Brake control device for a vehicle for controlling a braking-force generator, braking system having such a brake control device, and vehicle having such a braking system
The brake control device with active and passive brake units, connected via an anti-compound line, addresses pressure loss issues in rail vehicles, ensuring safe braking by preventing force overlap and compensating for failures, thus maintaining reliable operation.
Patent Information
- Authority / Receiving Office
- WO · WO
- Patent Type
- Applications
- Current Assignee / Owner
- KB INTELLECTUAL PROPERTY GMBH & CO KG
- Filing Date
- 2025-12-05
- Publication Date
- 2026-06-18
Smart Images
Figure EP2025085618_18062026_PF_FP_ABST
Abstract
Description
[0001] 2024PF00295 November 28, 2024
[0002] 1
[0003] DESCRIPTION
[0004] Brake control device for a vehicle for controlling a brake force generator, brake system with such a brake control device and vehicle with such a brake system
[0005] The present invention relates to a brake control device for a vehicle for controlling a brake force generator, a brake system for a vehicle with such a brake control device, and a vehicle with such a brake system.
[0006] Braking systems used in rail vehicles, for example, feature brake force generators that include both active and passive brake units. Active brake units are typically used to generate braking force when actively controlled, and can be used for both service braking and emergency braking. In contrast, passive brake units provide braking force when no active control is applied. Passive brake units are used, for example, as parking brakes, which can also be used as emergency brakes.
[0007] However, the aforementioned automatic, i.e., non-control-related, triggering mechanism for a passive brake unit does not take other fault scenarios into account. For example, it does not consider that active brake units may no longer be able to generate the required braking force if the pressure supply is insufficient, such as can occur due to leaks in a pressure supply line and / or an active brake control unit.
[0008] The object of the present invention is to enable safe braking of a vehicle even in the event of pressure losses during brake force generation by active brake units. 2024PF00295
[0009] 2
[0010] The problem is solved by the subject matter of the independent claims.
[0011] Advantageous further training is the subject of the sub-claims.
[0012] According to the invention, a brake control device for a vehicle is provided for controlling a brake force generator to generate a braking force, wherein the brake force generator comprises at least one active brake unit, which is pneumatically actuated to generate a braking force, and one passive brake unit, which generates a braking force when the passive brake unit is not pneumatically actuated. The brake control device has an active brake control unit which has an active brake signal input for signal connection to a brake signal line and an active brake control output for delivering an active pneumatic pressure depending on a brake signal, wherein the active brake control output is connected to an active brake control line with an active brake control line output to transmit the active pneumatic pressure to the active brake unit.Furthermore, the brake control device includes a passive brake control unit with a passive brake signal input for signal connection to the brake signal line and a passive brake control input for receiving passive pneumatic pressure. The passive brake control input is connected to a passive brake control line to receive the passive pneumatic pressure from the passive brake unit. The active brake control line is pneumatically connected to the passive brake control line via an anti-compound control line.
[0013] According to the above configuration of the brake control system, a brake force generator can be pneumatically controlled to generate braking force. The brake control system can also be retrofitted to suitable brake force generators via its active brake control line output and passive brake control line input. For this purpose, the active brake control line output is connected to a corresponding active brake control input of an active brake unit of the brake force generator, and the passive brake control line input is connected to a 2024PF00295
[0014] The passive brake control output of a passive brake unit of the brake force generator is connected. The terms "input" and "output" refer to a preferred flow direction of the respective pneumatic medium for generating a braking force, such as compressed air. In this configuration, it is assumed that the active brake control unit is configured to actuate the active brake unit for generating a braking force via a pneumatic pressure supply. Correspondingly, the passive brake control unit is configured to vent the passive brake unit, or a corresponding volume of the passive brake unit, to generate a braking force.
[0015] With a signal connection to a brake signal line, the passive brake control unit and the active brake control unit can each be controlled such that the active brake control unit introduces pneumatic pressure into the active brake control line and / or the passive brake control unit vents the passive brake control line. The brake signal line can carry not only the corresponding control signals but also, if necessary, a power supply. However, the power supply can also be provided separately.
