Control system for at least one fluid system, fluid system and vehicle

Abstract

The present invention relates to a control system (100) for at least one fluid system, in particular of a rail vehicle (200), wherein the control system (100) has at least one main control unit (105), a first safety control unit (106), a first electro-fluid unit (112) and a monitoring unit (108). The first safety control unit (106) is designed to transmit control signals such that the first electro-fluid unit (112) can be controlled in an open- and / or closed-loop manner, and wherein the first electro-fluid unit (112) is connected or can be connected to a first fluid source (117) and to a first fluid line (118) for providing fluid along the first fluid line (118) as required. The present invention also relates to a fluid system and to a vehicle.

Description

[0001] DESCRIPTION

[0002] Control system for at least one fluid system, fluid system and vehicle

[0003] The present invention relates to a control system for at least one fluid system, in particular of a rail vehicle, as well as a fluid system and a vehicle.

[0004] Currently, rail vehicles have many pneumatically controlled components, such as braking systems, air suspensions, and pantographs. Due to low-floor requirements, trams typically use hydraulic systems for braking and suspension. These pneumatic and hydraulic systems are crucial for operation and directly influence the performance of the respective (rail) vehicles.

[0005] In fact, these components affect the entire network on which the respective rail vehicle operates. In particular, the braking system must meet specific safety requirements and be available at all times as soon as the brakes are applied.

[0006] The vehicle's fundamental function, namely the transport of people and goods, depends on the brakes being released safely and reliably when required. Furthermore, the guaranteed safe braking distance affects the number of trains that can operate on the line. This illustrates the trade-offs between safety and efficiency that must be made, particularly in the operation of rail networks.

[0007] Although modern rail vehicle braking systems utilize various electronic components, the most important safety functions still rely on purely pneumatic / hydraulic components. Due to the performance limitations of such systems, the efficiency of the rail network is restricted. Consequently, a correspondingly more extensive infrastructure must be provided to transport more passengers or goods. The object of the present invention is to provide a control system that enables cost-effective, flexible, and safe operation of a vehicle, in particular by transferring the control and / or regulation into a control system capable of acquiring and managing multiple consumer circuits. Furthermore, the present invention provides a fluid system and a vehicle.

[0008] This problem is solved according to the invention by a control system according to independent claim 1, with respect to the fluid system by the subject matter according to claim 9 and with respect to the vehicle by the subject matter according to claim 13. Preferred embodiments are specified in the dependent claims.

[0009] According to the present invention, a control system for at least one fluid system, in particular of a rail vehicle, is provided, wherein the control system comprises at least one main control unit, a first backup control unit, a first electro-fluid unit, and a monitoring unit. The main control unit is configured to transmit control signals to the first backup control unit and to receive feedback signals from the first backup control unit. The monitoring unit has a bidirectional signal connection with the at least one main control unit and the at least one first backup control unit, so that the main control unit and the first backup control unit can be monitored, wherein the first backup control unit is configured to transmit control signals so that the first electro-fluid unit can be controlled and / or regulated.The first electro-fluid unit is connected or connectable to at least one first fluid source and at least one first fluid line for the on-demand provision of (pressure) fluid along the at least one first fluid line.

[0010] The invention is based on the fundamental idea that the control system enables comprehensive control and / or regulation of at least one fluid line or at least one consumer component, preferably with a plurality of consumer circuits. In particular, the proposed invention serves to control or regulate a fluid flow or pressure in corresponding consumer components or consumer circuits of rail vehicles.

[0011] According to the present invention, the control system can provide the control or regulation of a fluid flow or fluid pressure using an architecture in which functions are not assigned to specific components.

[0012] The path of the control functions can be defined by the software and electronics of the control system, thus allowing for flexibility in the trade-off between safety and performance (or availability). In particular, when the present invention is applied to different parts of a rail vehicle, the system can therefore be adapted appropriately and in a targeted manner to the respective application.

[0013] For the purposes of the present invention, the provision, control, and / or regulation of (pressure) fluid and of a fluid system can refer to pneumatic or hydraulic systems. In particular, the provision of compressed air and its control and / or regulation can be provided.

[0014] At least one first fluid line can in particular be one

[0015] The control system according to the invention can be assigned to a consumer component or an associated fluid system. In particular, the control system can provide for the control and / or regulation of (pressure) fluid from an external pressure source to an external consumer component or to an external pressure circuit.

[0016] The control system can form a fluid system with such consumer components or pressure / consumer circuits.

[0017] By making several different consumer components, each with one or more consumer circuits, controllable and / or regulating via the control system, efficient and high-performance handling of a (rail) vehicle can be achieved.

[0018] A consumer component can be, for example, a bogie of a rail vehicle. For the purposes of the present invention, a consumer circuit can be understood to be a brake circuit or brake unit, a suspension circuit or air suspension unit, a level control unit, or the like of such a bogie. Alternatively, a wagon with several bogies can be considered a single consumer component, or several wagons with multiple consumer circuits can be considered a single consumer component.

[0019] The present control system allows for any scalability of the (pressure) fluid consumers to be controlled or regulated.

[0020] According to the invention, an external vehicle control unit can transmit a request signal or a control signal to the control system.

[0021] The main control unit can, in particular, receive feedback signals and be designed to provide control signals. Preferably, the (control) signals have a normal priority, or a normal priority is assigned to the control signals of the main control unit.

[0022] At least one first backup control unit can receive and forward control signals from the main control unit, or override them, using its own control signals with higher or high priority. In particular, such override with new control signals of higher priority can be based on a feedback signal that the first backup control unit has received from the monitoring unit.

[0023] A control signal from the safety control unit can then be used to control the electro-fluid unit in order to provide a (pressure) fluid as needed. An electro-fluid unit can, for example, be an electro-pneumatic unit. In particular, the electro-fluid unit can be understood as an actuator, such as a (control) valve or the like, to provide a (pressure) fluid as required.

[0024] According to a preferred embodiment, the control system has at least one first amplifier unit, wherein the first amplifier unit is arranged between the first fuse control unit and the first electro-fluid unit, so that a control signal of the first fuse control unit for controlling and / or regulating the first electro-fluid unit can be modified, in particular amplified.

[0025] The amplifier unit allows, in particular, a control signal to be modified or amplified to such a degree that appropriate control of valves and the like can be ensured.

[0026] According to a further preferred embodiment, the control system comprises at least one signal divider unit, wherein the signal divider unit is provided for supplying control / data / feedback signals to the main control unit, the at least one first backup control unit, and / or the monitoring unit, in particular for supplying feedback signals to the monitoring unit. The signal divider unit is provided for receiving feedback signals from the at least one first electro-fluid unit, in particular a fluid feedback signal, and / or the at least one first amplifier unit, in particular an electrical feedback signal.

