process according to the invention. The program may be part of an operating system or a separate application. The carrier may be any entity or device capable of carrying a program. For example, the carrier may comprise a storage medium, such as a flash memory, a ROM (Read Only Memory), such as a DVD (Digital Video / Versatile Disc), a CD (Compact Disc) or a semiconductor ROM, an EPROM (Erasable Programmable Read Only Memory), an EEPROM (Electrically Erasable Programmable Read Only Memory), or a magnetic recording medium, such as a floppy disk or a hard disk. Further, the carrier may be a transmissible carrier such as an electrical or optical signal, which may be conveyed via electrical or optical cable or by radio or by other means. When the program is embodied in a signal which may be conveyed directly by a cable or other device or means, the carrier may be constituted by such a cable or device or means. Alternatively, the carrier may be an integrated circuit in which the program is embedded, the integrated circuit being adapted for performing, or for use in the performance of, the relevant process.

[0075] Variations to the disclosed embodiments can be understood and effected by those skilled in the art in practicing the claimed invention, from a study of the drawings, the disclosure, and the appended claims.

[0076] As used herein, the term "comprises / comprising" is understood to specify the presence of stated features, integers, steps or components. Said terms do not exclude the presence or addition of one or more further elements, features, integers, steps or components, or groups thereof. The indefinite articles "a" or "an" do not exclude a plural form. In the claims, the term "or" is not to be interpreted as an exclusive or (sometimes called "XOR"). Conversely, expressions such as "A or B" cover all the cases "A and not B", "B and not A", "A and B", unless expressly stated otherwise. The mere fact that certain measures are recited in mutually different dependent claims does not indicate that a combination of these measures cannot be used to advantage.

[0077] Any reference signs in the claims shall not be construed as limiting the scope.

[0078] It should also be noted that features from the various embodiments described herein may be freely combined unless expressly stated that such combination is inappropriate.

[0079] The invention is not limited to the embodiments described in the drawings but may be freely varied within the scope of the claims.

Claims

1. A braking system for a railway vehicle comprising at least two cars (111, 112, 11n), the braking system comprising: A number of control units (121-1, 121-2, 122-1, 122-2, 12n-1, 12n-2), at least one of which is arranged on each one of said at least two vehicles (111, 112, 11n), each of said at least two control units receiving a brake input signal (B) and in response generating a control signal (c 11 , c 12 , c 13 , c 14 , c 21 , c 22 , c 23 , c 24 , c n1 , c n2 , c n3 , c n4 several control units (121-1, 121-2, 122-1, 122-2, 12n-1, 12n-2) configured to generate A number of brake actuators (131) arranged on each of the at least two vehicles. 1a , 131 1b , 131 2a , 131 2b , 131 1a , 131 1b , 131 2a , 131 2b , 13n 1a , 13n 1b , 13n 2a , 13n 2b ), each of the brake actuators is connected to at least one of the control units (c 11 , c 12 , c 13 , c 14 , c 21 , c 22 , c 23 , c 24 , c n1 , c n2 , c n3 , c n4 ), and receives a brake force signal (f 11 , f 12 , f 13 , f 14 , f 21 , f 22 , f 23 , f 24 , f n1 , f n2 , f n3 , f n4 ), a number of brake actuators (131) configured to generate 1a , 131 1b , 131 2a , 131 2b , 131 1a , 131 1b , 131 2a , 131 2b , 13n 1a , 13n 1b , 13n 2a , 13n 2b ), as well as Several brake units (141-1, 141-2, 141-3, 141-4, 142-1, 142-2, 142-3, 142-4, 14n-1, 14n-2, 14n-3, 14n-4), each comprising a pressing member and a rotatable member mechanically connected to at least one wheel of one of said at least two vehicles (111, 112, 11n), each of said brake units being adapted to receive said brake force signal (f) generated by said brake actuator provided in the same vehicle as said brake unit. 11 , f 12 , f 13 , f 14 , f 21 , f 22 , f 23 , f 24 , f n1 , f n2 , f n3 , f n4 and, in response to the brake force signal, causing the pressing member to apply a brake force to the rotatable member to reduce a rotational speed of the at least one wheel; Equipped with The at least one control unit (121-1, 121-2, 122-1, 122-2, 12n-1, 12n-2) calculates the respective movement amounts (m 1 , m 2 , m n At least one motion parameter (a X , a Y , a Z , a R , a P , a W ω) based on the control signal (c 11 , c 12 , c 13 , c 14 , c 21 , c 22 , c 23 , c 24 , c n1 , c n2 , c n3 , c n4 ).

2. 2. The braking system of claim 1, wherein the rail vehicle comprises a first communication bus (151) configured to supply the brake input signal (B) to each of the at least two vehicles (111, 112, 11n).