[0016] To prevent the braking forces of the active and passive brake units from overlapping when the brake control device is used in a braking system, an anti-compound control line is provided. This line connects the active brake control line to the active brake control unit. As long as the active brake control line carries pneumatic pressure, some of this pressure is also introduced into the passive brake control line via the anti-compound control line, thus preventing venting through the passive brake control line. This prevents the passive brake unit from triggering brake force generation. If the pneumatic pressure in the active brake control line, and consequently in the anti-compound control line, falls below a certain value, the venting function via the passive brake control line can resume.The design of the anti-compound control line with regard to the insertion of the 2024PF00295.
[0017] 4
[0018] The venting function can be adjusted so that the timing of the venting can be set according to the pressure conditions, depending on the pneumatic pressure in the active brake control line. The anti-compound control line is thus a control line that prevents brake force superposition caused by brake force generation via the passive brake unit and the active brake unit. The anti-compound control line can also be referred to as a "relief control line".
[0019] In such a configuration, a power failure, for example, triggers an emergency braking process. The active brake control unit introduces the pneumatic pressure intended for emergency braking into the active control line, while simultaneously the passive brake control unit enters a venting state. As described above, however, the venting function of the passive brake control unit is initially suspended via the anti-compound control line according to the pneumatic pressure supply from the active brake control line to the passive brake control line. If, however, a leak or other fault occurs in the active brake control line or in the active brake control unit itself, leading to an undesired pressure reduction, the pressure in the passive brake control line is reduced accordingly, so that the venting function is then carried out via the brake control unit.Therefore, in the event of a power failure, but also in the case of an unwanted pressure loss in relation to the active brake unit or active brake control line, safe braking can still be guaranteed. Thus, the brake control device is particularly suitable for leakage compensation.
[0020] The bleeding behavior via the passive brake control unit can be adjusted. In particular, the timing of the bleeding process via the passive brake control unit can be set. This can be achieved, for example, by controlling a valve to regulate the bleeding rate. Alternatively or additionally, the bleeding behavior via the passive brake control unit can be influenced by controlling a corresponding valve in the anti-compound control line. 2024PF00295
[0021] 5
[0022] In one embodiment, the passive brake control unit has at least one venting valve connected to the passive brake control input.
[0023] As described above, the passive braking function, via the passive brake control unit, refers to the venting of a corresponding volume within a passive brake unit. A venting valve, which can be controlled accordingly, is preferably used for this purpose. Therefore, in a simple case, the passive brake control unit can consist solely of the venting valve, but in other configurations, it can also include multiple venting valves and / or other components.
[0024] In one embodiment, the timing of the venting behavior of at least one vent valve can be adjusted.
[0025] As mentioned above, this allows the bleeding rate to be precisely adjusted via the passive brake control unit. The bleeding rate can, for example, be adapted to different operating modes. Alternatively or additionally, another valve and / or a throttle can be installed upstream of the bleeding valve, allowing the bleeding behavior to be adjusted over time.
[0026] In one embodiment, the vent valve is formed at least from a solenoid valve which is closed in an activated state.
[0027] The solenoid valve can be designed as a so-called low-active solenoid valve. The term "low-active" refers to the fact that the control command is transmitted in reverse; that is, an applied voltage does not trigger activation or braking, and the absence of a voltage leads to braking. This allows, for example, automatic braking in the event of a cable break, which is particularly useful for emergency braking systems. Following the principle of a passive brake and its associated passive brake control unit, the solenoid valve is open in a state where no activation energy is supplied, in order to allow venting via the solenoid valve. Accordingly, the solenoid valve closes at 2024PF00295.
[0028] 6 of an electric current, so that venting via the solenoid valve is prevented when the corresponding electric current is applied.
[0029] In a further aspect, the present invention relates to a braking system for a vehicle. The braking system comprises a brake force generator for generating a braking force, wherein the brake force generator has at least one active brake unit, which is pneumatically actuated to generate a braking force, and one passive brake unit, which generates a braking force when the passive brake unit is not pneumatically actuated, and a brake control device as previously described. The active brake unit is pneumatically connected to the active brake control line output, and the passive brake unit is pneumatically connected to the passive brake control line input.
