Method for checking the brakes for a vehicle combination of track-guided vehicles

Abstract

The invention relates to a method for checking the brakes for a vehicle combination of track-guided vehicles, wherein in each vehicle, a measured value that describes the braking state of a brake of the vehicle is generated in a measuring step related to the vehicle using a sensor of a measuring device. The measured value is compared with at least one defined reference value, and the vehicle-related measuring steps are carried out in the vehicles after a release request for the brakes, at least one release-related reference value being defined as the reference value. The measured values and / or the associated comparison results of the vehicles are transmitted to a computing entity. A signal to apply the brake is generated as long as the comparison results of all vehicles do not indicate that the brake is released, and / or a signal to release the brake is generated as soon as the comparison results of all vehicles indicate that the brake is released.

Description

[0001] Method for checking the brakes of a vehicle assembly of rail-guided vehicles

[0002] Technical area

[0003] The invention encompasses a method for checking the brakes of a convoy of track-guided vehicles. The invention further encompasses a vehicle that can be coupled with other vehicles to form a track-guided vehicle convoy. The invention further encompasses a computer program product containing program instructions. The invention further encompasses a computer-readable storage medium containing data.

[0004] Technical background

[0005] Freight car brakes are based on automatic brakes. With these brakes, the braking or release request is controlled by varying the pressure in a central line that runs through the entire train to all vehicles, the main brake line. Freight car brakes are typically controlled by a brake control valve, which converts the braking request into an appropriate brake pressure via the freight train's main air line. This pressure is then converted into a mechanical movement by a brake cylinder, which is transmitted to the brake pads via a more or less complex linkage to press (apply) the brake pads against the wheel tires (or, depending on the design, the brake discs) or release them from them.

[0006] However, when the brake pads on individual wagons actually apply or release depends on the settings of the braking system in each vehicle, their loading condition, the length of the train, and the condition of the braking systems in each wagon. The point in time at which all brakes on a train are actually released after braking cannot therefore be determined by the driver. In order to avoid, for example, flat spots on wheels when setting off due to brakes not yet being released, a (minimal) waiting time determined from experience should always be observed before each set off. If this time is not observed, or if the brakes on a wagon in the train react more slowly than expected based on experience, very costly flat spots will still occur in individual wagons if a locked wheel is moved along the track.

[0007] On the other hand, this predetermined waiting time, based on experience, is much longer than necessary for many trains, especially short ones. In these cases, time could be saved if the train driver knew that all brakes were already released. The required waiting time after the brake release request is indicated in many locomotives operating freight trains by a timer-controlled warning light. The light is activated after each release command and remains lit for the duration of the specified waiting time. The train driver should not depart until this light has gone out.

[0008] For the automation of the brake test before commissioning a train, DE 10 2021203 122 A1 and the unpublished European patent application with the file number 24151621.0 describe systems that can determine the braking condition (usually with the brake applied and released) of each vehicle during the prescribed brake test before a newly formed train sets off for the first time and transmit this information to a central device. Sensors on the vehicle determine the actual braking condition and transmit it to the device with a technically determined latency.

[0009] The state of the art described above presents the problem that, as a vehicle's brakes continue to operate, a progressive wear-related limitation of the brakes cannot be detected. Therefore, the waiting time after the brake release request must be set long enough to at least largely rule out damage due to non-release of the brakes. However, since in most cases the waiting time is too long for safety reasons, this is uneconomical for the operation of the vehicle convoy.

[0010] Summary of the invention

[0011] The object of the invention is to resolve the described problems in the prior art. In particular, it is to provide a method for checking the brakes of a track-guided vehicle convoy, a vehicle suitable for carrying out the method in a vehicle convoy, a computer program for carrying out the method, and a device for providing such a computer program. When a brake release request is received, a waiting time until the vehicle convoy actually starts moving should be predeterminable with the shortest possible duration, and the safety against consequential damage due to accidental starting with partially applied brakes should be as high as possible.

[0012] According to a first aspect of the invention, a method for checking the brakes for a convoy of track-guided vehicles is described, in which in each vehicle equipped with a measuring device for measuring a braking state a) in each of the vehicles in a vehicle-bound measuring step with a sensor of the measuring device a measured value describing the braking state of a brake of the vehicle is generated and b) this measured value is compared in each case with computer support to generate a comparison result with at least one predetermined reference value.

[0013] Measured values ​​that describe a braking condition and can be determined using a sensor in the vehicle in question can have different properties. For example, setting angles in a braking mechanism can be determined. Another option is to measure linear movements or forces in the braking mechanism. In this case, it is assumed that the kinematics of the braking mechanism with regard to applying and releasing the brakes is known, so that certain braking conditions can be deduced from the measured values. In particular, a completely released state of the brake as well as an applied state of the brake can be determined. For this purpose, the measured value generated in each case is compared with at least one specified reference value. In other words, this reference value describes exactly the measured value to be expected in the state of the brake to be verified.Preferably, a release-related reference value is used for the released state of the brake and / or an application-related reference value is used for the applied state of the brakes.

[0014] Optionally, a tolerance range can be specified for the reference value to be checked. In this case, a check would be performed to determine whether the measured value in question lies within the tolerance range specified for the reference value. If the check is positive, a test result would be generated indicating that the measured value has reached the reference value. However, this is not absolutely necessary. Particularly when the reference value is to be reached, the measured value usually approaches the reference value from one side (for example, approaching the application-related reference value when the brake is applied and approaching the release-related reference value when the brake is released). Failure to reach the reference value in question would therefore indicate an existing error.

