Method, deactivation device, brake controller, and computer program product for operating a rail vehicle

Abstract

The invention relates to, among others, a method for operating a rail vehicle (1) which is equipped with at least one brake device (20) and an anti-slip device (50) paired with the at least one brake device (20), wherein the anti-slip device (50) can generate a control command (Sred) to reduce the braking force of the brake device (20). According to the invention, the wheel-rail adhesion situation is tested, and the anti-slip function of the anti-strip device (50) is deactivated or remains active on the basis of the result of the test of the wheel-rail adhesion situation.

Description

[0001] Description

[0002] Method, deactivation device, brake control unit and computer program product for operating a rail vehicle

[0003] The invention relates to a method for operating a rail vehicle which is equipped with a braking device and an anti-skid device associated with the braking device, wherein the anti-skid device can generate control commands for reducing the braking force of the braking device.

[0004] Anti-skid devices are well known in the field of railway technology and are used to prevent the wheels from locking and sliding beyond a predetermined level in the event of braking.

[0005] The invention is based on the object of specifying an improved method for operating a rail vehicle.

[0006] This object is achieved according to the invention by a method having the features according to claim 1. Advantageous embodiments of the method according to the invention are specified in the subclaims.

[0007] According to the invention, a test of the wheel-rail adhesion situation is carried out and, depending on the result of the test of the wheel-rail adhesion situation, the anti-skid function of the anti-skid device is deactivated or remains active.

[0008] A significant advantage of the method according to the invention is that the generally complex wheel slide protection control can be monitored and secured, for example, using a simple, hardware-based estimation of the actual wheel-rail adhesion situation, for example taking into account the course of the wheel circumferential speeds, whereby the purely time-controlled limitation of the braking force reduction duration is technically supplemented in accordance with the normative state of the art.

[0009] The method according to the invention can also advantageously completely prevent an erroneous reduction in braking force if, for example, the axles are not slipping and are following the actual vehicle speed, for example, under good grip conditions on dry rails. Such an erroneous reduction in braking force can occur, for example, if the anti-skid control incorrectly calculates an excessively high vehicle speed and thus assumes that all axles are slipping.

[0010] The deactivation of the anti-skid device can advantageously be carried out by deactivating the anti-skid device as such, or by ignoring any control commands generated by the anti-skid device, for example by preventing the control commands from being forwarded to the braking device.

[0011] It is advantageous if the deactivation of the anti-skid device takes place exclusively during a braking process, i.e. the deactivation of the anti-skid function is limited to braking processes.

[0012] It is advantageous if, in the event that the wheel-rail adhesion test indicates a good wheel-rail adhesion situation for a specified test period, the anti-skid function of the anti-skid device is deactivated.

[0013] If the wheel-skid protection function of the wheel-skid protection device has been deactivated, the deactivation is preferably maintained for a predetermined minimum deactivation period. The length of the minimum deactivation period preferably depends on the respective wheel-rail adhesion situation. The length of the minimum deactivation period is preferably longer, the better the respective wheel-rail adhesion situation.

[0014] In a particularly preferred variant, it is provided that if the test of the wheel-rail adhesion situation indicates a good wheel-rail adhesion situation and the anti-skid function of the anti-skid device is deactivated, a conclusion is drawn that the anti-skid device is defective and a warning signal is generated if the anti-skid device generates a control command to reduce the braking force despite the good wheel-rail adhesion situation.

[0015] In the event that the wheel-rail adhesion test indicates a poor wheel-rail adhesion situation, the wheel-skid protection function of the wheel-skid protection device is preferably left active.

[0016] If the rails are dry, there is usually a good wheel-rail adhesion situation.

[0017] It is particularly advantageous if, when testing the wheel-rail adhesion situation, a good wheel-rail

[0018] The adhesion situation is closed if the deviation between the axle speeds of the wheel sets braked by the braking device is less than a predetermined maximum axle speed deviation and the wheel acceleration of the wheel sets braked by the braking device falls below a predetermined positive maximum acceleration value and exceeds a predetermined negative acceleration value.