[0030] As already addressed in the section on the brake control device, the active brake unit is a brake unit for generating braking force by supplying pneumatic pressure to it. According to the configuration above, this is achieved via the appropriately controlled brake control unit, whose active brake control output is connected to the active brake control line. The active brake control line, in turn, is connected to the active brake unit via its active brake control line output. To introduce pneumatic pressure into the active brake control line, the active brake control unit may have or be connected to a compressed air reservoir.
[0031] The passive brake unit is comparable to the passive brake control line input and is connected to the passive brake control unit via the passive brake control line and the passive brake control input.
[0032] The active brake unit and the passive brake unit can be designed as independent brake units, each connected to different braking media. However, the active brake unit and the passive brake unit can be 2024PF00295
[0033] 7. They can also act directly or indirectly on a common braking medium. A suitable braking medium could be, for example, a brake cylinder or a brake shoe.
[0034] In one embodiment, the active brake unit has at least one relay valve and is designed such that a control pressure is supplied to the at least one relay valve via the active brake control line output.
[0035] The comparatively low control pressures for a relay valve, in conjunction with similarly low pressures in a corresponding compressed air reservoir, increase the risk of malfunction if an unwanted pressure loss occurs, making leakage compensation particularly advantageous here.
[0036] In one embodiment, the passive brake unit has at least one spring accumulator and the passive brake control line input is connected to a volume of the spring accumulator in which a pneumatic pressure acts in the opposite direction to the spring force.
[0037] For example, the passive brake unit is designed as a spring-applied brake, whereby the spring generates a braking force in a relaxed state, where no opposing forces are applied to the spring. In one embodiment, the spring-applied brake can include a compression spring acting on a brake piston. On the side of the brake piston opposite the compression spring, a volume is pressurized, preventing the movement of the brake piston according to the applied spring force. This pressurization remains in effect when the venting function is prevented via the passive brake control unit.
[0038] In one embodiment, the active brake signal input and the passive brake signal input are connected by a brake signal line.
[0039] The brake signal line can control the active brake control unit and the passive brake control unit independently of each other as a common brake signal line, or it can provide common control signals for coordinated control. 2024PF00295
[0040] 8
[0041] The preceding description of the features of the brake control device relating to the brake system applies equally to the brake system. Likewise, features described for the brake control device relating to the brake system are transferable to the brake control device, provided they have not already been described therein.
[0042] In another aspect, the present invention relates to a vehicle with a previously described braking system.
[0043] The vehicle may have a braking system with more than one passive brake unit and / or more than one active brake unit. For example, one active brake unit may be arranged per wheel or per axle, while the arrangement of a passive brake unit is limited to one wheel or axle. In other words, the number of passive brake units does not generally have to equal the number of active brake units. Furthermore, the active and passive brake units do not each have to be controlled by a common active or passive brake control unit; rather, several active and / or passive brake control units may be provided, each controlling at least one active or passive brake unit, respectively.
[0044] In one configuration, the vehicle is a rail vehicle.
[0045] A rail vehicle can be constructed from a single rail vehicle unit or as a trainset consisting of several rail vehicle units. If the rail vehicle is constructed from several rail vehicle units, at least one of the rail vehicle units has the braking system described above.
[0046] The foregoing description of the braking system and the features described for the brake control device relating to the vehicle are equally applicable to the vehicle. Likewise, features relating to the braking system and the brake control device described for the vehicle are correspondingly applicable to 2024PF00295.
[0047] 9 the braking system or the braking control device is transferable, unless they have already been described here.
[0048] An exemplary embodiment of the present invention is described below with the aid of the accompanying drawing.
[0049] In detail, it shows
[0050] Fig. 1 shows a schematic representation of a braking system with a brake control device according to an exemplary embodiment of the invention.