[0015] To avoid any misunderstanding, it should be noted at this point that individual claim features are numbered consecutively with lowercase Latin letters, regardless of the claim numbering. This means that each letter appears only once in the entire set of claims, allowing the relevant claim features to be clearly addressed without mentioning the claim number. Therefore, the order of the letters is irrelevant.

[0016] According to the invention, it is provided that c) the vehicle-related measuring steps are carried out in the vehicles after a release request for the brakes, wherein at least one release-related reference value is specified as the reference value, d) the measured values ​​and / or the associated comparison results of the vehicles are transmitted to a common computing instance, e) a signal for the application of the brake is generated as long as the comparison results of all vehicles do not indicate that the brake is released and / or a signal for the release of the brake is generated as soon as the comparison results of all vehicles indicate that the brake is released.

[0017] The common computing instance is preferably a computer with a central processor for the vehicle convoy, i.e., one responsible for all vehicles, which can be made available in the locomotive of the vehicle convoy. However, it is equally possible to use a different processor as the central processor, which is made available on one of the vehicles. In particular, this can also be a processor that executes, monitors, or initiates method step a) in the vehicle in question. It is also possible to implement the common computing instance in a cloud to which all vehicles of the vehicle convoy, and preferably also the locomotive, are connected. The comparison result does not necessarily have to be generated in the individual vehicle.It is also possible to transfer the measurement results to the common computing instance, which carries out the computer-aided comparison for each of the measurement results and thus generates a comparison result.

[0018] In order to determine the time required to generate the brake application signal and / or the initial time for generating the brake release signal as described above, the measured value must be generated repeatedly or continuously. This is the only way to ensure that the time at which the measured value reaches the release-related reference value can be determined. For repeatedly generated measured values, the accuracy of determining the time required depends on the cycle time during the repetition of the individual measurement steps to generate the measured value.

[0019] The terms used in this description of the invention have the following meaning.

[0020] A device is computer-aided or computer-implemented if it has at least one computer or processor, or a method if at least one computer or processor carries out at least one method step of the method.

[0021] A computing environment is an IT infrastructure consisting of functional components such as processors, memory units, programs, and data to be processed by the programs, which are used to execute at least one application that has to perform a task. Additional functional components can consist of sensors and actuators that enable the computing environment to interact with the outside world. The IT infrastructure can also be organized as a network of these functional components.

[0022] A cloud (also known as a computer cloud or data cloud) is a computing environment for cloud computing. This refers to an IT infrastructure made available via interfaces of a network such as the internet. It typically includes storage space, computing power, or software as a service, without the need to install these on a computing instance using the cloud. The services offered within the framework of cloud computing span the entire spectrum of information technology and include, among other things, IT infrastructure, platforms, software, and computing power. The cloud provider distributes the offered resources to cloud users according to their needs, with the goal of optimally utilizing the resources.

[0023] Since high security standards apply in railway technology with regard to functionality (operational reliability, safety) and vulnerability (transmission reliability, security) of computer-implemented solutions, the functionalities of a cloud used in railway technology are usually limited in terms of their shared availability.

[0024] Restrictions are therefore necessary, particularly regarding access by a potentially unlimited group of cloud users. However, access must also be limited with regard to the sharing of computing resources between different computing instances, with a view to the required redundancy. A technology that takes these restrictions into account for railway technology is also referred to as a private cloud in the context of this invention, even though a private cloud only partially fulfills the technical features associated with cloud technology.

[0025] Computing instances form functional units within a computing environment that can be assigned to applications (given, for example, by a number of program modules) and can execute them. These functional units form self-contained systems, physically (e.g., a computer, a processor) and / or virtually (e.g., a program module), when the application is executed.

[0026] Computers are electronic devices with data processing capabilities consisting of multiple functional components. Computers can be, for example, clients, servers, handheld computers, communication devices, and other electronic devices for data processing that may have processors and memory units and can also be connected to a network via interfaces.

[0027] Processors can be, for example, converters, sensors for generating measurement signals, or electronic circuits. A processor can be a central processing unit (CPU), a microprocessor, a microcontroller, or a digital signal processor, possibly in combination with a memory unit for storing program instructions and data. A processor can also be understood as a virtualized processor or a soft CPU. Storage devices can be implemented as computer-readable memory in the form of random-access memory (RAM) or data storage (hard drive or data storage medium).

[0028] Program modules are individual software functional units that enable a program sequence of method steps according to the invention. These software functional units can be implemented in a single computer program or in several communicating computer programs. The interfaces implemented in this way can be implemented in software within a single processor or in hardware if multiple processors are used.

[0029] Interfaces can be implemented in hardware, for example wired or as a radio connection, or in software, for example as interaction between individual program modules of one or more computer programs.

[0030] The time required to release the brake can also be used to determine the condition of the brake. The relationship here is that the progressive degradation of the braking system of the vehicles in the convoy means that the longer it takes to release the brakes, as wear in the braking system typically leads to increased friction losses and resistance in the braking mechanism. It must be taken into account that progressive degradation increases the risk of comparatively expensive consequential damage, such as flat spots on wheels due to locking when driving off because the brakes have not been released. To prevent this, the invention no longer requires the standard waiting time after a brake release request to be extended. Instead, after each release request, the system waits until the last vehicle in the convoy reports that its brakes have been released.This advantageously minimizes the waiting time for each individual case and simultaneously minimizes the risk of consequential damage due to the vehicle combination moving despite some of the brakes not yet being released. This is therefore the optimal solution in two respects.

