Vehicle comprising brake actuators, and method for operating same
Patent Information
- Application Number
- PCT/EP2026/054392
- Authority / Receiving Office
- WO · WO
- Patent Type
- Applications
- Current Assignee / Owner
- Priority Date
- 2025-03-28
- Filing Date
- 2026-02-18
- Publication Date
- 2026-10-01
Smart Images
Figure EP2026054392_01102026_PF_FP_ABST
Abstract
Description
[0001] 202500126
[0002] 1
[0003] Description
[0004] Vehicle with brake actuators and method for its operation
[0005] The invention relates to vehicles, in particular rail vehicles with brake actuators.
[0006] The invention is based on the objective of providing a vehicle in which, in the event of a failure of a brake actuator, further vehicle operation is possible, at least to a possibly limited extent.
[0007] This problem is solved according to the invention by a vehicle with the features according to claim 1. Advantageous embodiments of the vehicle according to the invention are specified in the dependent claims.
[0008] According to the invention, at least one wheel group of the vehicle is equipped with at least two brake actuators which can be controlled by a control unit, and at least one of the brake actuators within the wheel group can be individually released in an emergency, wherein the control unit is designed in such a way that it operates in relation to the wheel group and, in the event of an emergency release of a brake actuator of the wheel group, increases the braking force of the remaining functional brake actuator(s) of the wheel group.
[0009] A significant advantage of the vehicle according to the invention is that, by providing at least two brake actuators within one and the same wheel group, the emergency release capability of at least one of the brake actuators provided according to the invention, and the wheel group-related reduction (complete or at least partial compensation) of the braking force loss in the event of an emergency release of a brake actuator provided according to the invention, continued operation of the vehicle can be made possible in a particularly simple manner by redistributing the braking force at least also within the wheel group.
[0010] Emergency release of a brake actuator refers to a permanent deactivation to reliably prevent any braking effect. Emergency release is preferably initiated by an emergency release command, for example, in the form of an electrical emergency release signal or an electrical emergency release control signal. 202500126
[0011] 2
[0012] The control device is preferably designed such that, in the event of emergency braking and a brake actuator of the wheel group being released in an emergency, it increases the braking force of the remaining functioning brake actuator(s) of that wheel group. Emergency braking is defined as braking with a high level of safety above that provided for normal service braking.
[0013] It is advantageous if the control device, particularly in the case of emergency braking, increases the braking force of functioning brake actuators of the wheel group by the braking force that the emergency-released brake actuator(s) of the wheel group would generate in a non-emergency-released state.
[0014] In addition to the wheel group, hereinafter referred to as the first wheel group, the vehicle may comprise one or more further wheel groups, in particular a second wheel group, which can be controlled by the or another, in particular a wheel group-specific, control unit, wherein at least one of the brake actuators within the respective wheel group is individually emergency-releasing and wherein the control unit assigned to the respective wheel group is designed in such a way that it operates on a wheel group-specific basis and, in the event of an emergency-releasing brake actuator of the respective wheel group, increases the braking force of the remaining functioning brake actuator(s) of the respective wheel group.
[0015] The control device is preferably designed in such a way that, particularly in the event of emergency braking, after the emergency release of one or more brake actuators of the first wheel group, it also increases the braking force of functioning brake actuators of at least one other wheel group.
[0016] It is also advantageous if one of the brake actuators of the first wheel groups forms a first emergency release group (for example, an emergency release pair) with at least one brake actuator of a second wheel group. The control device is preferably designed such that it always releases the brake actuators of the first emergency release group together.
[0017] Regarding the latter configuration, it is considered advantageous if the brake actuators of the first emergency release group are connected via a first (e.g., electrical)202500126
[0018] 3
[0019] The emergency release lines are connected to the control unit and can be jointly released by means of an emergency release command transmitted via the first emergency release line (e.g., electrical), and / or the brake actuators of the second emergency release group are connected to the control unit via a second emergency release line (e.g., electrical) and can be jointly released by means of an emergency release command transmitted via the second emergency release line (e.g., electrical).
[0020] The brake actuators of the first emergency release group are preferably controllable by the control unit via a first data bus, both for emergency braking and normal service braking. The brake actuators of the second emergency release group are preferably controllable by the control unit via a second data bus, also for both emergency braking and normal service braking.
[0021] The brake actuators of the first emergency release group can preferably be released together by means of an emergency release command transmitted via the first data bus. The brake actuators of the second emergency release group can preferably be released together by means of an emergency release command transmitted via the second data bus.