[0019] The positive acceleration value and the negative acceleration value can be identical; alternatively, the positive acceleration value and the negative acceleration value can be selected to be different if this appears advantageous depending on the design of the rail vehicle. It is advantageous if, when checking the wheel-rail adhesion situation, a poor wheel-rail adhesion situation is concluded if the deviation between axle speeds of different wheel sets is greater than a predetermined maximum axle speed deviation, or the wheel acceleration of at least one wheelset braked or brakeable by the braking device exceeds a predetermined positive maximum acceleration value or falls below a predetermined negative minimum acceleration value.

[0020] The anti-skid device is preferably assigned a maximum active period for which the anti-skid device may generate a control command to reduce the braking force of the braking device after its anti-skid function has been triggered.

[0021] The maximum active time period is preferably extended if the test of the wheel-rail adhesion situation during active wheel slide protection function confirms a poor wheel-rail adhesion situation.

[0022] The invention also relates to a deactivation device for a rail vehicle. With regard to the deactivation device, it is considered advantageous if the deactivation device is designed to perform a test of the wheel-rail adhesion situation and, depending on the result of the test, to deactivate or leave active the anti-skid function of an anti-skid device of the rail vehicle during a braking operation.

[0023] Regarding the advantages and advantageous embodiments of the deactivation device according to the invention, reference is made to the above explanations in connection with the method according to the invention and its advantageous embodiments. The invention also relates to a brake control unit for a rail vehicle. With regard to the brake control unit, the invention provides that it is equipped with a deactivation device as described above.

[0024] The deactivation device and the anti-skid device are preferably formed by software modules which, when executed by one and the same computing device or several independent computing devices, cause them to form the deactivation device and the anti-skid device.

[0025] The invention also relates to a computer program product for a rail vehicle. With regard to the computer program product, the invention provides that the computer program product comprises program instructions which, when executed by a computing device, cause the computing device to perform a method as described above and / or to form a deactivation device as described above.

[0026] The invention also relates to a rail vehicle. With regard to the rail vehicle, the invention provides that the rail vehicle has a deactivation device as described above, a brake control unit as described above, or a computer program product as described above, or is configured such that it can carry out a method as described above.

[0027] The invention is explained in more detail below using exemplary embodiments, which show by way of example:

[0028] Figure 1 shows a schematic representation of components of a first exemplary embodiment of a rail vehicle according to the invention, which is equipped with an exemplary embodiment of a deactivation device according to the invention, Figure 2 shows an exemplary embodiment of the operation of the

[0029] Deactivation device according to Figure 1 ,

[0030] Fig. 3-6 show schematic representations of further exemplary embodiments of rail vehicles according to the invention, deactivation devices according to the invention and brake control devices according to the invention.

[0031] For the sake of clarity, the same reference symbols are used in the figures for identical or comparable components.

[0032] Figure 1 shows a first exemplary embodiment of a rail vehicle 1 according to the invention, which is equipped with an exemplary embodiment of a deactivation device 10 according to the invention and on the basis of which an exemplary embodiment of an operating method according to the invention is explained below by way of example.

[0033] The rail vehicle 1 is equipped with one or more braking devices 20; two braking devices 20 and 21 are shown as examples in Figure 1.

[0034] Each of the braking devices 20 can brake one or more wheels or one or more axles 30 of the rail vehicle 1. The following explanations refer, by way of example, to the left braking device 20 in Figure 1, but they can apply accordingly to the right braking device 21 or other braking devices not shown.

[0035] Although Figure 1 only shows a single axle 30 to be braked by the left braking device 20, this is to be understood only as an example; the left braking device 20 can also be assigned two or more axles 30 that can be braked by the left braking device 20. A braking control signal BS for controlling the left braking device 20 is generated by a braking control unit 40 as soon as the rail vehicle 1 is to be braked. The braking control unit 40 can, for example, be a braking control unit 40 as is known in the prior art.

[0036] The left braking device 20 is assigned a wheel-skid protection device 50, which can generate a control command Sred to reduce the braking force of the braking device 20. The wheel-skid protection device 50 can, for example, be a wheel-skid protection device 50 as is known in the prior art.

[0037] The function of the anti-skid device 50 in the embodiment according to Figure 1 is to monitor the braking process based on movement information that describes the axle speed vl and / or axle acceleration a1 of the axle 30 braked by the braking device 20 and shown in Figure 1. If the anti-skid device 50 detects that the axle 30 is locking or sliding, it causes the braking force of the braking device 20 to be reduced, as is known from anti-skid devices 50 in the prior art, for example by generating the aforementioned control command Sred to reduce the braking force of the braking device 20.