[0031] In other words, if a vehicle convoy is equipped with the ability to transmit information about a changed braking state, for example to a central processor, even after the brake test during regular brake operation, the central processor can generate information for the actual state “All brakes in the train are released” (This state is only generated when the central processor has received current information about the released state from all equipped cars in the train) or “Not all brakes are released yet” (This state is only generated until the central processor has received current information about the released state from all equipped cars in the train) within the framework of the function-related latency times occurring in the braking system (the latency times are caused by the response times and computing times of the hardware components and software components of the computing environment used).

[0032] As explained in more detail below, this general statement applies if all vehicles in the convoy are equipped with the measuring device in question (referred to as equipped vehicles for short). However, with the technical introduction of such a system, for example, for freight wagons, it is to be expected that convoys will be created during the conversion period in which vehicles equipped with the measuring device will be mixed with vehicles that do not. For these cases, the procedure can be further developed as described below.

[0033] According to a further aspect of the invention, a vehicle is described that can be coupled with other vehicles to form a track-guided vehicle convoy, e) with a sensor that can generate a measured value describing the braking state, f) with a computing environment. According to this aspect, the invention provides that the computing environment is also configured to perform the steps c), d), and e) explained above.

[0034] The computing environment comprises at least one processor in the vehicle. This processor is preferably signal-connected to a memory unit in the vehicle. Preferably, the computing environment also allows for the creation of an interface (wireless or wired) between said processor and other processors, for example, a processor (that performs or supports the function of a central processing unit) in a locomotive. The advantages associated with this aspect of the invention have already been explained above, and reference is made to these advantages.

[0035] According to a further aspect of the invention, a computer program product is described, containing program instructions that can be executed by a computer. According to this aspect, the invention provides that the method is carried out computer-assisted according to the aforementioned method.

[0036] According to the invention, a computer program product containing program modules is described with program instructions, wherein the program modules can run on the same or multiple processors. The method according to the invention and / or its embodiments can be implemented by means of the computer program product, which can comprise one or more computer programs, and the above-described advantages are achieved by the implementation.

[0037] According to a further aspect of the invention, a computer-readable storage medium is described, containing data stored as data records on the storage medium. According to this aspect, the invention provides that the data records make the above-described computer program product executable according to the last preceding claim. Furthermore, a provision device for storing and / or providing the computer program in the form of a computer-readable storage medium is described. The provision device is, for example, a storage unit that stores the computer program and makes it available for retrieval.Alternatively or additionally, the provision device is a network service, a computer system, a server system, in particular a distributed, for example cloud-based computer system or virtual computer system, which stores the computer program on a computer-readable storage medium and preferably provides it in the form of a data stream.

[0038] The provision takes place in the form of program data sets describing program modules as a file, in particular as a download file, or as a data stream, in particular as a download data stream, of the computer program. The computer program is transferred, for example, using the provision device into a computing environment, so that the method according to the invention can be executed in one or more computing instances of this computing environment.

[0039] Embodiments of the invention

[0040] Variants describing further developments of the invention are explained below without limiting the basic idea of ​​the invention.

[0041] According to a variant, the aspects of the invention explained above are determined in that the signal for the engagement and / or the signal for the release is used to control a display device.

[0042] An advantage of this variant is that the display device enables a train driver (TF for short, which includes a person of any gender) in the locomotive to receive direct feedback via the display device as to when, after the release request has been generated, the brakes of all equipped vehicles in the train are released, thus enabling the train to start moving without subsequent damage. The display device can, for example, consist of a display in the driver's cab of the locomotive, which also shows other information. The information transmitted to the TF via the display device is also referred to as status signals (in particular a first status signal and a second status signal) in the context of this description of the invention.Status signals thus provide information about a specific state of the braking system, with the output being directed to a person such as the TF.

[0043] According to a variant, the aspects of the invention explained above are determined in that the display device has at least one signal light.

[0044] An advantage of this variant is that the at least one signal light provides a particularly simple display that is intuitive for the driver. Furthermore, according to the state of the art, it is already common practice to use a signal light for this purpose to indicate a predefined, fixed waiting time after the release request is generated until the vehicle convoy starts moving. Such a signal light is coupled to a timer that is started by the release request and causes the signal light to go out as soon as the predefined waiting time has elapsed.This lamp can be used alternatively for the method according to the invention, whereby this will not go unnoticed by the TF when using the locomotive in question, since from a technical point of view only the waiting time is no longer fixed but variable (combined with the already explained advantages of increased performance and simultaneously increased safety).

[0045] According to a variant, the aspects of the invention explained above are determined in that the display device sends a first status signal f) as soon as the release request has been generated and g) as long as, after the release request has been generated, at least one vehicle equipped with the measuring device sends a signal for the application of the brake and / or until, after the release request has been generated, all vehicles equipped with the measuring device send a signal for the release of the brake.

[0046] An advantage of this variant is that the warning light only stays on as long as the vehicle convoy's start-up is to be delayed after the release request. The first status signal is therefore interpreted by the TF as indicating that start-up should be delayed.

[0047] The criteria used here are the brake application signal and the brake release signal. As long as an equipped vehicle is still sending the brake application signal, the first status signal must continue to be sent (e.g., a warning light provided for this purpose must be illuminated). Alternatively, it is possible to wait until all equipped vehicles have sent a brake release signal before the first status signal is no longer sent. These criteria can be used alternatively. If the procedure runs correctly, the last brake application signal will also disappear as soon as the last brake release signal is generated in the equipped vehicle in question. Nevertheless, it is advantageous to evaluate both criteria in parallel.If the process does not run error-free, a malfunction can be detected if the specified times (absence of the last signal for the application and transmission of the last expected signal for the release) are too far apart. With regard to the "simultaneity" of these times, latency times in the overall technical system can be taken into account by defining a time window for the simultaneity, within which the specified times must lie.