[0022] It is particularly advantageous if a first brake actuator of the first wheel group forms a first emergency release group with a first brake actuator of a second wheel group, and a second brake actuator of the first wheel group forms a second emergency release group with a second brake actuator of the second wheel group.
[0023] In the latter configuration, it is considered advantageous if the brake actuators of the first emergency release group are connected to the control unit via a first emergency release line and can be jointly released by means of an emergency release command transmitted via the first emergency release line, and if the brake actuators of the second emergency release group are connected to the control unit via a second emergency release line and can be jointly released by means of an emergency release command transmitted via the second emergency release line.
[0024] The brake actuators of the first emergency release group are preferably controllable via a first data bus from the control unit, both for emergency braking operation and normal service braking operation, and the brake actuators of the second emergency release group are preferably controllable via a second data bus from the control unit.
[0025] 4
[0026] controllable, both for emergency braking and normal service braking.
[0027] It is advantageous if the brake actuators of the first emergency release group are supplied with energy via a first energy supply unit and the brake actuators of the second emergency release group are supplied with energy via a second energy supply unit.
[0028] It is considered advantageous if the wheel groups or at least one of the wheel groups of the vehicle comprises two wheels that are rigidly connected to each other via an axle, and / or the wheel groups or at least one of the wheel groups of the vehicle comprises two or more wheels that are offset in the longitudinal direction of travel and are rigidly (rotatably) connected to each other via a transmission.
[0029] The first wheel group and the second wheel group are preferably components of the same chassis, in particular bogie.
[0030] The vehicle may have more than two wheel groups, more than two brake actuators per wheel group, more than two emergency release groups, more than two data buses, more than two emergency release lines, more than two control units and more than two power supply units; the above explanations apply accordingly to these additional components.
[0031] The control unit(s) may comprise two or more control modules that alternately or in parallel issue control commands to the brake actuators.
[0032] The vehicle is preferably a rail vehicle.
[0033] It is considered advantageous if all wheel groups of the vehicle are each equipped with at least two emergency-release brake actuators.
[0034] The components described, namely the control unit, the data buses and the brake actuators, can together form a brake segment of the vehicle.
[0035] Additionally, the vehicle may include further such brake segments, which are designed according to the above description or the patent claims. 202500126
[0036] 5
[0037] The invention further relates to a method for operating a vehicle equipped with brake actuators. According to the invention, the method provides that at least one wheel group of the vehicle is equipped with at least two controllable brake actuators, and that at least one of the brake actuators within the wheel group can be individually released in an emergency, wherein, in the event of an emergency release of a brake actuator, the braking force of the remaining functional brake actuator(s) of the first wheel group is increased.
[0038] Regarding the advantages of the method according to the invention and its advantageous embodiments, the above statements apply accordingly in connection with the vehicle according to the invention and its advantageous embodiments.
[0039] The invention is explained in more detail below with reference to exemplary embodiments; the following are shown as examples:
[0040] Fig. 1 Components of a first embodiment of a vehicle according to the invention in a simplified representation, wherein two wheel groups each comprise two brake actuators and are connected to two data buses,
[0041] Fig. 2 Components of a second embodiment of a vehicle according to the invention in a simplified representation, wherein four wheel groups each comprise three brake actuators and are connected to two data buses, and
[0042] Fig. 3 shows a preferred emergency release group-related power supply for the brake actuators.
[0043] For the sake of clarity, the same reference symbols are always used in the figures for identical or comparable components.
[0044] Figure 1 shows components of a first embodiment of a vehicle 10 according to the invention in a simplified representation. A wheel assembly, hereinafter referred to as the first wheel assembly RG1, is visible, equipped with two brake actuators. A first brake actuator BA1 of the wheel assembly RG1 is connected to a first data bus DB1 and is controlled via this first data bus DB1 by a
[0045] 6
[0046] The control unit SE is activated. A second brake actuator BA2 of the first wheel group RG1 is connected to a second data bus DB2 and is controlled by the control unit SE via this second data bus DB2. The two data buses operate independently of each other; this means that if one of the data buses fails, the other can still be operational.
[0047] In the embodiment shown in Figure 1, the first wheel group RG1 comprises two wheels R, which are rigidly connected to each other via an axle and are arranged on opposite sides of the vehicle. Alternatively or additionally, the first wheel group RG1 could also comprise two or more wheels R, which are offset in the longitudinal direction X and are rigidly connected to each other via a transmission to prevent rotation.
[0048] The control unit SE is preferably designed such that, in the event of emergency braking, it increases the braking force of the first brake actuator BA1 of the first wheel group RG1 via the first data bus DB1 if the second brake actuator BA2 has been released in an emergency, and increases the braking force of the second brake actuator BA2 of the first wheel group RG1 via the second data bus DB2 if the first brake actuator BA1 has been released in an emergency. With such a design, compensation or at least partial compensation of the braking force loss thus occurs on a wheel group-specific basis.