[0027] The signal splitter unit can be designed, in particular, to receive all safety-relevant signals from the control system as well as (emergency) signals from an external vehicle control unit. Specifically, the signal splitter unit can expediently forward corresponding signals to the other components of the control system to enable efficient control. According to a further preferred embodiment, the control system is configured to be connected to a vehicle control unit, in particular of a rail vehicle, such that the vehicle control unit has a bidirectional signal connection with the main control unit and / or an emergency signal connection with the signal splitter unit.

[0028] Accordingly, an external vehicle control unit can transmit a (control / regulation) signal to the main control unit of the control system. A further verification and validation stage within the control system is ensured by the downstream monitoring unit and safety control unit to guarantee safe and reliable control of the (pressure) fluid supply.

[0029] In a preferred embodiment, the control system comprises an integrated circuit unit and at least one third electrofluid unit, wherein the third electrofluid unit is connected or connectable to a third fluid source. The third electrofluid unit has a fluid connection with the at least one first electrofluid unit for supplying (pressure) fluid to the first electrofluid unit as needed. The integrated circuit unit is arranged between the monitoring unit and the third electrofluid unit, so that control signals for controlling and / or regulating the third electrofluid unit can be supplied as needed.

[0030] By means of a (highly) integrated circuit unit for controlling / regulating a third electro-fluid unit, additional support or influence on a first electro-fluid unit can be enabled to ensure a suitable fluid supply.

[0031] According to a further embodiment, the control system has at least one integrated sensor unit and / or the signal divider unit is provided for signal communication with at least one (external) sensor unit. In particular, sensor data or measured values ​​can be acquired using sensor units already integrated into the control system and / or external sensor units and further processed for the purpose of controlling or regulating a (pressure) fluid supply.

[0032] According to a preferred embodiment, the control system includes an energy management unit for connection to at least one energy source and / or for connection to at least one energy storage unit, in particular at least one integrated battery unit.

[0033] In this way, a continuous energy supply to the control system can be ensured, even in the event of a fault or emergency.

[0034] According to a preferred embodiment, the control system further comprises at least a second safety control unit, a second amplifier unit, and a second electro-fluid unit, wherein the second electro-fluid unit is connected or connectable to a second fluid source and a second fluid line for supplying (pressurized) fluid along the second fluid line as needed. The third electro-fluid unit has a fluid connection with the second electro-fluid unit for supplying (pressurized) fluid to the second electro-fluid unit as needed.

[0035] By means of a second safety control unit for controlling / regulating a second electro-fluid unit, several consumer components and / or a plurality of consumer circuits of such consumer components with (pressure) fluid can be appropriately operated by means of the control system.

[0036] According to a secondary aspect of the invention, a fluid system for a vehicle, in particular for a rail vehicle, is provided with at least one first control system, in particular a control system according to the invention, and at least one first consumer component. The first consumer component has at least one first or more first consumer circuits, in particular at least one brake circuit, one suspension circuit, one level control circuit, and / or the like. The at least one first consumer component is connected or connectable to the first control system in such a way that the at least one first consumer component can be controlled and / or regulated by means of the first control system, in particular that (pressure) fluid can be provided to the at least one first consumer component as needed.

[0037] In particular, the fluid system can be arbitrarily scalable, i.e., it can have a plurality of consumer components and a plurality of associated consumer circuits, whereby control / regulation by means of at least one first control system is possible.

[0038] In another embodiment, the fluid system further features:

[0039] - at least one initial fluid reservoir in conjunction with the initial control system and / or the initial consumer component,

[0040] - at least one vent valve for venting the at least one first consumer circuit of the first consumer component, and / or

[0041] - at least one backup fluid circuit that is connected or connectable to the first control system and / or the at least one consumer component.

[0042] Accordingly, the fluid system may include further components that ensure the continuous and proper operation of a (rail) vehicle, controlled by the fluid system's control system.

[0043] According to a preferred embodiment, the fluid system comprises at least one second consumer component with at least one second consumer circuit, in particular with at least one brake circuit, a spring circuit, a level control circuit, and / or the like, wherein the first control system is provided for connection to a plurality of consumer components, in particular a plurality of consumer circuits, such that the plurality of consumer components can be controlled and / or regulated by means of the first control system. The fluid system is scalable in terms of the consumer components or consumer circuits to be handled by means of the control system. Efficient control and / or regulation of the fluid system can be achieved by means of the associated control system.

[0044] In a further embodiment, the fluid system is provided to have a second control system, wherein the first control system is connected or connectable to the first consumer component and the first fluid reservoir, and the second control system is connected or connectable to a second consumer component and a second fluid reservoir, so that the first and second consumer components are controllable and / or adjustable.

[0045] Accordingly, it is also conceivable that a fluid system has several control systems in order to appropriately control or regulate a large number of consumer components and to ensure a sufficient (pressure) fluid supply.

[0046] According to a further subordinate aspect of the invention, a vehicle, in particular a rail vehicle, is provided with at least one first control system according to the present invention and / or at least one fluid system according to the invention.

[0047] In a preferred embodiment, the vehicle is provided to have at least one first and one second consumer component, wherein

[0048] - the first consumer component and the second consumer component are controllable and / or regulated by the first control system or

[0049] - the first consumer component is controllable and / or regulated by the first control system and the second consumer component by the second control system, in particular such that a fluid can be provided to the first and second consumer components as needed. According to a further preferred embodiment, the first and / or second consumer component comprises at least one wheel unit, one vehicle axle, one bogie, one trailer unit and / or one wagon unit of the vehicle.

[0050] Accordingly, a single consumer component of a fluid system in a (rail) vehicle can be configured in any way. Any scalability is possible using a single control system, thus enabling centralized monitoring and controllability.

[0051] All advantages and technical effects achievable in connection with the control system and / or the fluid system according to the invention can also apply individually or in combination to the vehicle according to the invention.

[0052] Further details and advantages of the invention will now be explained in more detail with reference to the exemplary embodiments shown in the drawings.

[0053] They show schematically:

[0054] Fig. 1 shows an overview of a control system according to a first embodiment;

[0055] Fig. 2 shows a representation of a vehicle with a fluid system for implementing a control system, according to a further embodiment;

[0056] Fig. 3 shows an overview of a fluid system for implementing a control system, in accordance with the embodiment shown in Fig. 2;

[0057] Fig. 4 shows a representation of a vehicle with a fluid system for implementing a control system, according to a further embodiment; and

[0058] Fig. 5 shows an overview of a fluid system for implementing a control system in accordance with the embodiment shown in Fig. 4. According to the present invention, it is preferably provided that redundant or identical components, such as first and second backup control units 106; 107 or first and second amplification units 109; 111, can be used in the same way and have an identical, or at least a comparable, function.

