Rotation angle detection system for detecting the rotation angle of rotary brake drive units in railway vehicles

Abstract

The present invention relates to a rotation angle detection system (1, 1') for detecting the rotation angle of a rotary brake drive for a railway vehicle, the rotation angle detection system (1, 1') comprising at least one sensor unit (30, 30') for detecting the rotation angle, which is functionally connectable to the rotary brake drive, and at least one electronic main path (10, 10') and at least one electronic safety path (20, 20') for each sensor unit (30, 30'), wherein the at least one electronic main path (10, 10') and the at least one electronic safety path (20, 20') are each functionally connectable to the at least one sensor unit (30, 30') as individual paths, and the at least one electronic main path (10, 10') and the at least one electronic safety path (20, 20') each have at least one signal processing unit (14, 15, 16, 18, 24, 25, 16, 28).

Description

[[Technical Field]]

[0001] The present invention relates to a rotation angle detection system for detecting the rotation angle of a rotary brake drive unit for railway vehicles, a brake system for railway vehicles, and a railway vehicle provided with such a rotation angle detection system.

[0002] In railway vehicles, for example, an electromechanical brake actuator, such as a brake cylinder, is configured such that electric energy is converted into mechanical energy using an electric motor. When the brake actuator or the brake cylinder is actuated, the rotor of the electric motor is caused to rotate. This rotation or drive torque associated with this rotation is transmitted via a shaft to a spindle nut within or incorporated in the shaft. Axially fixing the spindle nut consequently results in a feed movement of the spindle, as an example of a transducer, from rotational movement to linear movement. In a further step, the mechanical transmission stage causes movement of a caliper lever, which leads to the contact of the brake pad against the brake disc and the generation of the pad contact force. To release the brake, the motor rotates in the opposite direction, which thereby resets the screw drive.

[0003] For driving and controlling an electric motor, such as a permanent magnet excited synchronous machine, or PMSM for short, a rotation angle sensor is used to detect the rotor position. Therefore, to achieve high failure safety for a drive system, such as in the case of Safety Integrity Level 4 (SIL4 ("Safety Integrity Level")), at least two sensor systems are often used. This is because this provides redundancy in the event of a failure of a sensor system.

[0004] However, due to limited space for corresponding implementations, and from a cost perspective, realizing two or more sensors and components is extremely difficult or impossible. This is especially true for brake actuator housings in railway vehicles, where the maximum dimensions are constrained by the space available on the bogie.

[0005] Therefore, considering the above explanation, the object of the present invention is to provide a rotation angle detection system that is improved compared to the prior art, particularly in terms of the required installation space.

[0006] This problem is solved by the scope of the independent claim.

[0007] A favorable developmental form is the subject of a dependent claim.

[0008] According to the present invention, a rotation angle detection system for detecting the rotation angle of a rotary brake drive unit for a railway vehicle comprises at least one sensor unit for detecting a rotation angle that is functionally connectable to the rotary brake drive unit, and at least one electronic device main path and at least one electronic device safety path for each sensor unit, wherein each of the at least one electronic device main path and at least one electronic device safety path is functionally connectable to at least one sensor unit as an individual path, and each of the at least one electronic device main path and at least one electronic device safety path comprises at least one signal processing unit.

[0009] Therefore, the basic idea of ​​the present invention is based on the fact that instead of two or more complete sensor paths having both the sensor unit itself and a signal processing unit, such as a corresponding signal processing electronic device, redundancy is achieved by using a sensor unit having two or more signal processing units, where at least one of each signal processing unit is associated with the main electronic device path and at least one of each signal processing unit is associated with the safety electronic device path.

[0010] The main electronic device path and the safety electronic device path are separate, independent paths that are either connected in parallel to each other or extend independently. The main electronic device path can be understood as the electronic device path that is functionally connected to the sensor unit under fault-free operation, thereby allowing sensor signals, or other signals such as drive control signals or similar signals, to be conducted unidirectionally or bidirectionally. In contrast, the safety electronic device path can only be functionally connected to the sensor unit if a fault prevents or otherwise obstructs transmission through the main electronic device path.

[0011] The main electronic device path and the safety electronic device path can, alternatively, be functionally connected to the sensor unit simultaneously, either continuously or at least temporarily, thereby enabling validation of the transmitted signal or allowing the signal to be transmitted without delay via the safety electronic device path even if the main electronic device path fails. The functional connectivity of the main electronic device path and the safety electronic device path relates to both direct and indirect connections of individual paths for signal transmission. Furthermore, functional connectivity may also relate to the actual activation of individual paths or their respective signal processing units. In other words, at least one signal processing unit may, for example, be constantly physically connected to the sensor unit, and the functional connectivity is, more precisely, only achieved by the activation of the corresponding signal processing unit.