3. Each of the at least two vehicles (111, 112, 11n) comprises at least one accelerometer (211) for measuring the acceleration (a) in at least one dimension of the vehicle in which the at least one accelerometer (211) is provided. X , a Y , a Z , a R , a P , a W ), the at least one vector signal being representative of the respective displacements (m 1 , m 2 , m n ) The at least one control unit (121-1, 121-2, 122-1, 122-2, 12n-1, 12n-2) receives the at least one vector signal and generates the control signal (c 11 , c 12 , c 13 , c 14 , c 21 , c 22 , c 23 , c 24 , c n1 , c n2 , c n3 , c n4 3. The brake system of claim 1, configured to generate a brake force.

4. Each of the at least two vehicles (111, 112, 11n) is provided with at least one rotational speed sensor (212) that provides at least one speed signal (s ω ), wherein the at least one speed signal (s ω ) is the movement amount (m 1 , m 2 , m n ) The at least one control unit (121-1, 121-2, 122-1, 122-2, 12n-1, 12n-2) in the vehicle receives the at least one speed signal (s ω ), and based on that, the control signal (c 11 , c 12 , c 13 , c 14 , c 21 , c 22 , c 23 , c 24 , c n1 , c n2 , c n3 , c n4 4. The brake system according to claim 1, wherein the brake system is configured to generate a brake force.

5. Each of the control units (121-1, 121-2, 122-1, 122-2, 12n-1, 12n-2) The respective movement amounts (m 2 , m n ) at least one of the at least one motion parameter representative of the The movement amount (m) of the vehicle equipped with at least one received motion parameter and each one of the control units (121-1) is 1 ) and the average motion parameter (m avg ) is determined, The mean motion parameter (m avg ) is larger than the amount of movement (m 1 a respective brake force signal (f) for at least one of the brake units (141-1; 141-2) causing an increased brake force to be applied to at least one of the pressing members when the motion parameters of the respective brake units (141-1; 141-2) indicate that the pressing member has a larger braking force than the pressing member. 11 , f 12 ) to the brake actuator (131) controlled by each of the one control units (121-1). 1a , 131 1b ) to generate the control signal (c 11 , c 12 ), The brake system according to any one of claims 1 to 4, which is configured as described above.

6. Each of the control units (121-1, 121-2, 122-1, 122-2, 12n-1, 12n-2) calculates the average motion parameter (m avg ) is smaller than the amount of movement (m 1 a respective brake force signal (f) for the at least one brake unit (141-1; 141-2) causing a reduced brake force to be applied to the at least one pressing member when its motion parameters indicate that the at least one pressing member has a reduced brake force. 11 , f 12 ) to the brake actuator (131) controlled by each of the one control units (121-1). 1a , 131 1b ) to generate the control signal (c 11 , c 12 6. The braking system of claim 5, configured to generate a

7. Each of the control units (121-1, 121-2, 122-1, 122-2, 12n-1, 12n-2) calculates the average motion parameter (m avg ) is expressed by the amount of movement (m 1 a brake force signal (f) for the at least one brake unit (141-1; 141-2) to apply a maintained brake force to the at least one pressing member when the motion parameters of the at least one brake unit (141-1; 141-2) indicate that the at least one pressing member has a constant brake force. 11 , f 12 ) to the brake actuator (131) controlled by each of the one control units (121-1). 1a , 131 1b ) to generate the control signal (c 11 , c 12 7. The brake system of claim 5 or 6, configured to generate a brake force.

8. The railroad vehicle is configured to calculate the respective movement amounts (m 1 , m 2 , m n 8. The brake system according to claim 3, further comprising a second communication bus (152) configured to exchange the motion parameters representative of the vehicle speed, ...

9. Each of the at least two cars (111, 112, 11n) provided in the railcar includes at least one respective battery unit (161, 162 and 16n) provided in the same car as the at least one respective battery unit, the control unit (121-1, 121-2, 122-1, 122-2, 12n-1, 12n-2), and the brake actuator (131 1a , 131 1b , 131 2a , 131 2b , 131 1a , 131 1b , 131 2a , 131 2b , 13n 1a , 13n 1b , 13n 2a , 13n 2b 9. The braking system according to claim 1, further comprising at least one respective battery unit (161, 162, 16n) configured to supply electrical energy to said first and second battery units (161, 162, 16n).

10. 10. The braking system of claim 9, wherein each of the at least two cars (111, 112, 11n) comprised within the rail vehicle comprises at least one battery charger configured to charge the at least one respective battery unit (161, 162, 16n) during operation of the rail vehicle.