[0048] This variant of the procedure can only be used for vehicles in a convoy that are equipped with the measuring device. It works perfectly if all vehicles in the convoy are equipped with the measuring device. However, it can also happen that convoys are composed of a mixture of vehicles with the measuring device and vehicles without it. This will be discussed below.

[0049] According to a variant, the aspects of the invention explained above are determined in that h) the display device transmits the first status signal independently of the condition g) explained above until a predetermined minimum period has elapsed after the release request has been generated.

[0050] An advantage of this variant is that the specified minimum duration can be defined in the same way as already described above according to the prior art. It is therefore a specified waiting time which experience has shown to be sufficient for the brakes of all vehicles in the convoy, and thus also the brakes of non-equipped vehicles, i.e. vehicles which do not have a measuring device, to be released. Since no statements can be made about the latter vehicles using the method according to the invention, the specified minimum duration in the case of mixed convoys consisting of non-equipped vehicles and equipped vehicles is to be understood as a necessary condition for the convoy to start moving, which must be met in all cases. The fact that the vehicles equipped with the measuring device must also unambiguously signal that the brakes have been released is to be regarded as a sufficient condition.This increases the safety of avoiding consequential damage from locked brakes in mixed vehicle convoys because in cases where the specified waiting time for equipped vehicles is demonstrably insufficient, the waiting time is longer.

[0051] According to a variant, the aspects of the invention explained above are determined in that i) the condition h) explained above is taken into account only if there are vehicles in the vehicle convoy that are not equipped with the braking state measuring device.

[0052] An advantage of this variant is that the method can be optimally applied to both mixed vehicle convoys and convoys consisting exclusively of equipped vehicles. This check determines whether all vehicles in the convoy are equipped with the measuring device or not. This can be done, for example, by comparing the signals received from the vehicles' measuring devices with the information from the wagon sequence of the convoy. The wagon sequence (for example, in freight trains) is determined and recorded when the convoys are assembled, so that it is available for assessment.

[0053] According to a variant, the aspects of the invention explained above are determined in that j) the display device sends the first status signal independently of the conditions g) and h) explained above until a request for application of the brakes is generated.

[0054] An advantage of this variant is that in cases where the vehicle convoy has not yet moved off after a release request has been generated, but a request to apply is generated again in the meantime, the method can be aborted immediately. In these cases, the vehicle convoy should not move off at all, but remain in its current position, because otherwise a request to apply the brakes would not have been generated. Therefore, with regard to the method according to the invention, the generation of an application request must always be given priority, which is why the first status signal, regardless of conditions g) and h), is no longer sent as soon as an application request is present. According to one variant, the aspects of the invention explained above are determined in that the display device sends a second status signal as soon as the transmission of the first status signal ends.

[0055] An advantage of this variant is that the second status signal can signal the TF that starting is now possible. The second status signal thus creates redundancy. This makes it clearer to the TF when the time to start driving has been reached. Furthermore, the TF is signaled that an error has occurred if the first status signal is no longer sent but the second status signal is also not sent. If, for example, two lights are used for the status signals, this can indicate that one of the two lights is defective. This advantageously increases the reliability of detecting a defective display device.

[0056] According to a variant, the aspects of the invention explained above are determined by the sensor measuring a geometric state variable in the brake mechanism.

[0057] Geometric state variables of the brake mechanism describe the geometric relationships that inevitably change when the brakes are applied and released. Typically, mechanical levers of a mechanical coupling mechanism are rotated or shifted relative to each other, whereby the actuating movement of an actuator, usually a brake cylinder, is transmitted to the brake pads, causing them to be applied to or released from their friction partner (e.g., a brake disc, but preferably the vehicle wheel). The change in the geometry of the brake mechanism can be monitored, in particular, by monitoring the actuating angle of mechanical elements (absolute or relative to each other) or by monitoring the distance between mechanical elements or between stationary parts of the vehicle.

[0058] An advantage of this variant is that the brake mechanism has a clear geometric relationship to the brake pads due to a mechanical coupling. Therefore, the sensor's measurement result can be used directly to determine whether the brake is engaged or released. Therefore, at least one significant malfunction of the brake mechanism can be advantageously detected even while driving. Furthermore, the sensor can be used advantageously to determine the time at which the brake pads are engaged or released for the method according to the invention.

[0059] According to a variant, the aspects of the invention explained above are determined by an additional sensor measuring the pressure prevailing in a pneumatic actuator system.

[0060] Pneumatic actuator systems are widely used to actuate the brakes of rail-guided vehicles as indirect pneumatic brakes. All vehicles in a train are connected to a main air line so that the brakes can be triggered centrally, preferably in the locomotive, by reducing the pressure in the main air line. To release the brakes, the pressure in the main air line is increased again. The main air line also serves to fill local pressure accumulators in the vehicles. In the event of a braking request, these pressure accumulators are used to apply the brake pads to the friction partners (preferably the wheels) via the brake cylinders by building up excess pressure in the brake cylinders. In this case, the main air line acts as a pneumatic signal line, accessing control valves to control the brake cylinders.

[0061] An advantage of this variant is that a pressure measurement provides a particularly simple and reliable sensor method for generating the information required for controlling the method according to the invention in the form of a measured value. According to one variant, the above-explained aspects of the invention are determined by the fact that one additional sensor measures the pressure prevailing in a main air line.