[0059] Fig. 1 shows an overview of a control system 100 according to a first embodiment.

[0060] In particular, Fig. 1 shows how a control system 100 according to a first embodiment can be provided for controlling and / or regulating the pressure or flow rate of a pneumatic or hydraulic fluid.

[0061] The control system 100 can operate / supply a first and second fluid channel 118; 120 with (pressure) fluid in a controlled or regulated manner, preferably depending on the requirements and specifications of a vehicle control unit 101. In particular, an emergency signal can be transmitted from the (external) vehicle control unit to the control system 100.

[0062] Furthermore, according to Fig. 1, additional external components such as sensors 102 can be provided for transmitting sensor data signals to the control system 100.

[0063] A supply of a (pressure) fluid can be provided via a first, second and third fluid source 117; 119; 121, wherein the first, second and third fluid source can alternatively be designed as a single common fluid source.

[0064] Furthermore, the provision of (pressure) fluid by the control system 100 to or via a first fluid line 118 and a second fluid line 120 is provided, in order to enable the controllability and / or regulation of the supply of (pressure) fluid to a hydraulic or pneumatic system. For the purposes of the present invention, the first and second fluid lines 118; 120 can be understood as supply lines to and components of a consumer component 202; 203; 503; 504 of a vehicle 200; 500, in particular a rail vehicle, as will be explained in more detail below in connection with Figures 2 and 4.

[0065] In addition, an (external) power supply unit 116 can be provided for the control system 100.

[0066] Preferably, the control system 100, with its various components and units as shown in Fig. 1, can be distributed across a vehicle or rail vehicle. Alternatively, the control system 100 can be designed as a single (assembly) unit according to Fig. 1.

[0067] Specifically, the control system can have 100 of the following components and units:

[0068] A signal splitter unit 103 can receive all safety-relevant signals, divide them, and safely forward them to the various components so that the original signal is not affected by interference that might originate from different control units or control systems. Therefore, the control units receiving a signal can only degrade their own received signals, but not the signals received from other control units. The emergency request or emergency signal from the vehicle control unit 101 contains a signal with a higher degree of integrity and is therefore also safely divided or divisible. The signals from external sensors 102 are generally also safely divided. If a signal does not require safe division by the signal splitter unit 103, a simple division is performed.

[0069] Embedded / integrated sensors 104 provide feedback for control, diagnostics, and / or regulation. Since they can be mounted on the same circuit board as the components requiring the signals, they can be redundant and / or their signals can be safely distributed.

[0070] A main control unit 105 can receive all signals and provide feedback, e.g., diagnostics, from / to the vehicle control unit 101. An emergency request signal or emergency signal can be transmitted or forwarded (indirectly) from the vehicle control unit 101 via the signal divider unit 103. Various first and second fluid channels 118 and 120 can be controlled or regulated by means of intermediate backup control units 106 and 107, in particular indirectly. When a control request is received from the external vehicle control unit 101, the main control unit 105 attempts to execute this signal with high accuracy.

[0071] A first backup control unit 106 can override potentially incorrect control signals from the main control unit 105 if high integrity is signaled or specified by the emergency request of the vehicle control unit 101, safely divided by the signal divider unit 103. If the control signals are within a certain error range or high integrity is not required, the commands are passed from the main control unit 105 to a first amplifier unit 109.

[0072] A second backup control unit 107 can override or override potentially faulty control signals or control requests from the main control unit 105 if high integrity is signaled or required by the emergency request or emergency control signal from the vehicle control unit 101. If the control signals are within a certain error range or high integrity is not required, the commands are passed from the main control unit 105 to the second backup control unit 111.

[0073] A first amplifier unit 109 can amplify the control signal of the first fuse control unit 106 to a level required to actuate a first electro-fluid unit 112. The first electro-fluid unit 112 can transmit a feedback signal, e.g., current and power, to the signal divider unit 103, which can then be distributed to the relevant components of the control system 100. As shown in Fig. 1, the first amplifier unit 109 is controlled by the first fuse control unit 106. Alternatively, the first amplifier unit can be directly connected to the main control unit 105, in which case the control command signals of the first fuse control unit 106 must be assigned a higher priority.Furthermore, it is conceivable that the first amplifier unit 109 may have redundant power electronics that can receive signals from the main control unit 105 and the backup control unit 106, but in such a way that the backup control unit 106 can override signals from the main control unit 105.

[0074] In addition, the control system can have a battery unit, as an alternative or supplement to an external power supply unit 116, especially in the event of a power failure and in conjunction with the energy management unit 115.

[0075] A second amplifier unit 111 amplifies the requirements or signals of a second fuse control unit 107 to a level necessary for actuating a second electro-fluid unit 114. The second electro-fluid unit 114 can also transmit feedback signals, e.g., regarding current and power consumption, to the signal divider unit 103, whereby the feedback signal can be divided and forwarded to the other components of the control system. According to Fig. 1, the second amplifier unit 111 is controlled by the fuse control unit 107. Alternatively, a direct signal connection to the main control unit 105 is conceivable, whereby the control command signals of the second fuse control unit 107 are assigned a higher priority.The second amplifier unit 109 could also have redundant power electronics that receive signals from the main control unit 105 and the second backup control unit 107, but in such a way that the second backup control unit 107 can override them.

[0076] A monitoring unit 108 can receive a verification signal from the main control unit 105 as well as the first or second backup control unit 106; 107, and additional signals from the signal divider unit 103. Based on the received (control) signal, the monitoring unit 108 can activate a (highly) integrated circuit unit 110.

[0077] The integrated circuit unit 110 can activate the third electro-fluid unit 113 based on the signals (indirectly) received by the monitoring unit 108.

[0078] The first electro-fluid unit 112 can be provided as an actuator which controls or regulates the provision of (pressure) fluid for or via the first fluid line 118 on the basis of the (actuating-control) signals of the first amplifier unit 109 and using the fluid supply from the first fluid source 117.

[0079] The first electro-fluid unit 112 can also transmit a feedback signal to the signal divider unit 103 and is connected to the third and second electro-fluid units 113; 114.