[0038] To prevent such a reduction in braking force from lasting too long, the anti-skid device 50 is preferably assigned a maximum active time period Tmax, for which the anti-skid device 50 may generate the control command Sred to reduce the braking force of the braking device 20 after its anti-skid function has been triggered. The maximum active time period Tmax can be, for example, 5 seconds.

[0039] In contrast to the prior art, the rail vehicle 1 according to Figure 1 is additionally equipped with the aforementioned deactivation device 10. The deactivation device 10 is designed to perform a test of the wheel-rail adhesion situation and, depending on the result of the test, to deactivate the anti-skid function of the anti-skid device 50 or to leave it active. Any deactivation of the anti-skid function is preferably limited to phases in which the rail vehicle 1 is braked.

[0040] In the embodiment shown in Figure 1, the anti-skid function is deactivated by directly influencing the anti-skid device 50 or by directly deactivating the anti-skid device 50 as such by means of a deactivation signal DS.

[0041] As part of the test of the wheel-rail adhesion situation, the deactivation device 10 can conclude that the wheel-rail adhesion situation is good and that the rails are dry if - during a braking process - the deviation between the axle speeds of different braked wheel sets or axles 30, for example all braked wheel sets of the rail vehicle 1 or a subgroup of the wheel sets, for example all wheel sets or axles 30 braked by the left braking device 20, is smaller than a predetermined maximum axle speed deviation dVmax, and if, in addition, the amount of wheel acceleration of all wheel sets of the rail vehicle 1 or a subgroup of the wheel sets, for example the wheel sets or axles 30 braked by the left braking device 20, falls below a maximum acceleration value Amax.

[0042] In Figure 1 it is assumed, by way of example, that the deactivation device 10 takes four axles or four wheel sets into account. The axle speeds taken into account are identified by the reference symbols vl to v4 and the wheel accelerations taken into account are identified by the reference symbols a1 to a4. The four axles or four wheel sets can, for example, all be braked by the left braking device 20. A distinction can be made between accelerations and braking processes: For example, the deactivation device 10 can conclude that the wheel-rail adhesion situation is good if the wheel acceleration (or axle acceleration) of the wheel sets (or axles 30) used in the adhesion situation test lies within an acceleration window which is limited by a predetermined positive maximum acceleration value Amax and a predetermined negative acceleration value.Such a test can be carried out both during and before braking, for example during acceleration or during acceleration.

[0043] In the event that the wheel-rail adhesion test indicates a poor wheel-rail adhesion situation, the deactivation device 10 will leave the anti-skid function of the anti-skid device 50 active.

[0044] As part of the test of the wheel-rail adhesion situation, the deactivation device 10 can, for example, conclude that the wheel-rail adhesion situation is poor if the deviation between the axle speeds vl to v4 is greater than a predetermined maximum axle speed deviation dVmax, or the wheel acceleration (or axle acceleration, i.e. the time derivative of the respective axle speed with respect to time) a1 to a4 of at least one of the axles or wheel sets of the rail vehicle 1, for example one of the axles 30 braked by the left braking device 20, exceeds the aforementioned positive maximum acceleration value Amax or falls below the aforementioned negative minimum acceleration value.

[0045] It can also be provided that the deactivation device 10 extends the maximum active period Tmax, for which the wheel slide protection device 50 may generate a control command Sred to reduce the braking force of the braking device 20 after triggering its wheel slide protection function, provided that it determines that a poor grip situation exists and a reduction in the braking force controlled by the wheel slide protection device 50 for longer than provided by default would be advantageous. An extension can be transmitted, for example, by an extension signal dTmax.

[0046] One possible mode of operation of the deactivation device 10 according to Figure 1 is shown by way of example using the operating situation shown in Figure 2. Figure 2 shows the axle speeds vl-v4 and wheel accelerations al-a4 of four axles 30 of the rail vehicle 1 plotted against time t, which the deactivation device 10 takes into account for its operation. Of the four axles 30, all or preferably at least one are braked by the braking device 20 on the left in Figure 1.