[0051] Fig. 1 shows a schematic representation of a brake system 1 with a brake control device according to an exemplary embodiment of the invention. The brake control device comprises an active brake control unit 100 with an active brake control line 10 connected to it via an active brake control output 11, and a passive brake control unit 200 with a passive brake control line 20 connected to it via a passive brake control input 21. The active brake control line 10 and the passive brake control line 20 are each lines for conveying pneumatic pressure. The active brake control line 10 is pneumatically connected to the passive brake control line 20 via an anti-compound control line 10a. The active brake control unit 100 is also connected to a brake signal line 30 via an active brake signal input 31.The passive brake control unit 200 is also connected to the brake signal line 30 via a passive brake signal input 32.
[0052] The braking system 1 also includes a brake force generator 300 with an active brake unit 310 and a passive brake unit 320. In the exemplary embodiment, the active brake unit 310 is formed by a mechanical piston, and the passive brake unit 320 is designed as a spring-applied brake. A control pressure input of the piston as the active brake unit is pneumatically connected to an active brake control line output 12, so that 2024PF00295
[0053] A braking force is generated via the active brake control line 10 according to the control of a relay valve of the active brake control unit 100. With respect to the passive brake unit 320, a volume of the spring-applied brake, which, when pressurized accordingly, acts against the spring force to release the spring-applied brake, is connected via a passive brake control line input 22 to the passive brake control line 20 and thus via the passive brake control input 21 to the passive brake control unit 200. The anti-compound control line 10a branches off from the active brake control line 10 between the active brake control output 11 and the active brake control line output 12 and is pneumatically connected to the passive brake control line 20 in a section between the passive brake control input 21 and the passive brake control line input 22, forming a fluid connection.In the passive brake control line 20, a double check valve (not shown) is arranged as an example, so that pressure transmission via the anti-compound control line 10a only takes place in the direction of the passive brake control line input 22, but does not act on the passive brake control line 20 or the passive brake control unit 200.
[0054] For a pneumatic pressure supply from the active brake control unit 100 to the active brake unit 310 according to a control signal received via the active brake signal input 31, the active brake control unit 100 introduces the corresponding pneumatic pressure from a compressed air reservoir (not shown) into the active brake control line, so that the active brake unit 310 generates a corresponding braking force. The passive brake control unit 200, in turn, includes a solenoid valve as a venting valve, which is in fluid communication with the passive brake control line 20 and is closed when energized. When the solenoid valve is closed, the pressure opposing the spring force in the corresponding volume of the spring-applied brake is not vented, so that the spring-applied brake does not generate a braking force.
[0055] The operating principle of the braking system 1 according to the exemplary embodiment shown in Fig. 1 is described below starting from a ferry operation of a 2024PF00295
[0056] 11
[0057] The operation of a rail vehicle is described. During operation, the solenoid valve of the passive brake control unit 200 is energized and therefore closed, so that the spring-applied brake, as a passive brake unit 320, is released. In the event of a power failure, an emergency brake application is initiated, in which the active brake control unit 100 introduces pneumatic pressure into the active brake control line 10, thus supplying the relay valve, as the active brake unit 310, with pneumatic pressure as control pressure. However, due to the power failure, the solenoid valve of the passive brake control unit 200 is simultaneously de-energized, so that the solenoid valve opens. This creates the possibility that the pressure opposing the spring force of the spring-applied brake, as a passive brake unit, can be vented, so that the spring-applied brake could generate a braking force.However, as long as the active brake unit 310 can be operated in the intended manner, i.e. with the control pressure corresponding to the emergency braking, additional braking via the passive brake unit 320 would lead to an undesirable superposition of braking forces.
[0058] The anti-compound control line 10a therefore prevents the pressure from being released from the passive brake unit 320. This is achieved by ensuring that the pneumatic pressure diverted from the active brake control line 10 via the anti-compound control line 10a and introduced into the passive brake control line 20 is sufficiently high to prevent any such release. However, if a leak in the active brake control unit 100 or the active brake control line 10 leads to an undesired pressure loss, the pressure supplied to the passive brake control line 20 via the anti-compound control line 10a, which counteracts the release of pressure, is reduced accordingly. In other words, in the event of a power failure, despite the passive braking system, the generation of braking force via the passive brake 320 is prevented by the anti-compound control line 10a.The pressure is held back until an undesired pressure loss with respect to the active brake control device 100 and / or active brake control line 10, caused by the loss of sufficient pneumatic pressure supply to the passive brake control line 20, no longer impedes venting. This allows for automatic compensation of leakage errors. 2024PF00295.