[0080] The second electro-fluid unit 114 is the actuator that controls the second fluid line 120 based on the signals from the second amplifier unit 111, using the fluid supply from the second fluid source 121. The second electro-fluid unit 114 can transmit a feedback signal to the signal divider unit 103 and is connected to the first and third electro-fluid units 112 and 113.

[0081] The third electro-fluid unit 113 is the actuator which can manipulate or influence the connection to the first and second electro-fluid units 112; 114 on the basis of the (control signals of the monitoring unit 108 or the integrated circuit unit 110 and using the fluid supply of the third fluid source 119.

[0082] An energy management unit 115 is responsible for supplying power to the control system 100. The main control unit 105 can use and manage the power or energy supply 116 as the primary source, e.g., by regulating, storing, and distributing the electrical energy. Fig. 2 shows a representation of a vehicle with a fluid system for implementing a control system 100; 201, according to a further embodiment.

[0083] In particular, Fig. 2 shows an embodiment for the application of a control system 100 to a pneumatic braking system that is centrally arranged in a carriage of a rail vehicle. In this case, the control system 100 shown in Fig. 1 is essentially used as a brake control unit 201.

[0084] Various components of the control system 100 according to Fig. 1 can be integrated into a first consumer component 202 and / or a second consumer component 203.

[0085] In particular, as shown in Fig. 2, the first / second consumer components 202; 203 are bogies of a rail vehicle 200, which include components of a braking system. In particular, the bogies, as consumer components 202; 203, can be equipped with conventional brake actuators.

[0086] An air suspension T can be connected to the control system or brake control unit 201 via a connection T1 for the first consumer component 202 and via a second connection T2 for the second consumer component 203.

[0087] In particular, within the meaning of the present invention, an air suspension T, as well as brake units with (pressure) chambers C, drain valves D and the like can be understood as consumer circuits of the first / second consumer components 202; 203.

[0088] A drain valve D can be provided per axle, i.e., according to Fig. 2, with two drain valves per consumer component 202; 203, for implementing a slip protection system. According to Fig. 2, two brake calipers per axle (i.e., a total of four per first / second consumer component 202; 203) can be provided to convert the brake pressure in the chambers C into a clamping force between brake pads and brake discs, which can then generate a braking torque.

[0089] One speed sensor F; 104 can be provided per axle of a bogie, and thus two speed sensors F; 104 per first / second consumer component 202; 203.

[0090] The vehicle 200 can have a first and second fluid reservoir 205; 206 and / or a backup fluid circuit 204.

[0091] The backup fluid circuit 204 can be connected to a (central) brake line of the vehicle 200, as well as having a connection to the control system 201 and at least one of the consumer components 202, according to Fig. 2 to the air suspension T.

[0092] Furthermore, the control system 100; 201 according to Fig. 2 can be connected to various supply lines (shown as dashed lines in Fig. 2) of the (rail) vehicle, including an emergency brake line that signals the activation of the emergency brake function and is preferably active at low, a power supply for the vehicle 201 and a bus connection as a communication line between the control system 100; 201 and the vehicle control unit 101 of the vehicle 200.

[0093] Fig. 3 shows an overview of a fluid system for implementing a control system 100; 201, in accordance with the embodiment shown in Fig. 2.

[0094] In particular, Fig. 3 shows how the control system or brake control unit 100; 201 according to Fig. 2 can be implemented and comprises the following components and units: The energy management unit 302, which receives energy from the vehicle power supply 116; PS and to a lesser extent from the emergency brake line EBL. The entire control system 201 is supplied via various outputs. When energized, output PS4 disconnects the emergency brake line EBL from solenoid valve controls 306; 307 via a switching unit 351 and simultaneously supplies power to solenoid valve control 306. This is the normal operation of the control system 201 according to Fig. 3.

[0095] A switching unit 351 has a normally closed contact connected to the emergency brake line EBL and a normally open contact connected to the output PS4 of the energy management unit 302. When the output PS4 is interrupted, the switching unit 351 enters the de-energized state shown in Fig. 3 and connects the solenoid valve controls 306; 307 directly to the emergency brake line EBL.

[0096] The power supply module for external valves 304 controls the drain valves D shown in Fig. 2, which are located near the bogies or consumer components 202; 203. In this example, the power supply module for external valves 304 is controlled by the main control unit 305, but can alternatively and as required be connected to the first and / or second backup control unit 308; 309.

[0097] Furthermore, the solenoid valve control 306 supplies the valve 327, while the solenoid valve control 307 supplies the valve 328 with power.

[0098] The main control unit 105; 305 receives the request control signals from the vehicle or the vehicle control unit 101 via bus communication and the emergency brake line (EBL) signal, which comes from the signal divider unit 103; 313. The feedback signals relating to the electro-pneumatic unit 337 and the external frequency signals F11; F12; F21; F22 come from the signal divider unit 103; 313. Based on these received requests and feedback signals, the internal algorithm of the main control unit 105; 305 decides on the activation commands (signals) for the valves of the electro-pneumatic unit 337, which are sent to the safety control units 308; 309. The received (frequency) signals are used with the inertial measurement units 310 to calculate the vehicle kinematics, e.g. B. Acceleration, velocity and position, combined.

[0099] The first safety control unit 308 receives the signals for actuating the valves from the main control unit 305 and feedback signals from the signal divider unit 313. In this example, the signal received from the vehicle 200 by the emergency brake line EBL and a pressure sensor 314 corresponds to the (fluid) pressure in the brake line BP. If no emergency braking is requested, the first safety control unit 308 only executes the valve activation commands from the main control unit 305 to the electro-pneumatic unit 337. If an emergency braking is requested, the commands of the main control unit 305 are only executed if the feedback signals are within a certain range of what is expected during an emergency braking maneuver. The main control unit 305 executes the emergency braking with high accuracy.However, if the feedback signals are outside the expected range, the first backup control unit 308 begins to ignore the commands / signals from the main control unit 305 and executes a higher integrity algorithm.

[0100] The second fuse control unit 309 is preferably identical to the first fuse control unit 308, but is connected to the second amplifier unit 312 instead of the first amplifier unit 311.

[0101] The first amplifier unit 311 receives the pulse-width modulated (PWM) signals from the first fuse control unit 308 and amplifies them to the level required by valves 324, 325, and 326. The feedback signals regarding the power supplied to valves 324, 325, and 326 are forwarded to the main control unit 305 for monitoring and diagnostic purposes.

