A method for determining the capacitance value of at least one supercapacitor in an electromechanical brake system of at least one vehicle, an electromechanical brake system, and a vehicle.

Abstract

A method is described for determining a capacitance value of a first supercapacitor (100) of an electromechanical braking system (102), the electromechanical braking system (102) also comprising a second supercapacitor (101). The method comprises the following steps a)-f): a) measuring a first voltage value at the terminals of the second supercapacitor (101); b) if the first voltage value is greater than a predefined minimum voltage value, performing a charging or discharging operation of the first supercapacitor to bring the terminals of the first supercapacitor to a second voltage value equal to or greater than the minimum voltage value; c) determining a first voltage fluctuation at the terminals of the first supercapacitor (100); d) determining a first voltage fluctuation rate; e) measuring a first current value flowing through one of the terminals of the first supercapacitor (100); f) calculating the capacitance value of the first supercapacitor (100) by the ratio between the measured first current value and the first voltage fluctuation rate. An electromechanical braking system and vehicle using the method are also described.

Description

TECHNICAL FIELD

[0001] The present invention generally pertains to the field of methods and brake systems for vehicles, and in particular, the present invention relates to a method for determining the capacitance value of at least one super capacitor of an electro-mechanical braking system of at least one vehicle, an electro-mechanical braking system, and a vehicle equipped with this electro-mechanical braking system. BACKGROUND ART

[0002] Nowadays, new electro-mechanical braking systems based on mechatronics technology, for example for railway applications, are being developed. Their design must functionally reproduce what was previously provided by conventional electro-pneumatic brakes, for example for railway applications, particularly with regard to safety-related functions.

[0003] Therefore, in these new electro-mechanical braking systems, it is necessary to ensure the following: - An amount of energy capable of ensuring at least one emergency braking operation is stored; - The emergency braking of the entire vehicle reaches a predetermined minimum safety level.

[0004] For example, brake systems typically comprise energy storage means configured to store sufficient energy to allow the electro-pneumatic brake system to perform at least one complete emergency braking operation.

[0005] Depending on the type of brake system, the energy storage means may take various forms.

[0006] In the case of pneumatic brake systems, this energy storage means may conventionally be, for example, an auxiliary tank. In this case, energy is stored by storing compressed air in the auxiliary tank, and the volume of the auxiliary tank is kept constant and invariant. To meet the necessary safety requirements, the internal pressure in the auxiliary tank is usually measured continuously by one or more pressure sensors (to meet any redundancy requirements).

[0007] By monitoring the pressure in the auxiliary tank, it is possible to immediately identify any loss of stored energy required to perform emergency braking, and optionally, to intervene quickly to restore safety.

[0008] However, in an electromechanical braking system, the energy storage means may be, for example, a mechanical means for storing mechanical potential energy. The mechanical means may be, for example, a helical spring. The mechanical means for storing mechanical potential energy stores the energy required to apply at least one emergency braking action and can clearly perform the same function as that performed by the auxiliary tank described above.

[0009] In this case as well, in order to meet the required safety requirements, the mechanical energy stored in the mechanical means for storing mechanical potential energy can be monitored by a suitable sensor.

[0010] In this case as well, by monitoring the energy stored in mechanical means to store mechanical potential energy, any loss of stored energy required to perform emergency braking can be immediately identified, and optionally, rapid intervention can be taken to restore safety.

[0011] When the force transmission is rotational rather than translational, other forms of mechanical energy storage, such as flat helical springs, can also obviously be used as non-exclusive examples.

[0012] In a further example, the stored energy may be kinetic energy and may be stored in a flywheel whose rotation is maintained by an electric motor. In this case as well, the stored kinetic energy can be monitored by a suitable sensor to meet safety requirements. By monitoring the kinetic energy stored in the mechanical means for storing kinetic energy, any loss of stored kinetic energy required to perform emergency braking can be immediately identified, and, optionally, rapid intervention can be taken to restore safety.

[0013] In yet another embodiment, the energy storage means of the electromechanical brake system may be an electrical energy storage device, such as a supercapacitor. In this case, the energy charger can transfer energy from a source to the supercapacitor. As described above, the supercapacitor performs the same function as that performed by an auxiliary tank, and the supercapacitor stores (reserves) the electrical energy required to apply at least one emergency braking action.

[0014] The energy stored in a supercapacitor is: Energy = 1 / 2 × C × V 2 And, Here, C is capacitance and V is electric potential.

[0015] Therefore, in order to monitor the actual presence of sufficient energy for braking, it is necessary to monitor the voltage across the capacitor and its capacitance.