[0047] For the operation of the deactivation device 10 according to Figure 1, it is thus supplied with movement information which indicates at least the axle speeds vl-v4 and / or the wheel accelerations (or axle accelerations) al-a4 of the at least four axles 30. The axle speeds vl-v4 and the wheel accelerations al-a4 are known to be mathematically linked to one another, so the axle speeds vl-v4 can be calculated by integrating the wheel accelerations al-a4 and the wheel accelerations al-a4 can be calculated by differentiating the axle speeds vl-v4.

[0048] The four axle speeds and wheel accelerations taken into account may include, for example, the axle speeds and wheel accelerations of axles 30 of the wagon - in the case of a multi-unit rail vehicle 1 - in which the braking device 20 influenced by the wheel slide protection device 50 is arranged.

[0049] The operating phases of the rail vehicle 1 shown in Figure 2 are described in more detail below:

[0050] Time window between times tO and t1: In the time window between times tO and t1, the deviation between the axle speeds vl to v4 exceeds a predetermined maximum axle speed deviation dVmax, so that a speed-related binary enable signal Fl relating to an enable for deactivating the wheel slide protection device 50 is assigned a logical zero. The logical zero of the speed-related binary enable signal Fl blocks deactivation of the wheel slide protection device 50 by the deactivation device 10, i.e., an output of the deactivation signal DS with a logical one, regardless of the wheel acceleration situation.

[0051] Figure 2 also shows that in the time window between times t0 and t1, the wheel accelerations (the magnitude of the wheel accelerations is shown in Figure 2) a1 to a4 fall below a predetermined positive maximum acceleration value Amax and exceed a predetermined negative acceleration value, i.e., their magnitude falls below a maximum threshold. A wheel acceleration-related binary enable signal F2, which also relates to an enable for deactivating the anti-skid device 50, can thus be assigned a logical one; however, this has no consequence due to the logical zero of the speed-related binary enable signal Fl in the time window between times t0 and t1.

[0052] In the time window between the times t0 and t1, the deactivation device 10 thus remains inactive and the anti-skid function of the anti-skid device 50 remains active because the condition that both the speed-related binary enable signal Fl and the wheel acceleration-related binary enable signal F2 have a logical one is not met.

[0053] Time window between times tl and t2: In the time window between times tl and t2, the deviation between the axis speeds vl to v4 falls below the maximum axis speed deviation dVmax for a short period of time, but is smaller than a specified test time period Tp. The test time period Tp can be, for example, 15 seconds.

[0054] In other words, in the time window between times t1 and t2, the deactivation device 10 remains inactive and the anti-skid function of the anti-skid device 50 remains active because the condition that both the speed-related binary enable signal Fl and the wheel acceleration-related binary enable signal F2 have a logical one is not fulfilled for a sufficiently long time or the test time period Tp is not reached or exceeded.

[0055] Time window between times t2 and t3 :

[0056] The situation in the time window between times t2 and t3 corresponds to the situation in the time window between times t0 and t1. The deviation between the axle speeds vl to v4 exceeds the maximum axle speed deviation dVmax, so that the wheel slide protection device 50 should not be deactivated.

[0057] Time window between times t3 and t5 :

[0058] In the time window between times t3 and t5, the deviation between the axis speeds vl to v4 falls below the maximum axis speed deviation dVmax, so that the speed-related binary enable signal Fl is assigned a logical one.

[0059] At the same time, the wheel acceleration condition is also fulfilled and a logical one is assigned to the wheel acceleration-related binary enable signal F2.

[0060] Since both the speed-related binary enable signal F1 and the wheel acceleration-related binary enable signal F2 have a logical one, specifically for longer than the test period Tp, the deactivation device 10 generates a deactivation signal DS upon expiration of the test period Tp at time t4, with which the anti-skid device 50 is deactivated. If the deactivation signal DS is generated, this or at least the deactivation of the anti-skid function is maintained for at least a predetermined minimum deactivation period Tmin. The minimum deactivation period Tmin is, for example, between 2 and 3 seconds.

[0061] Time window between times t5 and t8 :

[0062] At time t5, the wheel accelerations a1 to a4 exceed the predetermined positive maximum acceleration value Amax, so that the deactivation signal DS is switched off and the anti-skid device 50 is reactivated.

[0063] Subsequently, up to time t6, either both binary enable signals F1 and F2 are not generated simultaneously, or at least not for long enough for the test time period Tp to be reached or exceeded. For example, the time period between times t6 and t7 is shorter than the test time period Tp and thus too short to trigger the deactivation signal DS.