[0102] The second amplifier unit 312 is configured like the first amplifier unit 311, with the amplified signal being forwarded to associated valves 329, 330, and 331. The signal divider unit 313 receives the frequency signals F11, F12, F21, and F22, which originate from the speed sensors on the axles of the bogies or consumer components 202 and 203, the pressure sensor signals from the pressure sensors 314–323, and the signal from the emergency brake loop Z-line EBL, which is active at a low level in this embodiment. The signals are then distributed to the main control unit 305 and the first and second safety control units 308 and 309 in such a way that one control unit cannot significantly alter the signal of another.

[0103] The pressure sensor 314 measures the pressure in the brake line BP, which pneumatically transmits the vehicle's braking requirements.

[0104] The pressure sensor 315 measures the pressure coming from the backup fluid circuit 204.

[0105] The pressure sensor 316 measures the pressure of the consumer circuit of the air suspension of the first bogie or the first consumer component 202, which is mainly used to correct the brake requirement according to the load.

[0106] The pressure sensor 317 is designed like pressure sensor 316, but measures the consumer circuit of the air suspension of the second bogie or the second consumer component 203.

[0107] The pressure sensor 318 measures the (fluid) pressure of the reservoir or first fluid reservoir 205 and is mainly used for diagnostics.

[0108] The pressure sensor 319 measures the pressure of the consumer circuit of the brake actuators of the first bogie or the first consumer component 202.

[0109] The pressure sensor 320 measures the pressure of the inlet chamber (or control pressure) of a pressure reducing valve 332 and is mainly used for diagnostic and monitoring purposes. The pressure sensor 321 is designed similarly to pressure sensor 320, but measures the inlet pressure of a pressure reducing valve 333.

[0110] The pressure sensor 322 measures the pressure of the consumer circuit of the brake actuators of the second bogie or the second consumer component 203.

[0111] The pressure sensor 323 measures the pressure of the reservoir or second fluid reservoir 206 and is mainly used for diagnostic purposes.

[0112] The solenoid valve 324, which is supplied by the first amplifier unit 311, increases the pressure in the pre-chamber of the pressure reducing valve 332.

[0113] The solenoid valve 325 reduces the pressure in the pre-chamber of the pressure reducing valve 332 when it is supplied by the first amplifier unit 311.

[0114] The solenoid valve 326, which is supplied by the first amplifier unit 311, separates the pre-chamber of the pressure reducing valve 332 from the connector 360.

[0115] When supplied by the first safety control unit 306, the solenoid valve 327 disconnects the (pneumatic) backup fluid circuit 204 from the (intermediate connection 360). This is the normal state unless the control system or the brake control unit 201 malfunctions or is not electrically supplied.

[0116] When energized by the solenoid valve control 307, the solenoid valve 328 disconnects the (pneumatic) backup fluid circuit 204 from the (intermediate connection 360). This is the normal state unless the control system or the brake control unit 201 malfunctions or is not receiving electrical power.

[0117] The solenoid valve 330, which is supplied by the second amplifier unit 312, increases the pressure in the pre-chamber of the pressure reducing valve 333. The solenoid valve 331 reduces the pressure in the pre-chamber of the pressure reducing valve 333 when it is supplied by the second amplifier unit 312.

[0118] The connector control unit 339 controls the valve 340 based on the requests / control signals from the first and second safety control units 308 and 309. In this embodiment, an OR logic is provided. If the first safety control unit 308 or the second safety control unit 309 makes a request or provides a (control) signal, the (intermediate) connector 360 is opened.

[0119] The solenoid valve 340 opens the connection or (intermediate) connector 360 when it is activated.

[0120] The relay valve 332 remotely controls the pressure of the brake actuators of the first bogie or the first consumer component 202 based on the control pressure.

[0121] The relay valve 333 remotely controls the pressure of the brake cylinders of the second bogie or the second consumer component 203, based on the pilot pressure.

[0122] The pressure relief valve 334 limits the maximum pressure of the brake cylinders of the first bogie or the first consumer component 202 to prevent damage due to a fault in the electronics (unit) 338.

[0123] The pressure relief valve 335 corresponds to the pressure relief valve 334, but limits the pressure of the brake cylinders of the second bogie of the rail vehicle or the second consumer component 203.

[0124] The distribution unit 336 assists in adapting the (pneumatic) connections of the electro-pneumatic unit 337. In the event of a malfunction in (308, 311, 324, 325), these devices are deactivated, and valve (329) is deactivated by (309 and 312). Then, the control pressure from (332 and 333) is connected so that both bogies (202 and 203) brake with the same pressure. In the event of a malfunction in (309, 312, 330, 331), these devices are deactivated, and valve (326) is deactivated by (308 and 311). Then, the control pressure from (332 and 333) is also connected.

[0125] In this embodiment, if the control system or brake control unit 201 is de-energized, the pressure of the pneumatic assistance is supplied by the backup fluid circuit 204 to both relay valves 332 and 333 as a backup. The backup fluid circuit 204 could be or have a distribution valve, so that the backup fluid circuit 204 can function like a conventional (indirect) brake cable in backup mode.

[0126] Fig. 4 shows a representation of a vehicle with a fluid system for implementing a control system, according to a further embodiment.

[0127] In particular, Fig. 4 illustrates a further embodiment for the application of the control system 100 to the braking system of the (rail vehicle 500, in the sense of the controlled or regulated supply of the bogies as first / second consumer components 503; 504 with (pressure) fluid.

[0128] The first control system 501 controls or regulates the brake actuators of the first bogie or the first consumer component 503, with the brake circuit as at least one first consumer circuit, and the second control system 502 controls or regulates the brake actuators or second consumer circuits of the second consumer component 504.

[0129] As shown in Fig. 4, no anti-slip valves D are provided, since the control systems or brake control units 501; 502 can limit wheel slip because they are located close to the bogies or first / second consumer components 503; 504. In this case, there is also no pneumatic assistance, so that the brake or the associated consumer circuit is completely controlled or regulated by the first or second control system 501; 502.

[0130] Fig. 5 shows an overview of a fluid system for implementing a control system, in accordance with the embodiment shown in Fig. 4.

[0131] In particular, Fig. 5 shows the interconnection of the first and second control systems 501; 502 with the components described below:

[0132] The energy management unit 402 receives power from the vehicle's power supply (PS) and, to a lesser extent, from the emergency brake line (EBL). The energy management unit 402 stores energy in the energy storage unit 403 for use in the event of a vehicle power failure. The entire unit is operated via various outputs.

[0133] The energy storage unit 403 serves as a reserve energy source for the first / second control systems 501; 502 and the energy is charged or consumed via the energy management unit 402.

[0134] The switch unit 451 has two normally open contacts connected to the emergency brake line EBL and one normally closed contact connected to output PS4 of the energy management unit 402. The timer, or watchdog timer (WDT), from the first fuse control unit 408 triggers the activation of this switch. When the first fuse control unit 408 is operational, the contacts connected to the emergency brake line EBL are open and output PS4 is enabled.