[0049] With a view to fully compensating for the loss of braking force, it is advantageous if the control unit SE increases the braking force of the first, non-emergency-released brake actuator BA1 of the first wheel group RG1 by the braking force that the second brake actuator BA2 of the first wheel group RG1 would generate when operational or in the non-emergency-released state, and in the event of an emergency release of the first brake actuator BA1, increases the braking force of the second brake actuator BA2 by the braking force that the first brake actuator BA1 would generate when operational or in the non-emergency-released state. With such a design, a loss of braking force is thus fully compensated within the wheel group if one of the brake actuators has been emergency-released.
[0050] Emergency release of a brake actuator refers to a permanent disabling to reliably prevent any braking effect. This emergency release is preferably performed electrically by an electric motor.
[0051] 7
[0052] Emergency release control signal. Such an emergency release may be necessary or desirable, for example, if a brake actuator malfunctions and exerts an unwanted braking force, in particular causing an unwanted locking of a wheel group.
[0053] The term emergency braking refers to braking with a high level of safety above the level of safety provided for normal service braking.
[0054] In addition to the first wheel group RG1, the vehicle can include a second wheel group RG2, in which a first brake actuator BA1 is connected to the first data bus DB1 and controlled by the control unit SE via this first data bus DB1, and a second brake actuator BA2 is connected to the second data bus DB2 and controlled by the control unit SE via this second data bus DB2. Wheel groups RG1 and RG2 can, but do not have to, belong to the same chassis FW1.
[0055] In the case of two or more wheel groups, all first brake actuators BA1, or at least the first brake actuators BA1 of the first and second wheel groups, can belong to a first emergency release group AP1 of the vehicle, and all second brake actuators BA2, or at least the second brake actuators BA2 of the first and second wheel groups, can belong to a second emergency release group AP2 of the vehicle. Brake actuators belonging to an emergency release group are preferably released together. Such a joint emergency release can be advantageous, for example, if an emergency release is to be carried out not via the data bus but via separate emergency release lines, and the number of such emergency release lines is to be kept small.
[0056] It is advantageous if each emergency release group comprises exactly two brake actuators and forms an emergency release pair.
[0057] If such emergency release groups are present, the SE control unit can optionally increase the braking force in the event of an emergency release of one of the brake actuators either individually for each wheel group, as already described, or alternatively for the entire emergency release group. 202500126
[0058] 8
[0059] In the event of an emergency release and compensation for the loss of braking force related to the emergency release group, the control unit SE can, for example, increase the braking force of the brake actuators of the first emergency release group AP1 if the second emergency release group AP2 has been released in an emergency, and increase the braking force of the brake actuators of the second emergency release group AP2 if the first emergency release group AP1 has been released in an emergency. Preferably, in the event of an emergency release of the second emergency release group AP2, the control unit SE will increase the braking force of the first emergency release group AP1 by the braking force that the second emergency release group AP2 would generate if operational or without an emergency release, and in the event of an emergency release of the first emergency release group AP1, increase the braking force of the second emergency release group AP2 by the braking force that the first emergency release group AP1 would generate if operational or without an emergency release.
[0060] Emergency release of the brake actuators or emergency release groups can be achieved electrically via emergency release signals transmitted via the data buses DB1 and DB2, and / or via electrical emergency release signals transmitted via additional emergency release lines NL1 and NL2. It is advantageous if each emergency release group is assigned its own individual emergency release line NL1 or NL2, through which an emergency release command or signal for the emergency release of the respective emergency release group can be transmitted.
[0061] The first brake actuator BA1 of the first wheel group RG1 and the first brake actuator BA1 of the second wheel group RG2 can also interact as partner actuators, forming an interacting first emergency release pair AP1. In this pair, during a test operation (before an emergency release), the brake actuators coordinate with each other via the shared first data bus DB1, thereby enabling joint test operation for this interacting emergency release pair. During such a test operation, in a first test step, the first brake actuator BA1 of the first wheel group RG1 can be tested, and the first brake actuator BA1 of the second wheel group RG2 can be activated as a roll-away preventer in its partner function. In a second test step, the first brake actuator BA1 of the second wheel group RG2 can be tested, and the first brake actuator BA1 of the first wheel group RG1 can be activated as a roll-away preventer in its partner function.The order of the test steps is arbitrary; the second test step can be performed before or after the first test step. 202500126.