11. The brake system according to any one of claims 1 to 10, wherein the brake input signal (B) is generated in response to at least one of a service brake command, an emergency brake command, and a parking brake command.

12. The brake actuator (131 1a , 131 1b , 131 2a , 131 2b , 131 1a , 131 1b , 131 2a , 131 2b , 13n 1a , 13n 1b , 13n 2a , 13n 2b Each of the at least one wheels (221) is configured to reduce its rotational speed (ω) by one of the wheels (221) receiving a slip signal (s s ) reflecting the degree of slip of the at least one wheel (221). 11 a wheel (221) whose rotation is monitored by a measurement module (214) configured to generate a The brake actuator (131 1a ) each of the idle signals (s 11 ), and when the degree of slip exceeds a threshold, the brake actuator (131 1a ) is a brake force signal (f) that causes the brake unit (141-1) to apply a brake force to the rotatable member to the pressing member. 11 ), and the braking force is generated based on the received control signal (c 11 12. The brake system according to claim 1, wherein the braking force is lower than the braking force specified by

13. At least one control unit (121-1, 121-2, 122-1, 122-2, 12n-1, 12n-2), at least one brake actuator (131 1a , 131 1b , 131 2a , 131 2b , 131 1a , 131 1b , 131 2a , 131 2b , 13n 1a , 13n 1b , 13n 2a , 13n 2b 1. A computer-implemented method for decelerating a rail vehicle comprising at least two cars (111, 112, 11n), each car comprising at least one brake unit (141-1, 141-2, 141-3, 141-4, 142-1, 142-2, 142-3, 142-4, 14n-1, 14n-2, 14n-3, 14n-4), the method comprising: receiving a brake input signal (B) in each of the control units (121-1, 121-2, 122-1, 122-2, 12n-1, 12n-2); In response to the brake input signal (B), respective control signals (c 11 , c 12 , c 13 , c 14 , c 21 , c 22 , c 23 , c 24 , c n1 , c n2 , c n3 , c n4 ) in each of said control units; A brake actuator (131) provided in the same vehicle as the control unit that generated the control signal. 1a , 131 1b , 131 2a , 131 2b , 131 1a , 131 1b , 131 2a , 131 2b , 13n 1a , 13n 1b , 13n 2a , 13n 2b ) in one of the respective control signals (c 11 , c 12 , c 13 , c 14 , c 21 , c 22 , c 23 , c 24 , c n1 , c n2 , c n3 , c n4 ) each of the The control signal (c 11 , c 12 , c 13 , c 14 , c 21 , c 22 , c 23 , c 24 , c n1 , c n2 , c n3 , c n4 ), the respective brake force signals (f 11 , f 12 , f 13 , f 14 , f 21 , f 22 , f 23 , f 24 , f n1 , f n2 , f n3 , f n4 ) at each of the brake actuators; In one of the brake units (141-1, 141-2, 141-3, 141-4, 142-1, 142-2, 142-3, 142-4, 14n-1, 14n-2, 14n-3, 14n-4), each of which is provided in the same vehicle as the brake actuator that generated the brake force signal and which includes a pressing member and a rotatable member mechanically connected to at least one wheel of the at least two vehicles (111, 112, 11n), the respective brake force signals (f 11 , f 12 , f 13 , f 14 , f 21 , f 22 , f 23 , f 24 , f n1 , f n2 , f n3 , f n4 ) each of the causing, in each brake unit, in response to the brake force signal, the pressing member to apply a brake force to the rotatable member to reduce a rotational speed of the at least one wheel of the at least one vehicle (111, 112, 11n); Contains The respective displacements (m 1 , m 2 , m n At least one motion parameter (a X , a Y , a Z , a R , a P , a W ω), further based on the respective control signals (c 11 , c 12 , c 13 , c 14 , c 21 , c 22 , c 23 , c 24 , c n1 , c n2 , c n3 , c n4 ) in each of said control units. A method comprising:

14. 14. The method of claim 13, comprising providing the brake input signal (B) to each of the at least two cars (111, 112, 11n) via a first communication bus (151) provided within the rail vehicle.