[0012] The functional connectivity between the sensor unit and the rotary brake drive unit may also include direct and indirect connections. This connection may be mechanical and / or signal-technically. This allows the sensor unit to generate at least one signal representing the rotation angle in interaction with the rotary brake drive unit, either through direct contact connections or via optical, acoustic, and / or electrical or electromagnetic signals, which can be transmitted to the respective signal processing units via the electronic main path and / or electronic safety path.

[0013] By forming a rotation angle detection system with sensor units having redundant individual paths, it is possible to realize each signal processing unit using relatively small microelectronic components and / or highly integrated components that require less space, especially when the individual paths are implemented redundantly, thereby promoting a reduction in the required installation space. Implementing individual paths redundantly, i.e., electronic device safety paths with respect to the main electronic device path, or each signal processing unit redundantly, may relate to performing the same function, but may also relate to the redundancy of predetermined functions, particularly safety-related functions.

[0014] According to one embodiment, the sensor unit is configured with higher fault safety than at least one main electronic device path and / or at least one safety electronic device path. The sensor unit has characteristics that are less likely to be lost with respect to higher fault safety.

[0015] Therefore, sensor units, such as individual sensor elements, are designed to be simple, reliable, and failure-free in order to achieve the highest possible fault safety. This can be achieved, for example, by appropriate means such as durable mechanical design, enhanced insulation, larger conductor cross-sections, and / or the use of aging-resistant materials. Sensor units are particularly configured so that their characteristics are "less likely to be lost" over a specified service life or throughout their entire lifespan. In this context, the term "less likely to be lost" relates to unforeseen failures. Signal processing units or individual paths connected thereto are implemented redundantly, at least in terms of their predetermined functionality, so that functions with relatively low fault safety can be moved to these individual paths. Indeed, with respect to signal processing units with corresponding components that are often relatively complex and have a relatively high probability of failure, this relatively high probability of failure can be at least partially compensated for by redundancy.

[0016] According to one embodiment, a signal processing unit of at least one electronic device main path and / or at least one electronic device safety path has at least one signal converter.

[0017] Sensor signals transmitted by, for example, a sensor unit can be converted into a signal that can be processed by another signal processing component via at least one signal converter. The signal converter may be, for example, an A / D converter that converts the analog signal of the sensor unit into a digital format.

[0018] According to one embodiment, the signal processing unit of at least one electronic device main path and / or at least one electronic device safety path has at least one signal processing unit.

[0019] For example, a signal processing unit further processes the signal from the sensor unit, which has been selectively converted beforehand via a signal converter. This further processing may, among other things, be a calculation to another quantity that takes into account another signal input, and / or another form of signal processing, thereby determining the rotation angle of the rotary brake drive based on the signal from the sensor unit.

[0020] According to one embodiment, a signal processing unit of at least one electronic device main path and / or at least one electronic device safety path has at least one signal output unit.

[0021] This signal output unit outputs the rotation angle of the rotary brake drive unit, which is determined based on the signal from the sensor unit. The signal output unit may be a separate unit of the signal processing unit, or it may be incorporated into the signal processing unit described above. Conversely, the signal output unit may include a signal processing function.

[0022] According to one embodiment, at least one electronic device main path and / or at least one electronic device safety path has at least one signal switch, and via this signal switch, at least one signal processing unit is functionally connectable to at least one sensor unit.

[0023] Therefore, via such a signal switch, at least one main electronic device path and / or at least one safety electronic device path can be selectively connected to and disconnected from the sensor unit. If an error can be transmitted to the sensor unit in at least one main electronic device path and / or at least one safety electronic device path, or otherwise could adversely affect the sensor unit, this is prevented by disconnecting the individual path with the error. Furthermore, the sensor unit can also be connected as intended via the signal switch. In this way, for example, initially only one individual path can be connected to the sensor unit, and then if this individual path fails, or for other reasons, another individual path can be switched on via the signal switch or switched to this other individual path. The concept of switching on relates to the connection of two individual paths, whereas switching disconnects the previous individual path.

[0024] According to one embodiment, at least one electronic device main path and / or at least one electronic device safety path has at least one energy supply unit, which is functionally connectable to at least one sensor unit.