[0135] Switch unit 452 has two normally open contacts connected to the contacts of switch unit 451, which in turn are connected to the emergency brake line EBL, and one normally closed contact connected to the contact of switch unit 451, which is connected to output PS4 of the energy management unit 402. The watchdog timer WDT, which comes from the second fuse control unit 409, triggers the activation of this switch. When the second fuse control unit 409 is operational, the contacts indirectly connected to the emergency brake line EBL are open, and the contacts indirectly connected to output PS4 are closed.

[0136] The solenoid valve control 406 supplies the valve 427.

[0137] The solenoid valve control 407 supplies the valve 428.

[0138] The main control unit 405 receives the request control signals from the vehicle or the vehicle control unit 101 via bus communication, the pressure measured by the pressure sensors 414 and 415 in the brake line BP, and the signal from the emergency brake line EBL, which comes from the signal divider unit 413. The feedback signals relating to the electro-pneumatic unit 440 and external frequency signals F11, F12, F21, and F22 come from the signal divider unit 413. Based on these received requests / signals and feedback signals, the internal algorithm of the main control unit 405 decides on the activation commands for the valves of the electro-pneumatic unit 440, which are sent to the first and second backup control units 408 and 409. The received frequency signals are combined with the inertial measurement unit 410 to calculate the vehicle kinematics, e.g. acceleration, speed and position.

[0139] The first safety control unit 408 receives the requests or control signals for actuating the valves from the main control unit 405 and feedback signals from the signal divider unit 413. If no emergency braking is requested, the first safety control unit 408 only executes the valve actuation commands from the main control unit 405 on the electro-pneumatic unit 440 up to the first amplifier unit 411. If an emergency braking is requested, the first safety control unit 408 only executes the (control) commands / signals from the main control unit 405 if the feedback signals are within a certain range of what is expected during an emergency braking maneuver.The main control unit 405 executes the emergency braking with high accuracy; however, if it falls outside the expected range, the first safety control unit 408 begins to disregard the control commands of the main control unit 405 and executes an algorithm designed for higher integrity. The watchdog timer WDT supplies power to output WDT1 when the device is operating and interrupts the power supply to output WDT1 in the event of a major disturbance.

[0140] The second safety control unit 409 is designed like the first safety control unit 408, except that it is connected to the second amplifier unit 412 instead of the first amplifier unit 411. The watchdog timer output WDT2 is for the second safety control unit 409.

[0141] The first amplifier unit 411 receives the pulse-width modulated (PWM) signals from the first fuse control unit 408 and amplifies them to a level required by the valves 424, 425, and 426. The feedback signals regarding the power supplied to the valves are passed on to the signal divider unit 413, which distributes these feedback signals to the fuse control units 408 and 409 and the main control unit 405 for control and diagnostic purposes.

[0142] The second amplifier unit 412 is designed like the first amplifier unit 411, with the amplified signal being passed on to the associated valves 429; 430; 431.

[0143] The signal divider unit 413 receives the signals of the frequency signals F11, F12, F21, and F22, which originate from the speed sensors F mounted on the axles of the bogies or consumer components 503 and 504, the pressure sensor signals from the pressure sensors 414–423, and the signal of the emergency brake loop or emergency brake line EBL, which is configured as low active in this embodiment. The signals are distributed between the main control unit 405 and the first / second backup control unit 408 and 409 in such a way that one control unit cannot significantly alter the signal of the other. The pressure sensors 414 and 415 redundantly measure the pressure in the brake line BP, which pneumatically transmits the vehicle's braking requirements.

[0144] The pressure sensor 416 measures the pressure of the air suspension of the bogie, i.e., at least one consumer circuit of the first / second consumer component 503; 504, which is mainly used for correcting the braking requirement according to the load.

[0145] In the embodiment shown in Fig. 5, the pressure sensor 417 is not connected.

[0146] The pressure sensor 418 can measure the pressure of the reservoir or first fluid reservoir for the first control system 501 and / or the second fluid reservoir 506 for the second control system 502 and is mainly used for diagnostics.

[0147] The pressure sensor 419 measures the pressure of the brake cylinders connected to terminal C1, as a consumer circuit of one of the consumer components 503; 504.

[0148] The pressure sensor 320 measures the pressure in the pre-pressure chamber (or control pressure) of the pressure reducing valve 432 and is mainly used for diagnostic and control purposes.

[0149] The pressure sensor 421 is designed like the pressure sensor 420, but measures the inlet pressure of the pressure reducing valve 433.

[0150] The pressure sensor 422 measures the pressure of the brake cylinders connected to port C2.

[0151] The pressure sensor 423 is not connected as shown in Fig. 5.

[0152] The solenoid valve 424 increases the pressure in the pre-chamber of the pressure reducing valve 432 when it is powered by the first amplifier unit 411. The solenoid valve 425 decreases the pressure in the pre-chamber of the pressure reducing valve 432 when powered by the first amplifier unit 411.

[0153] The solenoid valve 426, which is supplied by the first safety control unit 411, separates the pre-chamber of the pressure reducing valve 432 from the (intermediate) connector 460.

[0154] The solenoid valve 427, which is supplied by the first safety control unit 406, disconnects the pressure reducing valve 438 from the (intermediate) connector 360. This is the normal (operating) state, unless the first / second safety control units 408; 409 both malfunction, triggering the associated timers WDT1 and WDT2.

[0155] The solenoid valve 428, which is powered by the second safety control unit 407, reduces the pressure in the (intermediate) connector or the (intermediate) connecting line 360.

[0156] The solenoid valve 430 increases the pressure in the pre-chamber of the pressure reducing valve 433 when it is supplied by the second amplifier unit 412.

[0157] The solenoid valve 431, which is supplied by the second amplifier unit 412, reduces the pressure in the pre-chamber of the pressure reducing valve 433.

[0158] The relay valve 432 remotely controls the pressure of the brake cylinders of the first consumer component 503 connected to terminal C1 based on the control pressure.

[0159] The relay valve 433 remotely controls the pressure of the brake cylinders connected to terminal C2, as a consumer circuit, of the first consumer component 503, based on the control pressure. The pressure relief valve 434 limits the maximum pressure of the brake cylinders connected to terminal C1 to prevent damage due to a fault in the electronic unit 441.

[0160] The pressure relief valve 435 is identical to the pressure relief valve 434, but limits the pressure of the actuators connected to port C2.