[0016] However, in terms of capacity, supercapacitors typically have a nominal capacitance value that indicates the amount of electrical energy they can store. Unfortunately, supercapacitors undergo wear and tear, and their capacity gradually decreases over time. This wear can even reach a level where the supercapacitor can no longer store enough electrical energy to perform a full emergency brake.

[0017] The prior art discloses a system and method for measuring the capacity of a supercapacitor that requires altering the availability of energy stored in the supercapacitor, thereby temporarily impairing its ability to perform emergency safety braking. [Overview of the project] [Problems that the invention aims to solve]

[0018] Therefore, an object of the present invention is to provide a solution that further enhances the safety level of the electromechanical braking system by enabling monitoring of the remaining capacity of the supercapacitor of the electromechanical braking system of at least one vehicle without temporarily impairing its ability to perform emergency safety braking.

[0019] The above and other objectives and advantages are achieved, according to one aspect of the present invention, by a method for determining the capacitance value of at least one supercapacitor in an electromechanical brake system of at least one vehicle, the method having the features defined in claim 1.

[0020] According to a further aspect of the present invention, the above and other objectives and advantages are achieved by an electromechanical braking system for at least one vehicle, the system having the features defined in claim 13.

[0021] The above and other objectives and advantages are achieved, according to further aspects of the present invention, by a vehicle having the features defined in claim 20.

[0022] Preferred embodiments of the present invention are defined in the dependent claims, the content of which should be understood as an integral part of the present specification. [BRIEF DESCRIPTION OF THE DRAWINGS]

[0023] The functional and structural features of several preferred embodiments of the method for determining the capacitance value of a supercapacitor of an electromechanical brake system of at least one vehicle, the electromechanical brake system, and the vehicle according to the present invention will now be described, with reference to the accompanying drawings.

[0024] [Figure 1] Figure 1 is a first flowchart showing an embodiment of the method for determining the remaining capacitance value of at least a first emergency supercapacitor of an electromechanical brake system of at least one railway vehicle according to the present invention. [Figure 2] Figure 2 shows a first embodiment of an electromechanical brake system comprising a first supercapacitor and a second supercapacitor. [Figure 3] Figure 3 shows a second embodiment of an electromechanical brake system comprising a first supercapacitor and a second supercapacitor. [Figure 4] Figure 4 shows a second embodiment of an electromechanical brake system comprising a first supercapacitor and a second supercapacitor. [DETAILED DESCRIPTION OF EMBODIMENTS FOR CARRYING OUT THE INVENTION]

[0025] Before describing in detail several embodiments of the present invention, it should be made clear that the present invention is not limited in its application to the design details and configurations of the components presented in the following description or shown in the drawings. Other embodiments of the present invention can be envisioned and may be put into practice or constructed in different ways. It should also be understood that expressions and terms are for descriptive purposes only and should not be construed as limiting. The use of “include” and “comprise” and its variations is intended to encompass the elements and their equivalents described below, as well as additional elements and their equivalents.

[0026] As an example, with reference to Figure 1, the following describes a first embodiment of a method for determining the capacitance value of at least a first supercapacitor 100 of an electromechanical brake system 102 of at least one vehicle. The electromechanical brake system 102 further comprises a second supercapacitor 101. In particular, the first supercapacitor Ta100 The first supercapacitor 101 is configured to store a first amount of electrical energy sufficient to cause the electromechanical brake system 102 to perform at least one emergency braking action, and the second supercapacitor 101 is configured to store a second amount of electrical energy sufficient to cause the electromechanical brake system 102 to perform at least one emergency braking action.

[0027] In the first embodiment, the method includes the following steps a)-f): a) A step of measuring a first voltage value at the terminal portion of the second supercapacitor 101; b) If the first voltage value is greater than a predetermined minimum voltage value, the first step of performing a charge or discharge operation of the first supercapacitor 100 during a first measurement time period, wherein the charge or discharge operation is configured such that the terminal portion of the first supercapacitor 100 takes on a second voltage value; c) A step of determining a first voltage fluctuation at the terminal portion of the first supercapacitor during the first measurement time interval; d) A step of determining a first voltage variation rate based on the first voltage fluctuation at the terminal portion of the first supercapacitor 100 determined in step c) and the duration of the first measurement time interval; e) A step of measuring the value of a first current flowing through one of the terminals of the first supercapacitor 100 at a first measurement instant of the first measurement time interval; f) A step of calculating the capacitance value of the first supercapacitor 100 based on the ratio of the first current value measured at the first measurement point to the first voltage fluctuation rate.