[0059] 12
[0060] The invention is not limited to the described embodiment. In particular, features described in relation to this embodiment, other described embodiments and further developments of the invention can be combined with one another, provided they are not mutually exclusive.
[0061] It should also be noted that the terms "active" and "passive" in this context refer to the classification of the respective units and components according to an active or passive braking principle. Furthermore, the use of the expression "and / or" explicitly refers both to the aforementioned alternatives individually and to any combination thereof.
[0062] 2024PF00295
[0063] REFERENCE MARK LIST
[0064] 1. Braking system
[0065] 10 active brake control line 10a anti-compound control line
[0066] 11 active brake control output
[0067] 12 active brake control line output
[0068] 20 passive brake control lines
[0069] 21 passive brake control input 22 passive brake control line input
[0070] 30 Brake signal line
[0071] 31 active brake signal input
[0072] 32 passive brake signal input
[0073] 100 active brake control units 200 passive brake control units
[0074] 300 Brake force generator
[0075] 310 active brake unit
[0076] 320 passive brake unit
Claims
2024PF00295 14 PATENTANSPRÜCHE 1. Brake control device for a vehicle for controlling a brake force generator (300) to generate a braking force, wherein the brake force generator (300) comprises at least one active brake unit (310) which is pneumatically actuated to generate a braking force, and a passive brake unit (320) which generates a braking force when the passive brake unit (320) is not pneumatically actuated, comprising: an active brake control unit (100) comprising an active brake signal input (31) for signal connection with a brake signal line (30) and an active brake control output (11) for delivering an active pneumatic pressure depending on a brake signal, wherein the active brake control output (11) is connected to an active brake control line (10) and to an active brake control line output (12) to transmit the active pneumatic pressure to the active brake unit (310).and a passive brake control unit (200), comprising a passive brake signal input (32) for signal connection with the brake signal line (30) and a passive brake control input (21) for receiving passive pneumatic pressure, wherein the passive brake control input (21) is connected to a passive brake control line (20) and to a passive brake control line input (22) to receive the passive pneumatic pressure from the passive brake unit (310), wherein the active brake control line (10) is pneumatically connected to the passive brake control line (20) via an anti-compound control line (10a).
2. Brake control device according to claim 1, wherein the passive brake control unit (200) has at least one venting valve connected to the passive brake control input (21).
3. Brake control device according to claim 2, wherein the temporal venting behavior of the at least one venting valve is adjustable. 2024PF00295 15 4. Brake control device according to claim 2 or 3, wherein the venting valve is formed at least from a solenoid valve which is closed in an activated state.
5. Braking system (1) for a vehicle, comprising: a brake force generator (300) for generating a braking force, wherein the brake force generator (300) comprises at least one active brake unit (310) which is pneumatically actuated to generate a braking force, and a passive brake unit (320) which generates a braking force when the passive brake unit (320) is not pneumatically actuated, and a brake control device according to one of claims 1 to 3, wherein the active brake unit (310) is pneumatically connected to the active brake control line output (12) and the passive brake unit (320) is pneumatically connected to the passive brake control line input (22).
6. Brake system (1 ) according to claim 5, wherein the active brake unit (310) has at least one relay valve and is designed such that a control pressure is supplied to the at least one relay valve via the active brake control line output (12).
7. Brake system (1) according to claim 5 or 6, wherein the passive brake unit (320) has at least one spring accumulator and the passive brake control line input (22) is connected to a volume of the spring accumulator in which a pneumatic pressure acts in the opposite direction to the spring force.
8. Braking system (1) according to one of claims 5 to 7, wherein the active brake signal input (31) and the passive brake signal input (32) are connected to a brake signal line (30).
9. Vehicle with a braking system according to one of claims 5 to 8.
10. Vehicle according to claim 9, wherein the vehicle is a rail vehicle.