[0064] In the time window between times t 6 and t 7 , the deactivation device 10 remains inactive and the anti-skid function of the anti-skid device 50 remains active.

[0065] Time window between times t8 and tl O :

[0066] The situation in the time window between times t8 and t10 corresponds to the situation in the time window between times t3 and t5.

[0067] Since both the speed-related binary enable signal F1 and the wheel acceleration-related binary enable signal F2 have a logical one, and indeed for a longer time than the test period Tp, the deactivation device 10 generates the deactivation signal DS upon expiration of the test period Tp at time t9, with which the wheel slide protection device 50 is deactivated. Figure 3 shows an exemplary embodiment of a rail vehicle 1 in which the deactivation device 10 is integrated into the brake control unit 40. Otherwise, the above explanations in connection with Figures 1 and 2 apply accordingly.

[0068] Figure 4 shows an exemplary embodiment of a rail vehicle 1 in which the deactivation device 10 and the wheel slide protection device 50 are formed by software modules SW10 and SW50 which, when executed by one and the same computing device 100 or several independent computing devices, cause them to form the deactivation device 10 and the wheel slide protection device 50. The software modules SW10 and SW50 are components of a computer program product CRP stored in a memory 110, which includes program instructions which, when executed by the computing device 100, cause it to carry out a method as described above and to form a wheel slide protection device 50 and deactivation device 10 as described above. Otherwise, the above explanations in connection with Figures 1 and 2 apply accordingly.

[0069] The brake control function of the brake control unit 40 can also be formed by a software module SW40 contained in the computer program product CPP, and the computing device 100 and the memory 110 can also form the brake control unit 40 as such or a component thereof.

[0070] In the exemplary embodiments described above, the deactivation device 10 deactivates the wheel slide protection device 50 by means of a corresponding deactivation signal DS. Alternatively, as Figures 5 and 6 show by way of example, it can be provided that the deactivation device 10 is connected between the wheel slide protection device 50 and the braking device 20 in terms of signal technology, this can be in hardware (see Figure 6) and / or software (see Figure 5). In such a case, the deactivation device 10 can monitor the functionality of the wheel slide protection device 50. If there is good wheel-rail adhesion, there is no need for the wheel slide protection device 50 to take action and, if functioning correctly, the wheel slide protection device 50 should not initiate a reduction in the braking force and should not generate a control command Sred to reduce the braking force of the braking device 20.If the anti-skid device 50 nevertheless generates the control command Sred, there is obviously an error and the deactivation device 10 generates a warning signal WS and blocks the forwarding of the control command Sred so that it does not reach the braking device 20.

[0071] Finally, it should be mentioned that the features of all the embodiments described above can be combined with one another in any desired manner in order to form further other embodiments of the invention.

[0072] All features of subclaims can also be combined individually with each of the subordinate claims, either individually or in any combination with one or more other subclaims, in order to obtain further embodiments.

[0073] Regardless of the grammatical gender of a particular term, persons with male, female or other gender identity are included.

[0074] Reference symbol list

[0075] 1 rail vehicle

[0076] 10 Deactivation device

[0077] 20 Braking device

[0078] 21 Braking device

[0079] 30 axis

[0080] 40 Brake control unit

[0081] 50 Anti-skid device

[0082] 100 computing device

[0083] 110 Memory al-a4 Axis acceleration

[0084] Amax maximum acceleration value

[0085] BS brake control signal

[0086] CPP computer program product

[0087] DS deactivation signal dTmax extension signal dVmax maximum axis speed deviation

[0088] Fl speed-related binary enable signal

[0089] F2 wheel acceleration-related binary enable signal

[0090] Sred control command

[0091] SW10 software module

[0092] SW40 software module

[0093] SW50 Software module t Time tO-tl O Time

[0094] Tmin Minimum deactivation period

[0095] Tmax maximum active period

[0096] Tp test time period vl-v4 axis speed

[0097] WS warning signal

Claims

Patent claims 1. Method for operating a rail vehicle (1) , - which is equipped with at least one braking device (20) and an anti-skid device (50) associated with the at least one braking device (20), - wherein the anti-skid device (50) can generate a control command (Sred) for reducing the braking force of the braking device (20), characterized in that a test of the wheel-rail adhesion situation is carried out and, depending on the result of the test of the wheel-rail adhesion situation, the anti-skid function of the anti-skid device (50) is deactivated or remains active.