[0028] In other words, it is possible to monitor the voltage across the second supercapacitor 101 to verify that the voltage is greater than a predetermined minimum voltage value. This minimum voltage value may be determined as a value indicating that the energy stored in the second supercapacitor 101 is sufficient to perform emergency braking if necessary. Once it is verified that the second supercapacitor 101 is sufficiently charged to perform emergency braking, the first supercapacitor 100 can be charged or discharged during the measurement time interval. This charging or discharging operation is configured so that the terminals of the supercapacitor can take a second voltage value. If necessary, if a sufficiently charged second supercapacitor is provided as a backup for performing emergency braking, this second voltage value may be either greater than or less than the minimum voltage value at the terminals of the second supercapacitor 101. During the measurement time interval in which the charging or discharging operation is performed, the voltage fluctuation at the terminals of the first supercapacitor 100 can be determined, for example, by measurement. For example, if the voltage across the first supercapacitor is initially 50V and at the end of the discharge operation the voltage across the supercapacitor is 40V, then the voltage fluctuation at the terminals of the first supercapacitor is 10V. However, if, for example, the voltage across the first supercapacitor is initially 50V and at the end of the charge operation the voltage across the first supercapacitor is 55V, then the voltage fluctuation at the terminals of the supercapacitor is 5V.

[0029] Once the voltage fluctuation at the terminals of the first supercapacitor 100 is determined, the voltage fluctuation rate, also known as the voltage fluctuation rate, can be determined based on the voltage fluctuation at the terminals of the first supercapacitor and the duration of the measurement time interval. Furthermore, the current value flowing through one terminal of the first supercapacitor can be measured at a measurement instant within the measurement time interval. The measured current value flowing through one terminal of the first supercapacitor may be the absorption current entering the terminal of the supercapacitor during the charging operation experienced by the supercapacitor, or it may be the current exiting the terminal of the supercapacitor during the discharge operation experienced by the supercapacitor.

[0030] For example, the measurement point may be the moment immediately following the start of the measurement time interval, or the moment immediately following the end of the measurement time interval, or any moment between the moment immediately following the start of the measurement time interval and the moment immediately following the end of the measurement time interval. The current value flowing through one of the terminals of the supercapacitor may be measured at multiple measurement points within the measurement time interval.

[0031] Finally, the capacitance value of the first supercapacitor can be calculated from the ratio of the first current value measured at the measurement point to the first voltage fluctuation rate. For example, the following formula can be applied: i = c*dv / dt -> c = i / (dv / dt) In the formula, i is the first current value flowing through one of the terminals of the first supercapacitor at the measurement time interval, c is the capacitance of the first supercapacitor, and dv / dt is the voltage fluctuation rate (i.e., the derivative over time of the voltage across the first supercapacitor). This can be similarly applied to the second supercapacitor.

[0032] For example, in the field of railway vehicles, an emergency brake is a braking action that causes at least one railway vehicle to stop or slow down to walking speed. An emergency brake may be activated automatically, for example, if a potential hazardous situation is detected by at least one system of the railway vehicle. The prior art will be analyzed with particular reference to the field of railway vehicles.

[0033] Within the railway sector, the following European standards can be referenced: -EN50126 [Railway applications. Specification and demonstration of reliability, availability, maintainability, and safety (RAMS)] -EN50128 ["For railway applications. Communication, signaling and processing systems. Software for railway control and protection systems."] -EN50129 ["Railway applications. Communication, signaling and processing systems. Safety-related electronic systems for signaling."] -EN50159 ["Railway applications; communications, signaling and processing systems; safety communications in transmission systems"].

[0034] In particular, standard EN50126 defines a methodology for assigning safety levels SIL0 / 1 / 2 / 3 / 4 (with safety level SIL4 representing the highest safety level) to subsystems constituting a system based on the results of safety analysis, while standards EN50128 and EN50129 define design criteria applicable to software and hardware components, respectively, based on the SIL levels assigned based on the safety analysis results. Systems involved in braking are typically required to have a safety level of SIL=4.

[0035] Referring instead to the field of road vehicles, emergency braking can be applied in accordance with the necessary NCAPs associated with emergency braking, which allows the road vehicle to stop or slow down in order to protect pedestrians or to prevent an imminent accident caused by the vehicle.

[0036] Step a), that is, measuring the first voltage value at the terminals of the second supercapacitor 101, is preferably performed when the second supercapacitor 101 is not being charged. This allows the measurement to be performed without being affected by the charging voltage applied to the terminals of the second supercapacitor for charging.

[0037] Step d), that is, determining the first voltage fluctuation rate based on the first voltage fluctuation at the terminal portion of the first supercapacitor determined in step c) and the duration of the first measurement time interval, is preferably: - The process includes determining a first voltage fluctuation rate by the ratio between the first voltage fluctuation determined in step c) and the duration of the first measurement time interval.