[0161] The pressure reducing valve 438 supplies the valve 427 with a constant (fluid) pressure when sufficient pressure is present at its inlet. This valve 438 may have an additional remote control port for venting if the brake needs to be isolated in reserve operation.

[0162] The check valves 436 and 437 work together in such a way that they can supply the pressure reducing valve 438 when pressure is applied from ports R1 and R2 of the electro-pneumatic unit 440. However, in the embodiment shown in Fig. 5, the distributor unit 439 is connected to ports R1 and R2 of the electro-pneumatic unit 440.

[0163] The check valves 461; 462 ensure that the control pressure for the pressure reducing valves 432; 433, as part of the isolation concept, is never higher than the supply pressure.

[0164] The distribution unit 439 assists in the adaptability of the pneumatic connections of the electro-pneumatic unit 440.

[0165] Based on the energy storage unit 403, the first / second control systems or brake control units 501 ; 502 are able to fully control the brake actuators electronically even in the event of a power failure in the energy supply coming from the (rail) vehicle or train.

[0166] If both first / second safety control units 408; 409 are not in operation, the brake can be released or a single-stage brake can be applied without load, speed, or slip influence. This is done by energizing the emergency brake line loop EBL to release the brake or by energizing the emergency brake line loop EBL to apply it. If the vehicle is parked without power for an extended period, the energy storage unit 403 should preferably not contain any energy so that only the emergency brake line loop EBL needs to be activated to tow the vehicle.

[0167] The control systems 100; 201 and the first and second control systems 501; 502 shown according to the exemplary embodiments described above therefore describe the same system, but with different configurations and in different designs.

[0168] In summary, the present invention provides a control system that enables efficient, safe and high-performance control of a fluid system of a (rail) vehicle.

[0169] In particular, it is possible to use a single control system 100; 201; 501; 502 within a fluid system or a vehicle 200; 500 to appropriately and as required control and regulate one or more first / second consumer components 202; 203; 503; 504, each with one or more consumer circuits, such as brake or (air) suspension circuits.

[0170] In particular, the at least one control system 100; 201 ; 501 ; 502 can be used to centralize the control or regulation of a large number of (pressure) fluid consumers of a (rail) vehicle.