[0062] One advantage of this variant is that, using at least the additional sensor, the pressure in the main air line can be determined as a representative of the entire braking system of the vehicle. If this pressure increases sharply, this can be interpreted as a braking request. If the pressure then drops sharply, this can be interpreted as a release request. An upper limit for the pressure increase and a lower limit for the pressure drop can be defined. This means that the time of a braking request is determined as soon as the pressure in the main air line rises above the limit, and a release request is determined when the pressure falls below the lower limit.

[0063] According to a variant, the aspects of the invention explained above are determined by the fact that in each vehicle an additional sensor measures the pressure prevailing in the main air line.

[0064] The method of measuring the pressure in the main air line in each of the vehicles is, in terms of its operating principle, the same as that described above, where only an additional sensor is used in the main air line. However, the pressure measured in each vehicle in question is used to determine the time of the braking request. This takes into account the fact that the pressure curve in the main air line does not follow a parallel time pattern in all vehicles due to the length of the vehicle convoy. The further the vehicle in question is from the compressed air source for feeding an increase in pressure into the main air line, the greater the time delay until a pressure change at the compressed air source results in the desired pressure change in the vehicle in question.An advantage of this variant is that, by using an additional sensor in each vehicle, a vehicle-specific time period can be determined from the request to apply or release the brake until the brake is actually applied or released. This makes it possible to detect and localize faults occurring individually in the vehicles. Furthermore, the additional sensors can also be used to determine an additional time period for evaluating the brake function, which begins with the increase in pressure at the compressed air source and ends with the increase in pressure in the vehicle in question. This time period can also be referred to as a vehicle-specific trigger delay.

[0065] A further advantage is that multiple additional sensors also create functional redundancy. Should one of the additional sensors fail, the method according to the invention can advantageously still be implemented. The vehicle convoy can therefore remain in operation, and maintenance of the failed additional sensor can be performed at the next opportunity when operational disruption is minimized, for example, the next separation of the vehicles in the convoy.

[0066] According to a variant, the aspects of the invention explained above are determined by using an application command for the brake as the time of the application request and / or a release command for the brake as the time of the release request.

[0067] One advantage of this variant is that it provides a comparatively simple and therefore reliable method for determining the time of the application request or release request. For example, a corresponding application command or release command, which is generated in a central unit, can be evaluated. The application command or release command can be an electrical signal or a pneumatic signal, the latter being fed into the main air line. The electrical signal causes the pneumatic signal to be generated and is therefore deterministically linked to it. For example, a time delay from the generation of the electrical signal to the generation of the pneumatic signal can be determined and used as the basis for the method according to the invention.

[0068] Exemplary embodiments of the drawing

[0069] Further details of the invention are described below with reference to the drawings. Identical or corresponding drawing elements are provided with the same reference numerals in the individual figures and are explained repeatedly only to the extent that differences arise between the individual figures.

[0070] The exemplary embodiments explained below are preferred embodiments of the invention. In the exemplary embodiments, the described components of the embodiments each represent individual, independently considered variants of the invention, which also further develop the invention independently of one another and are thus also considered components of the invention, either individually or in a combination other than that shown. Furthermore, the described components can also be combined with the variants of the invention described above.

[0071] Figure 1 shows a schematic illustration of an embodiment of the device according to the invention, designed as a track-guided vehicle, with its interactions between the functional components used.

[0072] Figure 2 shows an alternative embodiment of the device according to the invention (bogie as part of the track-guided vehicle with braking device) with its interactions between the functional components used, schematically in a three-dimensional representation. Figure 3 shows an embodiment of a computing environment for the device according to Figure 1 as a block diagram of the individual functional components and the interfaces formed between them, wherein individual computing instances execute program modules, each of which can run on one or more of the computers shown as examples, and wherein the interfaces shown can accordingly be implemented in software in one computer or in hardware between different computers.

[0073] Figure 4 schematically shows a vehicle combination consisting of several embodiments of the track-guided vehicle according to the invention, wherein a locomotive is arranged at the front of the vehicle combination and wherein the vehicle combination is set up to carry out an embodiment of the method according to the invention.

[0074] Figure 5, consisting of the sub-figures 5A and 5B, shows an embodiment of the method according to the invention as a flow chart, wherein the method steps shown can be implemented individually or in groups by program modules and wherein the computing instances and interfaces according to Figure 2 are indicated by way of example.

[0075] Detailed description of the implementation examples

[0076] Figure 1 shows a vehicle FZ in the form of a freight wagon. This vehicle FZ has a bogie DG at the end shown, which supports the wheels RD on two axles. Also shown schematically is a brake linkage BRG, which transmits the movement of an actuator AKT in the form of a pneumatic cylinder to the brake pads BRB, whereby the brake pads BRB act directly on wheel rims (not shown) of the wheels RD. The brake linkage BRG is shown schematically. It is a mechanical gear (linkage gear consisting of coupling rods and joints) for transmitting the actuating movement of the actuator AKT to the brake pads BRB. The gear consists of push and pull rods ZSS, which at least primarily perform a translational movement, indicated in Figure 1 by double arrows parallel to the rod orientation.There are also levers that can be pivoted around a pivot axis, indicated by curved double arrows perpendicular to the lever's orientation. Pivot axes or joints are indicated by circles at the ends of the ZSS pull or push rods and the levers, or in their center. Furthermore, the mounting of the AC axles on the FZ vehicle, as well as the levers and pull and push rods, is indicated by fixed bearings FL, with the respective hatching indicating the rigid connection to the FZ vehicle (including the bogie).