[0025] Therefore, this sensor unit does not necessarily require a dedicated energy supply, and energy can be supplied to this sensor unit via at least one main electronic device path and / or at least one safety electronic device path. Fault safety can be further improved if at least one main electronic device path and / or at least one safety electronic device path has at least one energy supply unit or has a connection to an energy supply unit.

[0026] According to one embodiment, at least one electronic device main path and / or at least one electronic device safety path has at least one energy supply switch, and via this energy supply switch, at least one energy supply unit is functionally connectable to at least one sensor unit.

[0027] Therefore, just like with signal switches, each energy supply unit can be connected and disconnected as intended.

[0028] In particular, at least one main electronic device path and / or at least one safety electronic device path and / or at least one signal switch and / or at least one energy supply switch are drive-controllable via the drive control signal of the drive control unit.

[0029] Such a drive control unit preferably comprises a monitoring function, or such a drive control unit is at least connected in terms of signal technology to a corresponding monitoring unit, whereby in the event of a failure or error of an individual path or a signal processing unit or an energy supply unit, at least one signal switch and / or at least one energy supply switch is drive-controlled via a drive control signal. This drive control may be configured such that at least one main electronic device path is drive-controlled first, and if there is no response or in accordance with an error detected in another way, at least one safety electronic device path is drive-controlled for the first time. In this case, correspondingly, it is also possible for the drive control unit to drive-control at least one signal switch and / or at least one energy supply switch. The drive control of at least one signal switch and / or at least one energy supply switch can also be performed via respective at least one main electronic device path and / or at least one safety electronic device path. This drive control unit may be part of a rotation angle detection system, for example part of at least one main electronic device path and / or at least one safety electronic device path, or may be an external drive control unit.

[0030] According to one embodiment, the sensor unit is a resolver or includes at least one resolver.

[0031] A resolver is a rotation angle sensor, and the resolver has a rotor and a stator, similarly to an electric motor. The rotor of the resolver may be made of a material with good magnetic conductivity, and can form a magnetic flux guide for the magnetic field generated by the stator. When observing the windings on the stator of the resolver, two different regions can be distinguished. The first region corresponds to a rotary transformer, where the windings are arranged concentrically around the rotor. In the second region, the winding structure corresponds to the structure of a motor winding with two phases, and these phases are not connected to each other. The two winding regions are spatially separated from each other, and are magnetically coupled only via the rotor and stator magnetic flux guides. The excitation winding of the resolver is, for example, generally excited by a sinusoidal or rectangular high-frequency voltage within the range of 2 kHz to 10 kHz. In this process, the alternating magnetic field is transmitted exclusively to the measurement winding by the rotor, and its amplitude is modulated. The voltage in the measurement winding can be used as an evaluation quantity. Then, sinusoidal vibration and cosine vibration are presented as output signals. Since the rotor is excited by an alternating voltage of constant amplitude, this excitation induces a voltage in the measurement winding, and the amplitude of this voltage does not depend on the rotation speed of the shaft of the brake drive. Therefore, the amplitude of the voltage in the measurement winding depends only on the rotor angle or the position of the rotor or the shaft.

[0032] Due to the structure of a resolver in which mechanical components having wear characteristics, such as ball bearings, and electronic components, such as microprocessors, semiconductors, or capacitors having solid electrolytes, are not used, extremely high failure safety is provided by the resolver itself.

[0033] At least one main electronic device path and / or at least one safety electronic device path particularly comprises at least one resolver-digital converter.

[0034] By using at least one resolver-to-digital converter, the resolver can be easily operated as a sensor unit. Since the resolver-to-digital converter is a microprocessor-like electronic component with a complex structure and / or lower fault safety, at least one resolver-to-digital converter is provided in at least one main electronic device path and at least one safety electronic device path.

[0035] According to one developmental form, at least one resolver-to-digital converter is configured to magnetically excite the rotor of the resolver, particularly with an AC voltage of constant amplitude, and to receive sinusoidal and cosine signals from the stator of the resolver.

[0036] Therefore, according to the aforementioned function of the resolver, a drive control signal or excitation signal for the resolver can be transmitted by the resolver-to-digital converter, and conversely, the resolver can receive an output signal representing the rotation angle. Accordingly, at least one resolver-to-digital converter may be designed to generate an appropriate excitation signal for the resolver. At least one resolver-to-digital converter may further not only receive the resolver's two output signals, namely a sine wave signal and a cosine wave signal, but also process them and transfer the rotation angle of the rotary brake drive unit, or the output signal representing this rotation angle, as a measured quantity to a higher-level system, for example, via a digital interface.