[0062] 9
[0063] Similarly, the second brake actuator BA2 of the first wheel group RG1 and the second brake actuator BA2 of the second wheel group RG2 can interact as partner actuators and form an interacting second emergency release pair AP2.
[0064] In other words, the described group formation can relate both to emergency solving for emergency solving operations and to an interacting test operation prior to a possible emergency solving.
[0065] Figure 2 shows components of a second embodiment of a vehicle 10 according to the invention in a simplified representation. Four adjacent wheel groups are shown, the first of which is designated by reference numeral RG1, the second by reference numeral RG2, the third by reference numeral RG3, and the fourth by reference numeral RG4.
[0066] The four wheel groups RG1 to RG4 are each equipped with a first brake actuator BA1, a second brake actuator BA2 and a third brake actuator BA3.
[0067] Wheel groups RG1 and RG2 may, advantageously but not necessarily, belong to a first bogie FW1, and wheel groups RG3 and RG4 may, advantageously but not necessarily, belong to a second bogie FW2. It is advantageous if the two bogies shown in Figure 2 belong to the same car of, for example, a multi-section vehicle, as indicated in Figure 2.
[0068] In the embodiment shown in Figure 2, the first and third brake actuators of the first and second wheel groups, i.e., those of the first chassis, are connected to the first data bus DB1 and the second brake actuators BA2 of the first and second wheel groups are connected to the second data bus DB2.
[0069] The assignment is different for the third and fourth wheel groups; there, only the first brake actuators BA1 are connected to the first data bus DB1, and the second and third brake actuators are connected to the second data bus DB2.
[0070] The procedure according to Figure 2 ensures that the first brake actuators BA1 of the first and second wheel groups, the first brake actuators BA1 of the third and fourth wheel groups, the second brake actuators BA2 of the first and second wheel groups, the second brake actuators BA2 of the third and fourth wheel groups, the third 202500126
[0071] 10
[0072] The brake actuators BA3 of the first and second wheel groups and the third brake actuators BA3 of the third and fourth wheel groups can each form an emergency release pair AP1, AP2, and AP3, respectively, for emergency release operation. In this emergency release operation, the brake actuators of each emergency release group are connected to the same data bus, as explained above in connection with Figure 1 for the first and second wheel groups. Thus, each emergency release group can be electrically released solely via its assigned data bus. Preferably, each emergency release group is also assigned an additional group-specific emergency release line to enable emergency release without data bus involvement; however, these emergency release lines are not shown in detail in Figure 2 for clarity.
[0073] Since, in the embodiment according to Figure 2, the brake actuators of each emergency release group are connected to the same data bus, as explained above in connection with Figure 1 for the first and second wheel groups, the interaction and test operation described above prior to an emergency release via the respective assigned data bus is possible for each of the emergency release groups.
[0074] In the event of an emergency release of one of the emergency release groups AP1 to AP3, the control unit SE can perform a full or partial compensation of the braking force loss, either on a wheel group-specific or across wheel groups, particularly across emergency release groups, as explained above. In the case of compensation across emergency release groups, the braking force of one or more emergency release groups that have not been released is preferably increased if one or more emergency release groups have been released.
[0075] In Figures 1 and 2, the position of the first and second wheel groups within the vehicle 10 is arbitrary; the first wheel group can actually be the foremost or rearmost wheel group of the vehicle 10; alternatively, the first wheel group can also be a middle wheel group. The first and second wheel groups can be immediately adjacent within the vehicle 10; alternatively, the first wheel group can also be separated from the second wheel group by intervening wheel groups.
[0076] Figure 3 shows, by way of example, that the brake actuators within their respective emergency release groups AP1 and AP2 can have an emergency release group-specific power supply with a supply voltage Uv, which is protected by circuit breakers LS202500126.
[0077] 11
[0078] The system is protected and can be individually switched by switch S for each emergency release group. The supply voltage Uv, the circuit breakers LS, and the switches S form emergency release group-specific power supply units EV1 and EV2.
[0079] Finally, it should be mentioned that the features of all the embodiments described above can be combined with each other in any way to form further embodiments of the invention.