[0038] For example, if the voltage fluctuation at the terminal of the first supercapacitor is 10V and the measurement time interval lasts for 2 seconds, the first voltage fluctuation rate is 5V / s.

[0039] A method for determining the capacitance value of at least a first supercapacitor preferably includes the following steps a')-f'): a') A step of measuring a third voltage value at the terminal portion of the first supercapacitor 100; b') If the third voltage value is greater than the predetermined minimum voltage value, the step of performing a charge or discharge operation of the second supercapacitor 101 during a second measurement time interval, wherein the charge or discharge operation is configured such that the terminal portion of the second supercapacitor 101 takes a fourth voltage value; c') A step of determining the second voltage fluctuation at the terminal portion of the second supercapacitor 101 during the second measurement time interval; d') A step of determining a second voltage fluctuation rate based on the second voltage fluctuation at the terminal portion of the second supercapacitor 101 determined in step c) and the duration of the second measurement time interval; e') A step of measuring the second current value flowing through one of the terminals of the second supercapacitor 101 at the second measurement time of the second measurement time interval; f') A step of calculating the capacitance value of the second supercapacitor 101 based on the ratio of the second current value and the second voltage fluctuation rate measured at the second measurement point.

[0040] In other words, it is possible to measure not only the capacitance value of the first supercapacitor, but also the capacitance value of the second supercapacitor.

[0041] Step a') is preferably performed when the first supercapacitor is not being charged. This allows the measurement to be performed without being affected by the charging voltage applied to its terminals to charge the first supercapacitor.

[0042] The aforementioned step d') is preferably: - The process includes determining a second voltage fluctuation rate by the ratio between the second voltage fluctuation determined in step c) and the duration of the second measurement time interval. For example, if the voltage fluctuation at the terminal of the second supercapacitor is 10V and the measurement time interval lasts for 2 seconds, the second voltage fluctuation rate is 5V / s.

[0043] The first measurement time interval and the second measurement time interval are preferably equal. In other words, the measurement time applied to measure the capacitance value of the first supercapacitor and the measurement time applied to measure the capacitance value of the second supercapacitor may be the same.

[0044] A method for determining the capacitance value of at least the first supercapacitor is preferably - The process includes comparing the calculated capacitance value of the first supercapacitor 100 with a first predetermined minimum capacitance threshold.

[0045] For example, the minimum capacity threshold may be determined based on the maximum allowed wear value, beyond which the first supercapacitor can no longer store enough energy to perform emergency braking.

[0046] When the comparison indicates that the calculated capacitance value of the first supercapacitor 100 is less than the predetermined minimum capacitance threshold, the method preferably: - The step of sending a first maintenance request or alarm signal to a remote control station, and / or - The step of activating a first signaling means located in the vehicle's control room, and / or - A step of sending a first error message to the vehicle's control unit, and / or - Includes a step to prevent the release of braking force generated by an electromechanical braking system.

[0047] In the railway sector, for example, a control unit, i.e., a train control unit (BCU), can communicate with the vehicle's control unit, the central train control unit (TCMS). Communication can be carried out by various means, such as hardware networks or bus networks (Ethernet®, CAN, MVB, etc.).

[0048] In other words, if excessive consumption of the first supercapacitor is detected, intervention can be taken, for example, by transmitting a first maintenance request or alarm signal to a remote control station, and / or by operating a first signaling means located in the vehicle's control room, and / or by transmitting an error message to the vehicle's control unit, and / or by preventing the release of the braking force generated by the electromechanical braking system.

[0049] For example, the first signaling means may be visual or auditory, and may be an indicator light, LED, display, speaker, etc.

[0050] A method for determining the capacitance value of at least the first supercapacitor is preferably - The process includes comparing the calculated capacitance value of the second supercapacitor 101 with a second predetermined minimum capacitance threshold.

[0051] The first predetermined minimum capacity threshold and the second predetermined minimum capacity threshold may preferably be equal.

[0052] When the comparison indicates that the calculated capacitance value of the second supercapacitor 101 is less than the second predetermined minimum capacitance threshold, the method preferably: - The process of sending a second maintenance request or alarm signal to the remote control station, and / or - The steps of activating the first signaling means located in the vehicle's control room, or activating the second signaling means located in the vehicle's control room, and / or - The step of sending a second error message to the vehicle's control unit, and / or - Includes a step to prevent the release of braking force generated by an electromechanical braking system.

[0053] For example, the second signaling means may be visual or auditory, and may be an indicator light, LED, display, speaker, etc.