[0077] One of the levers is the actuator STE, which is pivoted about the indicated fixed bearing FL and is moved by the pull or push rod ZSS coming from the actuator AKT. A sensor SN in the form of a measuring acceleration sensor is rigidly attached to this actuator, so that it pivots back and forth with the actuator STE. There is also a reference acceleration sensor RBS, which is rigidly connected to the vehicle FZ, according to Figure 1 to the bogie DG (which forms part of the vehicle FZ). The measuring acceleration sensor and the reference acceleration sensor RBS communicate with an output device AE via radio interfaces (not shown in detail). The output device AE also contains a processor for evaluating the received measured values.The reference acceleration sensor RBS is used to incorporate the acceleration due to gravity into the measurement result generated by the measurement acceleration sensor, in a conventional manner, so that this does not influence the calculation of the angle change of the actuator STE. Alternatively, cable interfaces can also be used (not shown).

[0078] Figure 1 also shows that a second additional sensor, ZNS2, is mounted on the actuator. This is a pressure sensor that can be used to determine the pressure prevailing in the pneumatic cylinder. This makes it possible to additionally evaluate the degradation of the braking system shown in Figure 1 with regard to the temporal pressure curve in the pneumatic cylinder.

[0079] In Figure 2, a vehicle FZ is indicated by a schematically depicted bogie DG, which supports the wheels RD on two axles of a twin axle. Also schematically depicted is a braking device BV arranged in a space ZR between the axles, which transmits the movement of an actuator AKT to the brake pads BRB. The brake pads BRB act with a normal force Fn on the wheel rims (not shown) of the wheels RD, generating a braking force Fb.

[0080] The braking device BV is depicted three-dimensionally with a first subunit TE1 and a second subunit TE2. The first subunit TE1 has a housing GHS, which houses a mechanism (not shown in detail) for transmitting the actuating movement of the actuator AKT, which is also housed in the housing GHS. The mechanism transmits an actuating movement to push rods ZSS, which at least primarily perform a translational movement to increase or decrease the distance between the two subunits (TE1 ... TE2).

[0081] The braking device BV is suspended in the bogie DG using four bearing rods LST. The bearing rods LST in turn have ball heads KKP, which are fastened in the bogie DG in a conventional manner (not shown). The ball heads KKP allow movement primarily in a horizontal direction, namely in a direction of travel FR or against this direction of travel FR. The invisible suspensions of the bearing rods LST in the braking device BV describe circular arcs around the fixed points in the bogie DG defined by the ball heads KKP. However, since the bearing rods LST are essentially aligned vertically, the technically relevant circular section of these circular arcs essentially results in a horizontal movement. The ball heads KKP also allow a certain amount of movement in a horizontal direction perpendicular to the direction of travel FR. However, this is structurally limited by the cheeks WG of the brake heads BKP, which carry the brake pads BRB.

[0082] Using a sensor SN, the distance between the two subunits T1, T1 can be determined. This distance allows a direct conclusion as to whether the brake pads BRB are in contact with the wheels RD (brake applied state) or are released from the wheels RD (brake released state).

[0083] Figure 3 schematically illustrates the interaction of the functional elements involved in the method according to the invention as a block diagram. It shows a block symbolizing the vehicle FZ, which contains the sensor SN (here, a distance sensor according to Figure 2, although a measurement acceleration sensor according to Figure 1 is equally conceivable), and a block symbolizing a computing environment RU, which includes an output device AE and is connected to a processor PR via a second interface S2. The braking device BV from Figure 1 is shown as an example in the vehicle FZ.

[0084] The sensor SN is connected via a first interface S1 to the processor PR, which evaluates the measurement results. The processor PR is further connected via a third interface S3 to a memory device SE, wherein, for example, required reference values ​​are stored in the memory device SE. The processor PR is connected to the output device AE via the output interface S2. The output device AE is preferably a display that can present information regarding the operation of the brake, or a system with, for example, a radio interface that can transmit the information directly to a central processor ZPR, e.g., of the locomotive (see the antennas according to Figure 4).In the simplest case, the output device AE can be implemented as (at least) one light which, without any further information, simply indicates the need for maintenance (flashing when the brake pads BRB are worn beyond the wear limit, loss of brake blocks / brake pads) and the current status of the brake (lit up corresponds to applied / not lit up corresponds to released). Figure 4 shows a GL track on which a vehicle convoy FZV, consisting of three vehicles FZ and one locomotive LC, is parked. The locomotive LC and the vehicles FZ are coupled to one another via digital automatic couplings DAC, with a section of the digital automatic coupling DAC shown enlarged. The enlargement makes it clear that this contains a main air line HL and a line that forms a bus system BUS.The main air line (HL) runs through the entire FZV train set, as does the bus system (BUS), so that the LC locomotive can supply the entire FZV train set with compressed air and also form an information network with it. Furthermore, a red LR lamp (LR) is connected to the central processor (ZPR) via a ninth interface (S9) and a second LG lamp (LG) via a tenth interface (S10). These serve as status indicators and are intended to help the train conductor determine the correct time to set off. As long as the red LR lamp is lit, wait; as soon as the second LG lamp is lit, set off.

[0085] Figure 4 also shows an alternative way of establishing communication between the FZ vehicles and the LC locomotive, namely via a Cloud CLD. For this communication, AT antennas are located on both the LC locomotive and the FZ vehicles, which are connected to the Cloud CLD via interfaces S4, S5, S6, and S7. The illustrated solution with a Cloud CLD offers an alternative if communication between the FZ vehicles and the SC locomotive via a digital automatic coupling (DAC) is not possible.