[0037] According to one embodiment, at least one resolver-to-digital converter or another signal processing unit is configured to determine the rotational angular position from the sinusoidal and cosine signals of the resolver's stator, taking into account, in particular, the number of pole pairs of the resolver.

[0038] The resolver signals, i.e., the sinusoidal and cosine signals, are evaluated, for example, by forming an arctangent, which allows for the output of an electrical rotational angular position. By incorporating the pole pair number of the resolver, output as a mechanical rotational angular position is also possible. Furthermore, the resolver can be diagnosed using the two output signals, and trigonometric calculations can be applied.

[0039] In another aspect, the present invention relates to a brake system for a railway vehicle, comprising at least one brake actuator for applying a braking force, at least one rotary brake drive unit for operating the brake actuator, and at least one of the aforementioned rotation angle detection systems.

[0040] The features described above in the description of the rotation angle detection system are similarly related to advantageous developments of the brake system according to the present invention, and vice versa.

[0041] According to another aspect, the present invention relates to a railway vehicle equipped with at least one of the aforementioned rotation angle detection systems and / or the aforementioned braking system, wherein at least one sensor unit is located on the bogie of the railway vehicle.

[0042] The features described above in the description of the rotation angle detection system relate to similarly advantageous development forms of railway vehicles according to the present invention, and vice versa.

[0043] The embodiments of the present invention described above and later should not be considered limiting to the scope of the present invention. Rather, other scopes of the present invention can be obtained by supplementing, omitting, or substituting individual features.

[0044] In the following, advantageous embodiments of the present invention will be described with reference to the attached drawings. [Brief explanation of the drawing]

[0045] [Figure 1] This is a schematic diagram of a rotation angle detection system for railway vehicles according to an exemplary first embodiment. [Figure 2] This is a schematic diagram of a rotation angle detection system for railway vehicles according to an exemplary second embodiment.

[0046] Figure 1 shows a schematic diagram of a rotation angle detection system 1 for a railway vehicle according to an exemplary first embodiment. The rotation angle detection system 1 has a sensor unit 30 that can detect the rotation angle of a rotary brake drive unit (not shown) of a railway vehicle. For this purpose, the rotation angle detection system is located on the bogie, and here it is included, for example, in an electromechanical brake caliper located on the bogie of the railway vehicle. In an alternative embodiment, the rotation angle detection system 1 may be located only partially on the brake caliper or on the bogie.

[0047] The rotation angle detection system 1 further has an electronic main path 10 and an electronic safety path 20, which are each connected to the sensor unit 30 as separate paths. The electronic main path 10 and the electronic safety path 20 each have, as part of a signal processing unit, one signal converter 14, 24, one signal processing unit 15, 25, and one signal output unit 16, 26, which are formed from these components and process the sensor signals of the sensor unit. The electronic main path 10 and the electronic safety path 20 further have one energy supply unit 11, 21 each to supply energy to the sensor unit, respectively. The connection of the sensor unit 30 for energy supply by the respective energy supply units 11, 21 is made via the respective energy supply switches 12, 22. Similarly, the connection of the sensor unit for signal processing via the respective signal converters 14, 24, the respective signal processing units 15, 25, and the respective signal output units 16, 26 is made via the respective signal switches 13, 23. The signal switches 13, 23 and energy supply switches 12, 22 are driven and controlled by their respective drive control signals 17, 27 supplied by the control unit 40. Drive control signal 17 is used to drive the signal switch 13 and energy supply switch 12 of the main electronic device path 10, while the signal switch 23 and energy supply switch 22 of the electronic device safety path 20 are driven and controlled via drive control signal 27. If rotation angle detection and energy supply are performed, for example, via the main electronic device path, and an error or failure is detected during the performance, the control unit 40 outputs drive control signal 17, which opens the signal switch 13 and energy supply switch 12, and consequently disconnects their respective connections to the sensor unit 30. In connection with this, the control unit 40 also outputs drive control signal 27 to the electronic device safety path 20, which closes the signal switch 23 and energy supply switch 22, connecting the sensor unit 30 to the electronic device safety path 20.If the malfunction or error is related only to energy supply, only the corresponding energy supply switches 12 and 22 can be toggled. Similarly, if the respective active energy supply units 11 and 21 are not experiencing errors or malfunctions, only the signal switches 13 and 23 can be toggled.