[0054] In a further embodiment, the present invention relates to an electromechanical braking system for at least one vehicle.

[0055] As an example, a first embodiment of an electromechanical brake system will be described below with reference to Figure 2.

[0056] In this first embodiment, the electromechanical brake system is: - A first supercapacitor configured to store a first amount of electrical energy sufficient to cause the brake system 102 to perform at least one emergency braking action; - A second supercapacitor configured to store a second amount of electrical energy sufficient to cause the brake system 102 to perform at least one emergency braking action; - A control means 104 configured to perform a method for determining the capacitance value of the first supercapacitor according to any of the embodiments described above.

[0057] For example, the control means 104 may be a controller, microcontroller, electronic control unit, control unit, control module, PLC, etc.

[0058] For example, the control means may directly include timing means (e.g., a timer) and / or means for measuring current (e.g., a current sensor) and / or means for measuring voltage (e.g., a voltage sensor). The control means may also receive data from timing means and / or means for measuring current and / or means for measuring voltage that are outside the control means and coupled to each element of the electromechanical braking system, in order to make available various voltage, current and time data for performing a method for determining the capacitance value of a supercapacitor, such as a first voltage value at the terminals of the second supercapacitor, a second voltage value at the terminals of the first supercapacitor, a first voltage fluctuation, the duration of a first measurement time interval, and a first current value flowing through one of the terminals of the first supercapacitor.

[0059] Furthermore, the electromechanical braking system may preferably be configured to receive at least a portion of the third energy amount from the vehicle's electrical energy supply means 106. For example, the electrical energy supply means 106 may be the vehicle's battery.

[0060] Electromechanical braking systems are preferably: - An electromechanical actuator 108 arranged to receive electrical energy and convert it into braking force; - The system comprises at least one selection means 110 configured to receive at least a portion of a first amount of electrical energy stored in the first supercapacitor, at least a portion of a second amount of electrical energy stored in the second supercapacitor, and at least a portion of a third amount of electrical energy stored in the supply means, and to selectively supply at least a portion of the first amount of electrical energy stored in the first supercapacitor, at least a portion of the second amount of electrical energy stored in the second supercapacitor, or at least a portion of the third amount of electrical energy stored in the electrical energy supply means 106 to the electromechanical actuator 108.

[0061] In other words, for example, the selection means 110 can receive at least a portion of a first amount of electrical energy stored in the first supercapacitor, at least a portion of a second amount of electrical energy stored in the second supercapacitor, and at least a portion of a third amount of electrical energy stored in the vehicle's battery in order to selectively supply energy to an electromechanical actuator.

[0062] The first supercapacitor 100 and the second supercapacitor 101 may preferably be arranged electrically in parallel.

[0063] When the brake system receives a request to perform a braking action, at least one selection means is preferably capable of performing the following actions: - If the voltage at the terminals of the supply means is higher than the minimum voltage value, at least a portion of the third amount of electrical energy stored in the electrical energy supply means 106 is supplied to the electromechanical actuator.

[0064] In other words, when the brake system receives a request to perform a braking action, at least one option may preferably provide at least a portion of a first amount of electrical energy stored in the first supercapacitor to the electromechanical actuator, provided that the following conditions are met: namely, the voltage at the terminals of the power source (e.g., the vehicle's battery) (indicating the energy stored in the battery) is below the minimum voltage value, i.e., emergency braking cannot be performed, but the voltage at the terminals of the first supercapacitor (indicating the electrical energy stored in the first supercapacitor) is greater than the minimum voltage value.

[0065] Alternatively, when the brake system receives a request to perform a braking action, at least one option may preferably provide at least a portion of the second amount of electrical energy stored in the second supercapacitor to the electromechanical actuator if the following conditions are met: namely, the voltage at the terminals of the power source (e.g., the vehicle's battery) (indicating the energy stored in the battery) is less than the minimum voltage value, i.e., emergency braking cannot be performed, and the voltage at the terminals of the first supercapacitor (indicating the electrical energy stored in the first supercapacitor) is less than the minimum voltage value, i.e., emergency braking cannot be performed.

[0066] Furthermore, alternatively, when the brake system receives a request to perform a braking action, at least one optional means may preferably provide at least a portion of a third amount of electrical energy stored in the electrical energy supply means 106 (e.g., the vehicle's battery) to the electromechanical actuator if the following condition is met: namely, the voltage at the terminals of the supply means 106 is greater than the minimum voltage value, i.e., emergency braking can be performed.