[0086] Overall, a computing environment RU is created by the communicatively interconnected processors PR in the FZ vehicles and the computer CP in the LC locomotive. The computer CP has a central processor ZPR, which is connected to a central storage device ZSE via an eighth interface S8. In the individual FZ vehicles, a processor PR and a storage unit SE are provided, as already explained, each of which is connected to the other via a third interface S3. This configuration is found in each of the FZ vehicles. In this respect, these FZ vehicles have a technically identical design.

[0087] A first additional sensor ZSN1 is arranged in the main air line HL, which can be seen in the enlarged detail of the digital automatic clutch DAC. This additional sensor can measure the pressure prevailing in the main air line HL. Figure 4 indicates that the first additional sensor ZSN1 is a centrally arranged sensor that measures the pressure in the main air line HL for the entire vehicle convoy ZV. Not shown, but equally conceivable, would be a solution in which a first additional sensor ZSN1 is installed in each of the vehicles FZ. This creates redundancy for the measurement. In addition, pressure differences in the individual vehicles can then be determined, which could indicate degradation of the braking system and make a time delay in the pressure build-up within the vehicle convoy FZV measurable.

[0088] In the following, the method according to the invention will be explained step by step, as shown in the flowchart in Figure 5. Figure 5 also shows, by way of example, boxes in which functional components or computing instances according to Figures 1 to 4 can be used to perform the individual steps. To the extent that the interfaces according to Figures 1 to 4 are used, these are also indicated in Figure 5.

[0089] Figure 5 shows an example of the process flow for the measuring method according to the invention. It should be noted that the method is carried out in every vehicle in the vehicle convoy. After the method has been started, the available parameters are loaded from the storage device SE. In a query step RW?, a check is made to determine whether the required reference values ​​are already available. If not, for example, it is an unknown combination of vehicle type and brake type for which reference values ​​are not yet available, which is why a calibration step CALIB is carried out. A calibration step can also be carried out if, for example, the brake pads are becoming increasingly worn and the reference values ​​therefore need to be adjusted.

[0090] During calibration, the brakes are first released in a deactivation step UNLOCK. Then, in a measuring step MSRE, a first measurement result ME1 is generated by the sensor SN. In a subsequent calculation step CALC, a missing release-related reference value RWL is calculated from this. Taking into account a release request determined by the first additional sensor in the measuring step MSRE (due to a pressure change in the main air line), the time required to release the brake can also be calculated in the calculation step CALC. The next step is a LOCK activation step for the brake so that the brake pads contact the brake stop (e.g., the wheels RD). The measuring and calculation steps MSRE and CALC described above are repeated and supply the application-related reference value RWA and the time required to apply the brake for the second measurement result ME2.

[0091] In the embodiment shown in Figure 5, the calculation of the reference values ​​(if not yet available) is performed by the processor PR in the relevant vehicle, which also provides computing capacity for the CALC calculation step, or by the computer CP in the locomotive. However, this is only one embodiment. It is also possible for the measurement results to be transferred to the cloud. This represents a configuration described in Figure 2. The required measured values, reference values, and time requirements can be transferred to the storage device SE by the processor PR in a configuration shown in Figure 2.In the next step, based on the time required to release the brake, a release-related maximum value LMX is derived for the time required, which corresponds at least to the associated calculated time required. Based on the time required to apply the brake, an application-related maximum value AMX is derived for the time required, which also corresponds at least to the associated calculated time required (which is also transferred to the memory device SE by the processor PR in a configuration as shown in Figure 2).

[0092] If reference values ​​already exist, the calibration step CALIB can be skipped. If the relevant reference values ​​are already contained in the storage device, they can be retrieved immediately from the storage device. This is indicated in Figure 5 by the double arrows. This is followed by a test step TEST to monitor the proper release of the brakes if necessary. This is the actually important step in the sense of the invention. This can be carried out both when the train is stationary for the purpose of a "small" brake test, e.g., if the train has to stop while in motion, and during operation to accompany a braking application (application request) and subsequent release of the brakes (release request).

[0093] For this purpose, an activation step of the brake LOCK is carried out in response to an application request in order to apply it and subsequently a deactivation step UNLOCK is carried out in order to release the brake again in response to a release request.

[0094] In Figure 5, conditions f) to j) are shown according to the method sequence in order to better clarify the relationship to the claims. A query step LA? checks at intervals to determine whether a release request is present. As soon as this is the case, a time counter is set to zero in an initialization step for the waiting time SET-T and the (minimum) waiting time TMIN for unequipped vehicles that cannot signal complete release of the brakes is loaded from the central storage device ZSE. This is followed by an output step ZS1-OT for the first status signal ZS1. This can, for example, activate the red light LR according to Figure 4.

[0095] In a query step AA?, a check is made to determine whether there is a renewed request for the brake to be applied. If this is the case, the procedure can be aborted because the brakes are to be applied again and will therefore not be released (if they have not already been done). In an (optional) output step ZS2-OT for a second status signal ZS2, for example, the second light LG is activated for 15 seconds as shown in Figure 4 and then goes out after a while (for example, after 20 seconds). When the second light LG is activated, the red light LR is deactivated at the same time. The procedure then ends and can be restarted at any time with the test step TEST.

[0096] If there is no application request, the next query step AS? checks whether at least one signal for brake application AS is still being received. If this is the case, this query is repeated until this is no longer the case. If this is not the case, the next query step GS? checks whether all equipped vehicles have sent a signal for the brakes being released GS. If this is not the case, the next query step AS? is carried out recursively to check whether at least one signal for application is still being received. These two queries are therefore redundant and can also be carried out in reverse order. If they are evaluated together, incorrect outputs can be detected (the latter recursion can only occur if the AS and GS signals are faulty).