[0048] In this embodiment, the main electronic device path 10 and the electronic device safety path 20 have the same functional scope to achieve complete redundancy. However, in an alternative embodiment, the main electronic device path 10 and the electronic device safety path 20 may have only partially the same functional scope, for example, to configure only safety-related functions redundantly.

[0049] Therefore, according to the embodiment described above, the rotation angle detection system 1 does not have redundant sensor units with separate electronic device paths for signal processing. Instead, redundancy is provided by individual paths configured at least partially redundantly by the main electronic device path 10 and the safety electronic device path 20, each of which can be connected to a sensor unit 30 that is not redundantly implemented.

[0050] Figure 2 shows a schematic diagram of a rotation angle detection system 1' for a railway vehicle according to an exemplary second embodiment. The rotation angle detection system 1' of the second embodiment differs from the rotation angle detection system 1 of the first embodiment in that, in the second embodiment, the sensor unit is comprised of a resolver 30'. In the rotation angle detection system 1', energy supply in the form of an excitation signal for the resolver 30' and signal processing of sinusoidal and cosine signals received by the resolver 30' are performed via resolver-to-digital converters 18 and 28 provided in the electronic device main path 10' and electronic device safety path 20', respectively, which are connected to the resolver 30'. The excitation signal can be transmitted to the resolver 30' by the resolver-to-digital converter 18 in the electronic device main path 10' or by the resolver-to-digital converter 28 in the electronic device safety path 20', depending on the opening and closing of the respective excitation signal switches 13a' and 23a'. In response to an excitation signal related to the current rotation angle of the rotary brake drive unit, the resolver 30' outputs a sine wave signal and a cosine wave signal. The sine wave signal is selectively transmitted to the resolver-to-digital converter 18 in the main electronic device path 10' or the resolver-to-digital converter 28 in the electronic device safety path 20', depending on the switch position of the sine wave signal switches 13b' and 23b' located in both the main electronic device path 10' and the electronic device safety path 20'. In an alternative embodiment, for example, for control reasons, it may be specified that the sine wave signal be transmitted to both the resolver-to-digital converter 18 in the main electronic device path 10' and the resolver-to-digital converter 28 in the electronic device safety path 20'. Similar to the transmission of sine wave signals, cosine wave signals are selectively transmitted to the resolver-to-digital converter 18 in the main electronic device path 10' or the resolver-to-digital converter 28 in the electronic device safety path 20', depending on the switch position of the cosine wave signal switches 13c' and 23c' located in both the main electronic device path 10' and the safety electronic device path 20'.In an alternative embodiment, it may also be specified, for example for control reasons, that the cosine wave signal be transmitted to both the resolver-to-digital converter 18 in the main electronic device path 10' and the resolver-to-digital converter 28 in the safety electronic device path 20'.

[0051] Each resolver-to-digital converter 18, 28 is configured to determine the rotation angle of the rotary brake drive unit by forming an inverse negative tangent from the transmitted sine wave signal and cosine wave signal, and output this to a higher-level control unit, such as the control unit 40. [Explanation of Symbols]

[0052] 1,1' Rotation Angle Detection System 10,10' Main path of electronic device 11. Energy supply unit (main circuit for electronic devices) 12. Energy supply switch (main circuit for electronic devices) 13. Signal switch (main circuit for electronic devices) 13a' Excitation signal switch (main circuit of electronic device) 13b' Sine wave signal switch (main circuit for electronic device) 13c' Cosine wave signal switch (main circuit for electronic device) 14. Signal Converter (Main Path of Electronic Devices) 15. Signal Processing Unit (Main Path of Electronic Devices) 16. Signal output unit (main path of electronic device) 17. Drive control signal (main path of electronic device) 18. Resolver-to-digital converter (main path of electronic device) 20,20' Electronic device safety path 21. Energy supply unit (electronic device safety path) 22 Energy supply switch (electronic device safety path) 23. Signal switch (electronic device safety path) 23a' Excitation signal switch (electronic device safety path) 23b' Sine wave signal switch (electronic device safety path) 23c' Cosine wave signal switch (electronic device safety path) 24. Signal Converter (Electronic Device Safety Path) 25. Signal Processing Unit (Electronic Device Safety Path) 26. Signal Processing Unit (Electronic Device Safety Path) 27. Drive control signal (electronic device safety path) 28. Resolver-to-Digital Converter (Electronic Device Safety Path) 30 Sensor Units 30' Resolver 40 Control Units