[0067] The control means may preferably be configured to receive a signal indicating the voltage value at the terminals of the electrical energy supply means 106 (e.g., the vehicle battery). If the signal indicating the voltage value at the terminals of the electrical energy supply means 106 is less than the minimum voltage value, the control means, via the selection means: - Provide the electromechanical actuator with at least a portion of a first amount of electrical energy stored in the first supercapacitor, and / or - The electromechanical actuator is provided with at least a portion of the second amount of electrical energy stored in the second supercapacitor.

[0068] In other words, when the control means detects that the vehicle's battery has failed, or that the vehicle's battery has been overused or damaged, the control means can activate the selection means to supply at least a portion of a first amount of electrical energy stored in the first supercapacitor and / or at least a portion of a second amount of electrical energy stored in the second supercapacitor to the electromechanical actuator.

[0069] With respect to Figure 3, the selection means is preferably at least: - The system may also include a first diode 300 connected between the electrical energy supply means 106 and the electromechanical actuator, a second diode 302 connected between the first supercapacitor 100 and the electromechanical actuator 108, and a third diode 304 connected between the second supercapacitor 101 and the electromechanical actuator 108.

[0070] Alternatively, with respect to Figure 4, the options are at least: - The system may also include a first switching means 400 connected between the electrical energy supply means 106 and the electromechanical actuator, a second switching means 402 connected between the first supercapacitor 100 and the electromechanical actuator 108, and a third switching means 404 connected between the second supercapacitor 101 and the electromechanical actuator 108.

[0071] For example, each switching means may be a switch that is configured to be switchable by the control means.

[0072] Electromechanical braking systems are preferably: - Communication means configured to send a first maintenance request or alarm signal to a remote control station, and / or a second maintenance request or alarm signal to a remote control station, and / or a first error message to the vehicle's control unit, and / or a second error message to the vehicle's control unit, - At least one first signaling means located in the vehicle's control room, - It may also include means for preventing the release of braking force generated by an electromechanical braking system.

[0073] The following are some embodiments of electromechanical braking systems.

[0074] Possible embodiments of an electromechanical braking system comprising a first supercapacitor and a second supercapacitor are described below. For example, the electromechanical braking system is configured to be installed in at least one railway vehicle. This electromechanical braking system comprises at least a first emergency supercapacitor configured to store first electrical energy and a second emergency supercapacitor configured to store second electrical energy. In this case, the first electrical energy stored in the first supercapacitor and the second electrical energy stored in the second supercapacitor are sufficient, when supplied to the electromechanical assembly of the braking system, to actuate the electromechanical assembly and generate a braking force suitable for causing the braking system to perform at least one emergency braking action.

[0075] For example, an electromechanical assembly includes an electric motor. By operating this electric motor, the braking force generated by the electromechanical assembly can be adjusted. The braking system may also include control means, a first connection means, and a second connection means.

[0076] The control means may be configured to selectively connect or disconnect the first emergency supercapacitor to the electric motor via the first connecting means, so as to selectively supply the electrical energy stored in the first emergency supercapacitor to the electric motor.

[0077] Furthermore, the control means may be configured to selectively connect the second emergency supercapacitor to the electric motor via the second connection means or disconnect it from the electric motor, so as to selectively supply the electrical energy stored in the second emergency supercapacitor to the electric motor.

[0078] The electric motor operates when it receives the electrical energy from the first or second supercapacitor, and the electromechanical assembly can be configured to generate a braking force suitable for causing the braking system to perform at least one emergency braking action.

[0079] For example, when a first emergency supercapacitor needs to store electrical energy, the control means may be configured to connect the first supercapacitor to at least one rail vehicle battery. Alternatively, or in addition, the control means may be configured to connect the first emergency supercapacitor to an electrical energy recovery system that is included in or associated with the braking system. The electrical energy recovery system may be configured to recover electrical energy while an electromechanical assembly is applying braking force.

[0080] For example, when a second emergency supercapacitor must store electrical energy instead, the control means may be configured to connect the second supercapacitor to the battery of at least one rail vehicle. Alternatively, or in addition, the control means may be configured to connect the second emergency supercapacitor to an electrical energy recovery system included in or associated with the braking system.

[0081] For example, an electromechanical assembly is: - A transmission shaft rotatably connected to an electric motor; - A linear actuator that can extend from a retracted position where the two ends of the linear actuator are at a first distance dis1 to an extended position where the ends of the linear actuator are at a second distance dis2 which is greater than the first distance dis1; - The transmission mechanism may include a transmission mechanism positioned between the transmission shaft and the linear actuator, which is configured to convert the rotational motion of the transmission shaft into the linear motion of the linear actuator.