[0097] If all signals for release are present, a query step NQ? is performed to determine whether there are any unequipped vehicles FZ in the vehicle convoy FZV. If this is not the case, the output step ZS2-OT can be performed as described above. If this is the case, however, the query is then performed to determine whether the current time T has already exceeded the waiting time TM IN. If this is the case, the output step ZS2-OT can be performed as described. If this is not the case, a recursion to the query step AA? is performed to determine whether a creation request AA has been received, etc. List of reference symbols

[0098] BKP Brake heads BRB Brake pad BST Brake callipers BUS Bus system BV Braking device CLD Cloud DAK Digital automatic coupling DG Bogie AT Antenna Fb Brake force Fn Normal force FR Direction of travel

[0099] FZ Vehicle DG Bogie RD Wheel AC Axle FL Fixed bearing ZSS Push-pull rod BRG Brake linkage AKT Actuator BRB Brake pad STE Actuator DA Rotary axis HL Main air line

[0100] LC Locomotive SN Sensor

[0101] RBS Reference acceleration sensor AE Output device PR Processor ZPR Central processor SE Storage device ZSE Central storage device

[0102] S1 ... S10 interface

[0103] BUS Bus line

[0104] CP Computer

[0105] RW? Query step reference value available?

[0106] CALIB calibration step

[0107] UNLOCK Deactivation step for brake

[0108] CALC calculation step

[0109] LOCK activation step for brake

[0110] SET determination step

[0111] TEST test step

[0112] FZV Vehicle Association

[0113] GHS housing

[0114] GL track

[0115] HL main air line

[0116] KKP ball heads

[0117] LAG length compensation

[0118] LST bearing rods

[0119] ME1 first measurement result

[0120] ME2 second measurement result

[0121] RWA Investment-related reference value

[0122] RWL Solvent-related reference value

[0123] TE1 first sub-unit

[0124] TE2 second sub-unit

[0125] ZPR Central Processor

[0126] ZSE Central Storage Facility

[0127] LG Second Lamp

[0128] LR Red Lamp

[0129] WR car sequence

[0130] T Time

[0131] SET-T Initialization step for waiting time TMIN Waiting time for non-equipped vehicles

[0132] LA? Query step after a release request

[0133] ZS1 -OT output step for first status signal

[0134] AA? Query step after a creation request has been made

[0135] AS? Query step at least one signal for concern GS? Query step all signals for resolution

[0136] NQ? Query step for non-equipped vehicles

[0137] T>TMIN? Query step reaching the waiting time

[0138] ZS2-OT output step for second status signal

Claims

Patent claims 1. A method for checking the brakes of a convoy of track-guided vehicles, in which, in each vehicle equipped with a measuring device for a braking state, a) a measured value describing the braking state of a brake of the vehicle is generated in each vehicle in a vehicle-based measuring step using a sensor of the measuring device, and b) this measured value is compared with at least one predetermined reference value in a computer-assisted manner, generating a comparison result, characterized in that c) the vehicle-based measuring steps are carried out in the vehicles after a release request for the brakes, wherein at least one release-related reference value is specified as the reference value, d) the measured values ​​and / or the associated comparison results of the vehicles are transmitted to a common computing instance, e) a signal for the application of the brake is generated,unless the comparison results of all vehicles indicate that the brake is released, and / or a brake release signal is generated as soon as the comparison results of all vehicles indicate that the brake is released.

2. Method according to claim 1, characterized in that the signal for the engagement and / or the signal for the release is used to control a display device.

3. Method according to claim 2, characterized in that the display device has at least one signal light.

4. Method according to one of the preceding claims 2 or 3, characterized in that the display device sends a first status signal, f) as soon as the release request has been generated and g) as long as, after the release request has been generated, at least one vehicle equipped with the measuring device sends a signal for the application of the brake and / or until after the release request has been generated, all vehicles equipped with the measuring device send a signal for the release of the brake.

5. Method according to claim 4, characterized in that h) the display device transmits the first status signal independently of the condition g) according to claim 4 until a predetermined minimum period has elapsed after the release request has been generated.

6. Method according to claim 5, characterized in that i) the condition h) according to claim 5 is only taken into account if there are vehicles in the vehicle convoy which are not equipped with the measuring device for the braking state.

7. Method according to one of the preceding claims 4 to 6, characterized in that j) the display device sends the first status signal independently of the condition g) according to claim 4 and h) according to claim 5 until an application request for the brakes is generated.

8. Method according to one of the preceding claims 4 to 7, characterized in that the display device sends a second status signal as soon as the transmission of the first status signal ends.

9. Method according to one of the preceding claims, characterized in that the sensor measures a geometric state variable or force in the brake mechanism.

10. Method according to one of the preceding claims, characterized in that an additional sensor measures the pressure prevailing in a pneumatic actuator system.

11. Method according to one of the preceding claims, characterized in that an application command for the brake is used as the time of the application request and / or a release command for the brake is used as the time of the release request.

12. Vehicle which can be coupled with other vehicles to form a track-guided vehicle convoy, e) with a sensor by means of which a measured value describing the braking state can be generated, f) with a computing environment which is set up to compare the measured value with at least one predetermined reference value in a computer-assisted manner, characterized in that the computing environment is also set up to carry out steps c), d) and e) according to claim 1.

13. A computer program product containing program instructions that can be executed by a computer, such that the method is carried out computer-aided according to one of claims 1-11.

14. A computer-readable storage medium containing data stored as data sets by the storage medium such that the data sets make the computer program product according to the last preceding claim executable.

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