15. The acceleration of the vehicle in at least one dimension (a X , a Y , a Z , a R , a P , a W ), wherein the at least one vector signal is generated by at least one accelerometer (211), and the at least one vector signal represents the respective displacements (m 1 , m 2 , m n generating at least one vector signal in each of said at least two vehicles (111, 112, 11n) representative of The control signal (c 11 , c 12 , c 13 , c 14 , c 21 , c 22 , c 23 , c 24 , c n1 , c n2 , c n3 , c n4 ) and The method of claim 13 or 14, comprising:

16. At least one speed signal (s s ) representative of the respective speeds (ω) of the wheels (221) of said vehicles is provided for each of said at least two vehicles (111, 112, 11n). ω ), wherein said at least one speed signal (s ω ) is generated by at least one rotational speed sensor (212), and said at least one speed signal (s ω ) is the movement amount (m 1 , m 2 , m n At least one speed signal (s ω ) and The at least one speed signal (s ω ) based on the control signal (c 11 , c 12 , c 13 , c 14 , c 21 , c 22 , c 23 , c 24 , c n1 , c n2 , c n3 , c n4 ) and The method according to any one of claims 13 to 15, comprising:

17. The respective movement amounts (m 2 , m n receiving at least one of the at least one motion parameter indicative of the at least one motion parameter at each of the control units (121-1, 121-2, 122-1, 122-2, 12n-1, 12n-2); The movement amount (m) of the vehicle equipped with the at least one received motion parameter and each one of the control units (121-1) is 1 ) and the average motion parameter (m avg ) in each of the control units (121-1, 121-2, 122-1, 122-2, 12n-1, 12n-2); and The mean motion parameter (m avg ) is set to be larger than the movement amount (m 1 the respective brake force signal (f) for the at least one brake unit (141-1; 141-2) causing an increased brake force to be applied to the at least one pressing member when the motion parameters of the at least one brake unit (141-1; 141-2) indicate that the at least one pressing member has a larger braking force than the at least one pressing member. 11 , f 12 ) to the brake actuator (131) controlled by the control unit (121-1). 1a , 131 1b ) to generate the control signal (c 11 , c 12 ) in each of the plurality of control units (121-1, 121-2, 122-1, 122-2, 12n-1, 12n-2); The method of any one of claims 13 to 16, further comprising:

18. The mean motion parameter (m avg ) is set to be larger than the movement amount (m 1 ) the increased braking force is applied when the mean motion parameter (m avg ) is set to a value smaller than the movement amount (m 1 a respective brake force signal (f 11 , f 12 ) to the brake actuator (131) controlled by the control unit (121-1). 1a , 131 1b ) to generate the control signal (c 11 , c 12 18. The method of claim 17, further comprising generating a signal representing the number of times the signal is transmitted to the control unit (121-1, 121-2, 122-1, 122-2, 12n-1, 12n-2) in each of the control units (121-1, 121-2, 122-1, 122-2, 12n-1, 12n-2).

19. The mean motion parameter (m avg ) is set to be larger than the movement amount (m 1 ) the increased braking force is applied when the mean motion parameter (m avg ) is the amount of movement (m 1 a respective brake force signal (f) to the at least one brake unit (141-1; 141-2) that applies a maintained brake force to the at least one pressing member when the motion parameters of the respective brake units (141-1; 141-2) indicate that the at least one pressing member has a 11 , f 12 ) to the brake actuator (131) controlled by the control unit (121-1). 1a , 131 1b ) to generate the control signal (c 11 , c 12 19. The method according to claim 17 or 18, further comprising generating in each of said control units (121-1, 121-2, 122-1, 122-2, 12n-1, 12n-2).

20. The respective movement amounts (m) of the cars (111, 112, 11n) provided in the railway vehicle are transmitted via a second communication bus (152) provided in the railway vehicle. 1 , m 2 , m n The method according to any one of claims 15 to 19, comprising exchanging the motion parameters representative of the vehicle speed, the vehicle speed, and the vehicle speed of the vehicle.

21. A method according to any one of claims 13 to 20, comprising generating the brake input signal (B) in response to at least one of a service brake command, an emergency brake command and a parking brake command.

22. The brake actuator (131 1a , 131 1b , 131 2a , 131 2b , 131 1a , 131 1b , 131 2a , 131 2b , 13n 1a , 13n 1b , 13n 2a , 13n 2b a slip signal (s ) reflecting the degree of slip of each of said at least one wheel (221), wherein one of said wheels (221) is configured to reduce its rotation speed (ω); 11 ), wherein the slip signal (s) is generated by a measurement module (214) configured to monitor the rotation of the at least one wheel (221). 11 ) and if the degree of spinning exceeds a threshold, The received control signal (c 11 ) to cause the brake unit (141-1) to apply a braking force to the pressing member that is lower than the braking force specified by 11 ) to the brake actuator (131 1a ) and The method according to any one of claims 13 to 21, comprising:

23. A computer program (317; 417) loadable onto a non-volatile data carrier (316; 416) communicatively connected to at least one processor (315; 415), the computer program (317; 417) comprising software for carrying out the method according to any one of claims 13 to 22 when the computer program (317; 417) is executed on said at least one processor (315; 415).

24. A non-volatile data carrier (316; 416) containing a computer program (317; 417) according to claim 23.

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