[0082] For example, an electric motor: - Rotate the transmission shaft in a first direction d1, thereby increasing the distance between the two ends of the linear actuator; - The distance between the two ends of the linear actuator may be reduced by rotating the transmission shaft in a second direction d2 opposite to the first direction d1.

[0083] In one example, the braking force generated by the braking system may increase as the linear actuator moves from a first retracted position to an extended position, or the braking force generated by the braking system may decrease as the linear actuator moves from a first retracted position to an extended position.

[0084] In a further embodiment, the present invention relates to a vehicle. This vehicle comprises the following elements: - Electrical energy supply means 106; - An electromechanical brake system 102 for at least one vehicle according to any one of the embodiments described above.

[0085] The vehicle is preferably at least one railway vehicle.

[0086] The vehicle is preferably a railway train.

[0087] Therefore, the resulting benefit is to provide a solution that allows monitoring of the remaining capacity of the first supercapacitor in the electromechanical braking system of at least one vehicle without temporarily impairing its ability to perform emergency safety braking.

[0088] The present invention is preferably applicable to any type of vehicle. This may include, for example, railway vehicles / trains, automobiles, trucks (e.g., highway semi-trailer trucks, mining trucks, trucks for transporting timber, etc.), and the route may be a track, road, or railroad.

[0089] A supercapacitor for an electromechanical brake system of at least one vehicle, an electromechanical brake system, and various embodiments and models of a vehicle equipped with this electromechanical brake system according to the present invention have been described. It should be understood that each embodiment can be combined with any other embodiment. Furthermore, the present invention is not limited to the embodiments described and may be modified within the scope defined by the appended claims.

Claims

1. A method for determining the capacitance value of at least a first supercapacitor (100) of an electromechanical braking system (102) of at least one vehicle, The electromechanical brake system (102) further includes a second supercapacitor (101), The first supercapacitor (100) is configured to store a first amount of electrical energy sufficient to cause the electromechanical brake system (102) to perform at least one emergency braking action, The second supercapacitor (101) is configured to store a second amount of electrical energy sufficient to cause the electromechanical brake system (102) to perform the at least one emergency braking action. The said method, a) A step of measuring a first voltage value at the terminal portion of the second supercapacitor (101), b) If the first voltage value is greater than a predetermined minimum voltage value, a step of performing a charging or discharging operation of the first supercapacitor (100) during a first measurement time interval, wherein the charging or discharging operation is configured such that the terminal portion of the first supercapacitor (100) takes a second voltage value, c) A step of determining a first voltage fluctuation at the terminal portion of the first supercapacitor (100) during the first measurement time interval, d) A step of determining a first voltage fluctuation rate based on the first voltage fluctuation at the terminal portion of the first supercapacitor (100) determined in step c) and the duration of the first measurement time interval, e) A step of measuring the first current value flowing through one of the terminals of the first supercapacitor (100) at the first measurement time in the first measurement time interval, f) A step of calculating the capacitance value of the first supercapacitor (100) using the ratio between the first current value and the first voltage fluctuation rate measured at the first measurement point, A method characterized by including

2. The method according to claim 1, wherein step a) is performed when the second supercapacitor (101) is not undergoing a charging operation.

3. The method according to claim 1 or 2, wherein step d) includes a step of determining the first voltage fluctuation rate using the ratio between the first voltage fluctuation determined in step c) and the duration of the first measurement time interval.

4. a') A step of measuring a third voltage value at the terminal portion of the first supercapacitor (100), b') If the third voltage value is greater than the predetermined minimum voltage value, a step of performing a charging or discharging operation of the second supercapacitor (101) during the second measurement time interval, wherein the charging or discharging operation is configured such that the terminal portion of the second supercapacitor (101) takes a fourth voltage value, c') A step of determining the second voltage fluctuation at the terminal portion of the second supercapacitor (101) during the second measurement time interval, d') A step of determining a second voltage fluctuation rate based on the second voltage fluctuation at the terminal portion of the second supercapacitor (101) determined in step c') and the duration of the second measurement time interval, e') A step of measuring the second current value flowing through one of the terminals of the second supercapacitor (101) at the second measurement time point of the second measurement time interval, f') A step of calculating the capacitance value of the second supercapacitor (101) using the ratio between the second current value and the second voltage fluctuation rate measured at the second measurement point, The method according to claim 1 or claim 2, further comprising:

5. The method according to claim 4, wherein step a') is performed when the first supercapacitor (100) is not undergoing a charging operation.

6. The method according to claim 4, wherein step d') includes a step of determining the second voltage fluctuation rate using the ratio between the second voltage fluctuation determined in step c') and the duration of the second measurement time interval.

7. The method according to claim 4, wherein the first measurement time interval and the second measurement time interval are equal.