[0171] REFERENCE MARK LIST

[0172] 100 control system

[0173] 101 external vehicle control unit

[0174] 102 external sensor unit

[0175] 103 Signal divider unit

[0176] 104 integrated sensor unit

[0177] 105 Main control unit

[0178] 106 first safety control unit

[0179] 107 second backup control unit

[0180] 108 Monitoring unit

[0181] 109 first amplifier unit

[0182] 110 integrated circuit unit

[0183] 111 second amplifier unit

[0184] 112 first electro-fluid unit

[0185] 113 third electro-fluid unit

[0186] 114 second electro-fluid unit

[0187] 115 Energy Management Unit

[0188] 116 Energy supply unit

[0189] 117 (first) fluid source

[0190] 118 first fluid line

[0191] 119 (third) fluid source

[0192] 120 second fluid line

[0193] 121 (second) fluid source

[0194] 200 vehicles

[0195] 201 Control system or brake control unit

[0196] 202 first consumer component

[0197] 203 second consumer component

[0198] 204 Backup Fluid Circuit

[0199] 205 first fluid reservoir

[0200] 206 second fluid reservoir

[0201] 302 Energy Management Unit

[0202] 304 Energy module for external valves 305 Main control unit

[0203] 306 Solenoid valve control

[0204] 307 Solenoid valve control

[0205] 308 first safety control unit

[0206] 309 second safety control unit

[0207] 310 T inertial measurement unit

[0208] 311 first amplifier unit

[0209] 312 second amplifier unit

[0210] 313 Signal divider unit

[0211] 314 Pressure sensor

[0212] 315 Pressure sensor

[0213] 316 Pressure sensor

[0214] 317 Pressure sensor

[0215] 318 Pressure sensor

[0216] 319 Pressure sensor

[0217] 320 pressure sensor

[0218] 321 Pressure sensor

[0219] 322 Pressure sensor

[0220] 323 Pressure sensor

[0221] 324 Valve

[0222] 325 valve

[0223] 326 Valve

[0224] 327 Valve

[0225] 328 Valve

[0226] 329 Valve

[0227] 330 valve

[0228] 331 Valve

[0229] 332 Pressure reducing valve

[0230] 333 Pressure reducing valve

[0231] 334 Pressure relief valve

[0232] 335 Pressure relief valve

[0233] 336 Distribution unit

[0234] 337 Electro-pneumatic unit 338 Electronic unit

[0235] 339 Connector control unit

[0236] 340 valve

[0237] 351 Switch unit

[0238] 360 connector

[0239] 402 Energy Management Unit

[0240] 403 Energy storage unit

[0241] 405 Main control unit

[0242] 406 Solenoid valve control

[0243] 407 Solenoid valve control

[0244] 408 first safety control unit

[0245] 409 second safety control unit

[0246] 410 T inertial measurement unit

[0247] 411 first amplifier unit

[0248] 412 second amplifier unit

[0249] 413 Signal divider unit

[0250] 414 Pressure sensor

[0251] 415 Pressure sensor

[0252] 417 Pressure sensor

[0253] 418 Pressure sensor

[0254] 419 Pressure sensor

[0255] 420 pressure sensor

[0256] 421 Pressure sensor

[0257] 422 Pressure sensor

[0258] 423 Pressure sensor

[0259] 424 Valve

[0260] 425 valve

[0261] 426 Valve

[0262] 427 Valve

[0263] 428 Valve

[0264] 430 valve

[0265] 431 Valve

[0266] 432 Pressure reducing valve 433 Pressure reducing valve

[0267] 434 Pressure relief valve

[0268] 435 Pressure relief valve

[0269] 436 Check valve

[0270] 437 Check valve

[0271] 438 Pressure reducing valve

[0272] 439 Distribution unit

[0273] 440 Electro-pneumatic unit

[0274] 441 Electronic unit

[0275] 451 Switch unit

[0276] 452 Switch unit

[0277] 460 connectors

[0278] 461 Check valve

[0279] 462 Check valve

[0280] 500 vehicles

[0281] 501 first control component

[0282] 502 second control component

[0283] 503 first consumer component

[0284] 504 second consumer component

[0285] 505 first fluid reservoir

[0286] 506 second fluid reservoir

[0287] BP brake line

[0288] C (Brake pressure) comb

[0289] C1 connection

[0290] C2 connection

[0291] D drain valve

[0292] EBL emergency brake line / emergency brake loop

[0293] F speed sensor

[0294] F11 Frequency signal

[0295] F12 frequency signal

[0296] F21 frequency signal

[0297] F22 frequency signal

[0298] T Air suspension PS Power supply unit

[0299] PS4 output

[0300] R1 connection

[0301] R2 connection T1 connection

[0302] T2 connection

[0303] WDT Watchdog Timer / Timer

[0304] WDT 1 output

[0305] WDT2 output

Claims

PATENT CLAIMS 1. Control system (100) for at least one fluid system, in particular of a rail vehicle (200), wherein the control system (100) comprises at least one main control unit (105), a first safety control unit (106), a first electro-fluid unit (112) and a monitoring unit (108), wherein the main control unit (105) is configured to transmit control signals to the first safety control unit (106) and to receive feedback signals from the first safety control unit (106), wherein the monitoring unit (108) has a bidirectional signal connection with the at least one main control unit (105) and the at least one first safety control unit (106) so that the main control unit (105) and the first safety control unit (106) are monitorable, wherein the first safety control unit (106) is configured to transmit control signals so that the first electro-fluid unit (112) is controllable and / or is adjustable,and wherein the first electro-fluid unit (112) is connected or connectable to at least one first fluid source (117) and at least one first fluid line (118) for supplying fluid on demand along the at least one first fluid line (118).

2. Control system (100) according to claim 1, characterized in that the control system (100) has at least one first amplifier unit (109), wherein the first amplifier unit (109) is arranged between the first fuse control unit (106) and the first electro-fluid unit (112), such that a control signal of the first fuse control unit (106) for controlling and / or regulating the first electro-fluid unit (112) can be modified, in particular amplified.

3. Control system (100) according to claim 1 or 2, characterized in that the control system (100) has at least one signal divider unit (103), wherein the signal divider unit (103) is provided for the provision of signals to the main control unit (106), the at least one first backup control unit (106) and / or the monitoring unit (108), in particular for the provision of feedback signals to the monitoring unit (108), wherein the signal divider unit (103) is provided for the receipt of feedback signals from the at least one first electro-fluid unit (112) and / or the at least one first amplifier unit (109).

4. Control system (100) according to one of the preceding claims, characterized in that the control system (100) is configured to be connected to a vehicle control unit (101), in particular of a rail vehicle, such that the vehicle control unit (101) has a bidirectional signal connection with the main control unit (105) and / or has an emergency signal connection with the signal divider unit (103).

5. Control system (100) according to one of the preceding claims, characterized in that the control system (100) comprises an integrated circuit unit (110) and at least one third electro-fluid unit (113), wherein the third electro-fluid unit (113) is connected or connectable to a third fluid source (119), wherein the third electro-fluid unit (113) has a fluid connection with the at least one first electro-fluid unit (112) for supplying fluid to the first electro-fluid unit (112) on demand, wherein the integrated circuit unit (110) is arranged between the monitoring unit (108) and the third electro-fluid unit (113) so that control signals for controlling and / or regulating the third electro-fluid unit (113) can be supplied on demand.

6. Control system (100) according to one of the preceding claims, characterized in that the control system (100) has at least one integrated sensor unit (104) and / or the signal divider unit (103) is provided for signal connection with at least one sensor unit (102).

7. Control system (100) according to one of the preceding claims, characterized in that the control system (100) has an energy management unit (115) for connection with at least one energy source (116) and / or for connection with at least one energy storage unit, in particular at least one integrated battery unit.

8. Control system (100) according to one of the preceding claims, characterized in that the control system (100) further comprises at least a second safety control unit (107), a second amplifier unit (111) and a second electro-fluid unit (114), wherein the second electro-fluid unit (114) is connected or connectable to a second fluid source (121) and a second fluid line (120) for supplying fluid along the second fluid line (118) as required, wherein the third electro-fluid unit (113) has a fluid connection with the second electro-fluid unit (114) for supplying fluid to the second electro-fluid unit (114) as required.

9. Fluid system for a vehicle, in particular for a rail vehicle (200), comprising at least one first control system (100; 201; 501), in particular a control system according to one of the preceding claims, and at least one first consumer component (202), wherein the first consumer component (202) comprises at least one first or more first consumer circuits, in particular at least one brake circuit, one suspension circuit, one level control circuit and / or the like, wherein the at least one first consumer component is connected or connectable to the first control system (100; 201; 501) such that the at least one first consumer component (202) is controlled by means of the first control system (100; 201; 505) is controllable and / or adjustable, in particular fluid for which at least one first consumer component (202) can be provided on demand.

10. Fluid system according to claim 9, characterized in that the fluid system further comprises: - at least one first fluid reservoir (205; 505) in conjunction with the first control system (100; 201; 501) and / or the first consumer component (202), - at least one vent valve (D) for venting the at least one first consumer circuit of the first consumer component (202) and / or - at least one backup fluid circuit (204) that is connected or connectable to the first control system (100; 201) and / or the at least one consumer component (202).

11. Fluid system according to claim 9 or 10, characterized in that the fluid system comprises at least one second consumer component (203) with at least one second consumer circuit, in particular with at least one brake circuit, a spring circuit, a level control circuit and / or the like, wherein the first control system (100; 201) is provided for connection with a plurality of consumer components (202; 203), in particular a plurality of consumer circuits, such that the plurality of Consumer components (202; 203) can be controlled and / or regulated by means of the first control system (100; 201).

12. Fluid system according to one of claims 9 to 11, characterized in that the fluid system has a second control system (502), wherein the first control system (501) is connected or connectable to the first consumer component (503) and the first fluid reservoir (505) and the second The control system (502) is connected or connectable to a second consumer component (504) and a second fluid reservoir (506) so that the first and second consumer components (503; 504) are controllable and / or adjustable.

13. Vehicle (200), in particular a rail vehicle, comprising at least one first control system (100; 201) and / or at least one fluid system according to one of the preceding claims.

14. Vehicle according to claim 13, characterized in that the vehicle has at least one first and one second consumer component (202; 203; 503; 504), wherein - the first consumer component (202) and the second consumer component (203) are controllable and / or regulated by the first control system (100; 201) or - the first consumer component (503) is controllable and / or regulated by the first control system (100; 501) and the second consumer component (504) is controllable and / or regulated by the second control system (100; 502), in particular so that a fluid can be provided as required for the first and second consumer components (202; 203; 503; 504).

15. Vehicle according to claim 13 or 14, characterized in that the first and / or second consumer component (202; 203; 503; 504) comprises at least one wheel unit, one vehicle axle, one bogie, one trailer unit and / or one wagon unit of the vehicle (200; 500).

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