Claims

1. A rotation angle detection system (1, 1') for detecting the rotation angle of a rotary brake drive unit for a railway vehicle, At least one sensor unit (30, 30') for detecting the rotation angle, which is functionally connectable to the rotary brake drive unit, Each sensor unit (30, 30') has at least one main electronic device path (10, 10') and at least one safety electronic device path (20, 20'), and each of the at least one main electronic device path (10, 10') and the at least one safety electronic device path (20, 20') is functionally connectable to at least one of the sensor units (30, 30') as an individual path. Each of the above electronic device main paths (10, 10') and the above electronic device safety paths (20, 20') each has at least one signal processing unit (14, 15, 16, 18, 24, 25, 16, 28), Rotation angle detection system (1, 1'), each of at least one main electronic device path (10, 10') and at least one safety electronic device path (20, 20') having at least one energy supply unit (11, 21) functionally connectable to at least one sensor unit (30, 30').

2. The rotation angle detection system (1, 1') according to claim 1, wherein the sensor unit (30, 30') is configured to have higher fault tolerance than at least one main electronic device path (10, 10') and / or at least one safety electronic device path (20, 20'), and in particular has characteristics that are less likely to be lost.

3. The rotation angle detection system (1, 1') according to claim 1, wherein the signal processing unit of at least one main electronic device path (10, 10') and / or at least one safety electronic device path (20, 20') has at least one signal converter (14, 18, 24, 28).

4. The rotation angle detection system (1, 1') according to claim 1, wherein the signal processing unit of at least one main electronic device path (10, 10') and / or at least one safety electronic device path (20, 20') has at least one signal processing unit (15, 18, 25, 28).

5. The rotation angle detection system (1, 1') according to claim 1, wherein the signal processing unit of at least one main electronic device path (10, 10') and / or at least one safety electronic device path (20, 20') has at least one signal output unit (16, 18, 26, 28).

6. Rotation angle detection system (1, 1') according to claim 1, wherein at least one main electronic device path (10, 10') and / or at least one safety electronic device path (20, 20') has at least one signal switch (13, 13a', 13b', 13c', 23, 23a', 23b', 23c'), and at least one signal processing unit (14, 15, 16, 18, 24, 25, 16, 28) is functionally connectable to at least one sensor unit (30, 30') via the signal switches (13, 13a', 13b', 13c', 23, 23a', 23b', 23c').

7. Rotation angle detection system (1, 1') according to claim 1, wherein at least one main electronic device path (10, 10') and / or at least one safety electronic device path (20, 20') has at least one energy supply switch (12, 22), and at least one energy supply unit (11, 21) is functionally connectable to at least one sensor unit (30, 30') via the energy supply switch (12, 22).

8. Rotation angle detection system (1, 1') according to claim 6, wherein at least one main electronic device path (10, 10') and / or at least one safety electronic device path (20, 20') and / or at least one signal switch (13, 13a', 13b', 13c', 23, 23a', 23b', 23c') and / or at least one energy supply switch (12, 22) are drive controllable via drive control signals (17, 27) of a drive control unit (18, 40), and the energy supply switches (12, 22) are located in at least one main electronic device path (10, 10') and / or at least one safety electronic device path (20, 20').

9. The rotation angle detection system (1') according to claim 1, wherein the sensor unit (30') is a resolver (30') or has at least one resolver (30').

10. The rotation angle detection system (1') according to claim 9, wherein at least one of the electronic device main paths (10, 10') and / or at least one of the electronic device safety paths (20, 20') has at least one resolver digital converter (18, 28).

11. The rotation angle detection system (1') according to claim 10, wherein at least one resolver digital converter (18, 28) is configured to magnetically excite the rotor of the resolver (30') with a constant amplitude AC voltage and to receive sinusoidal and cosine signals from the stator of the resolver (30').

12. Rotation angle detection system (1') according to claim 11, wherein at least one resolver-to-digital converter (18, 28) or another signal processing unit (14, 15, 16, 24, 25, 16) is configured to determine the rotation angle position from the sinusoidal and cosine signals of the stator of the resolver (30'), taking into account the number of pole pairs of the resolver (30').

13. A braking system for railway vehicles, At least one brake actuator for applying braking force, At least one rotary brake drive unit for operating the brake actuator, A brake system comprising at least one rotation angle detection system (1, 1') according to any one of claims 1 to 12.

14. A railway vehicle comprising at least one rotation angle detection system (1,1') according to any one of claims 1 to 12 and / or a brake system according to claim 13, A railway vehicle in which at least the sensor unit (30, 30') is located on the bogie of the railway vehicle.

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