8. The method according to claim 4, further comprising the step of comparing the calculated capacitance value of the first supercapacitor (100) with a first predetermined minimum capacitance threshold.

9. If the comparison indicates that the calculated capacitance value of the first supercapacitor (100) is less than the first predetermined minimum capacitance threshold, then the method The process of transmitting a first maintenance request or alarm signal to a remote control station, and / or, The steps of operating a first signaling means located in the control room of the vehicle, and / or A step of sending a first error message to the control unit of the vehicle, and A step to prevent the release of the braking force generated by the electromechanical braking system, The method according to claim 8, further comprising:

10. The method according to claim 9, further comprising the step of comparing the calculated capacitance value of the second supercapacitor (101) with a second predetermined minimum capacitance threshold.

11. The method according to claim 10, wherein the first predetermined minimum capacity threshold and the second predetermined minimum capacity threshold are equal.

12. If the comparison indicates that the calculated capacitance value of the second supercapacitor (101) is less than the second predetermined minimum capacitance threshold, then the method The process of transmitting a second maintenance request or alarm signal to a remote control station, and / or, The steps of operating a first signaling means or a second signaling means located in the control room of the vehicle, and The steps include sending a second error message to the vehicle's control unit, and A step to prevent the release of the braking force generated by the electromechanical brake system (102), The method according to claim 10, further comprising:

13. An electromechanical braking system (102) for at least one vehicle, A first supercapacitor (100) configured to store a first amount of electrical energy sufficient to cause the electromechanical brake system (102) to perform at least one emergency braking action, A second supercapacitor (101) configured to store a second amount of electrical energy sufficient to cause the electromechanical brake system (102) to perform the at least one emergency braking action, A control means (104) for carrying out the method described in claim 1 or claim 2, An electromechanical brake system characterized by comprising the following:

14. The electromechanical braking system is configured to receive at least a portion of a third amount of electrical energy from the vehicle's electrical energy supply means (106), The aforementioned electromechanical brake system (102) An electromechanical actuator (108) is positioned to receive electrical energy and convert it into braking force, At least one selection means (110) is configured to receive at least a portion of the first amount of electrical energy stored in the first supercapacitor (100), at least a portion of the second amount of electrical energy stored in the second supercapacitor (100), and at least a portion of the third amount of electrical energy stored in the electrical energy supply means (106), and to selectively supply at least a portion of the first amount of electrical energy stored in the first supercapacitor, or at least a portion of the second amount of electrical energy stored in the second supercapacitor, or at least a portion of the third amount of electrical energy stored in the electrical energy supply means (106) to the electromechanical actuator. The electromechanical brake system according to claim 13, comprising the above.

15. The electromechanical brake system according to claim 13, wherein the first supercapacitor (100) and the second supercapacitor are electrically arranged in parallel with respect to each other.

16. When the electromechanical brake system (102) receives a request to apply the brakes, The electromechanical brake system according to claim 14, wherein the at least one selection means (100) is configured to supply at least a portion of the third amount of electrical energy stored in the electrical energy supply means (106) to the electromechanical actuator (108) when the voltage at the terminal portion of the electrical energy supply means (106) is greater than the minimum voltage value.

17. The selection means includes at least, A first diode (300) connected between the electrical energy supply means (106) and the electromechanical actuator, a second diode (302) connected between the first supercapacitor (100) and the electromechanical actuator (108), and a third diode (304) connected between the second supercapacitor (101) and the electromechanical actuator (108), Or, A first switching means (400) connected between the electrical energy supply means and the electromechanical actuator, a second switching means (402) connected between the first supercapacitor (100) and the electromechanical actuator (108), and a third switching means (404) connected between the second supercapacitor (101) and the electromechanical actuator (108), The electromechanical brake system according to claim 14, including the following:

18. The control means is configured to receive a signal indicating the voltage value at the terminal portion of the electrical energy supply means. When the signal indicating the voltage value at the terminal portion of the electrical energy supply means indicates a voltage value at the terminal portion of the electrical energy supply means (106) that is less than the minimum voltage value, The control means, via the selection means, In order to apply automatic emergency braking, at least a portion of the first amount of electrical energy stored in the first supercapacitor is supplied to the electromechanical actuator. and / or, In order to apply automatic emergency braking, at least a portion of the second amount of electrical energy stored in the second supercapacitor is supplied to the electromechanical actuator. The electromechanical brake system according to claim 14, configured as described above.

19. Electrical energy supply means (106), The electromechanical brake system according to claim 13, A vehicle equipped with [a certain feature].

20. The vehicle according to claim 19, comprising at least one railway car.

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