2. Method according to claim 1, characterized in that the anti-skid function of the anti-skid device (50) is deactivated during a braking operation.

3. Method according to one of the preceding claims, characterized in that if the test of the wheel-rail adhesion situation indicates a good wheel-rail adhesion situation for a predetermined test period (Tp), the anti-skid function of the anti-skid device (50) is deactivated.

4. Method according to one of the preceding claims, characterized in that, in the event that the anti-skid function of the anti-skid device (50) has been deactivated, the deactivation is maintained for a predetermined minimum deactivation period (Tmin) dependent on the wheel-rail adhesion situation.

5. Method according to one of the preceding claims, characterized in that in the event that the test of the wheel-rail adhesion situation indicates a good wheel-rail adhesion situation and the anti-skid function of the wheel slide protection device (50) is deactivated, a defective wheel slide protection device (50) is concluded and a warning signal (WS) is generated if the wheel slide protection device (50) generates the control command (Sred) to reduce the braking force despite the good wheel-rail adhesion situation.

6. Method according to one of the preceding claims, characterized in that in the event that the test of the wheel-rail adhesion situation indicates a poor wheel-rail adhesion situation, the anti-skid function of the anti-skid device (50) is left active.

7. Method according to one of the preceding claims, characterized in that a good wheel-rail adhesion situation is concluded if the test of the wheel-rail adhesion situation indicates a dry rail.

8. Method according to one of the preceding claims, characterized in that, as part of the test of the wheel-rail adhesion situation, a good wheel-rail adhesion situation is concluded, - if the deviation between the axle speeds (vl-v4) of the wheel sets braked by the braking device (20) is less than a predetermined maximum axle speed deviation (dVmax), and - the wheel acceleration of the wheel sets braked by the braking device (20) falls below a predetermined positive maximum acceleration value (Amax) and exceeds a predetermined negative acceleration value.

9. Method according to one of the preceding claims, characterized in that, in the course of testing the wheel-rail adhesion situation, a conclusion is drawn as to a poor wheel-rail adhesion situation, - if the deviation between axle speeds (vl-v4) of different wheelsets, preferably wheelsets braked or brakeable by the braking device (20), is greater than a specified maximum axis speed deviation (dVmax), or - the wheel acceleration (al-a4) of at least one of the wheel sets, preferably of a wheel set braked or brakeable by the braking device (20), exceeds a predetermined positive maximum acceleration value (Amax) or falls below a predetermined negative minimum acceleration value.

10. Method according to one of the preceding claims, characterized in that - the wheel slide protection device (50) is assigned a maximum active time period (Tmax) for which the wheel slide protection device (50) may generate a control command (Sred) to reduce the braking force of the braking device (20) after triggering its wheel slide protection function, and - the maximum active time period (Tmax) is extended if the wheel-rail adhesion test during active wheel slide protection function shows a poor wheel-rail adhesion. Detention situation confirmed.

11. Deactivation device (10) for a rail vehicle (1), characterized in that the deactivation device (10) is designed to carry out a test of the wheel-rail adhesion situation and, depending on the result of the test, to deactivate or leave active the anti-skid function of an anti-skid device (50) of the rail vehicle (1) during a braking operation.

12. Brake control device (40) for a rail vehicle (1), characterized in that the brake control device (40) is equipped with a deactivation device (10) according to claim 10.

13. Brake control device (40) according to claim 12, characterized in that the deactivation device (10) and the anti-skid device (50) are formed by software modules (SW10, SW50) which, when executed by one and the same computing device (100) or several independent computing devices, cause them to form the deactivation device (10) and the anti-skid device (50).

14. Computer program product (CPP) for a rail vehicle (1), characterized in that the computer program product (CPP) comprises program instructions which, when executed by a computing device (100), cause the latter to carry out a method according to one of the preceding claims and / or to form a deactivation device (10) according to claim 11.

15. Rail vehicle (1), characterized in that the rail vehicle (1) has a deactivation device (10) according to claim 11, a brake control unit (40) according to claim 12 or 13 or a computer program product (CPP) according to claim 14 or is designed such that it can carry out a method according to one of the preceding claims.

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