[0080] Furthermore, all features of dependent claims can be combined individually with each of the dependent claims, either alone or in any combination with one or more other dependent claims, to obtain further embodiments. 202500126
[0081] 12
[0082] Reference symbol list
[0083] 10 vehicles
[0084] AP1 first emergency release group / first emergency release pair
[0085] AP2 second emergency release group / second emergency release pair
[0086] AP3 third emergency release group / third emergency release pair
[0087] BA1 first brake actuator
[0088] BA2 second brake actuator
[0089] BA3 third brake actuator
[0090] DB1 first data bus
[0091] DB2 second data bus
[0092] EV1 emergency release group's own power supply unit EV2 emergency release group's own power supply unit FW1 first landing gear
[0093] FW2 second landing gear
[0094] LS circuit breaker
[0095] NL1 first emergency release line
[0096] NL2 second emergency release line
[0097] R wheel
[0098] RG1 first cycling group
[0099] RG2 second cycling group
[0100] RG3 third cycling group
[0101] RG4 fourth cycling group
[0102] S switch
[0103] SE control unit
[0104] UV supply voltage
[0105] X Longitudinal direction of travel
Claims
202500126 13 Patent claims 1. Vehicle with brake actuators, characterized by the fact that - at least one wheel group (RG1) of the vehicle (10) is equipped with at least two brake actuators (BA1, BA2) which can be controlled by a control unit (SE), and - at least one of the brake actuators within the wheel group can be individually emergency-released, - wherein the control device (SE) is designed in such a way that it operates in relation to wheel groups and, in the event of an emergency release of a brake actuator (BA1 , BA2) of the wheel group (RG1), increases the braking force of the remaining functioning brake actuator(s) (BA1, BA2) of the wheel group (RG1).
2. Vehicle according to claim 1 , characterized by the fact that the control device (SE) is designed in such a way that, in the event of emergency braking and an emergency release of a brake actuator (BA1, BA2) of the wheel group (RG1), it increases the braking force of the remaining functional brake actuator(s) (BA1, BA2) of the wheel group (RG1).
3. Vehicle according to one of the preceding claims, characterized by the fact that The control unit (SE), particularly in the event of emergency braking, increases the braking force of functioning brake actuators (BA1, BA2) of the wheel group (RG1) by the braking force that the emergency-released brake actuator(s) (BA1, BA2) of the wheel group (RG1) would generate in a non-emergency-released state.
4. Vehicle according to one of the preceding claims, characterized by the fact that the vehicle (10) comprises, in addition to the wheel group (RG1), hereinafter referred to as the first wheel group (RG1), one or more further wheel groups (RG2 - RG4), in particular a second wheel group (RG2), which can be controlled by the or another, in particular a wheel group-specific control unit (SE), - wherein at least one of the brake actuators (BA1 , BA2) within the respective wheel group (RG1, RG2) is individually emergency-releasable and202500126 14 - wherein the control device (SE) assigned to the respective wheel group (RG1 , RG2) is designed in such a way that it operates in relation to the wheel group and, in the event of an emergency release of a brake actuator (BA1, BA2) of the respective wheel group (RG1, RG2), increases the braking force of the remaining functioning brake actuator(s) (BA1, BA2) of the respective wheel group (RG1, RG2).
5. Vehicle according to one of the preceding claims, characterized by the fact that the control device (SE) is designed in such a way that, particularly in the event of emergency braking, after the emergency release of one or more brake actuators (BA1 , BA2) of the first wheel group (RG1) it also increases the braking force of functioning brake actuators (BA1 , BA2) of at least one other wheel group (RG2 - RG4).
6. Vehicle according to one of the preceding claims, characterized by the fact that - one of the brake actuators (BA1 , BA2) of the first wheel group (RG1) with at least one brake actuator (BA1 , BA2) of a second wheel group (RG2) forms a first emergency release group (AP1), in particular an emergency release pair (AP1), and - the control unit (SE) is designed in such a way that it always releases the brake actuators (BA1, BA2) of the first emergency release group (AP1) together in an emergency release.
7. Vehicle according to claim 6, characterized by the fact that The brake actuators (BA1, BA2) of the first emergency release group (AP1) are connected to the control unit (SE) via a first electrical emergency release line (NL1) and can be jointly released by means of an electrical emergency release command transmitted via the first emergency release line (NL1).
8. Vehicle according to one of the preceding claims 6-7, characterized by the fact that The brake actuators (BA1, BA2) of the first emergency release group (AP1) can be controlled by the control unit (SE) via a first data bus (DB1), both for emergency braking operation and for normal service braking operation.
9. Vehicle according to any one of the preceding claims 6-8, characterized by the fact that 202500126 15 The brake actuators (BA1, BA2) of the first emergency release group (AP1) can be jointly released by means of an emergency release command transmitted via the first data bus (DB1).
10. Vehicle according to one of the preceding claims, characterized by the fact that - a first brake actuator (BA1) of the first wheel group (RG1) forms a first emergency release group (AP1) with a first brake actuator (BA1) of a second wheel group (RG2) and - a second brake actuator (BA2) of the first wheel group (RG2) with a second brake actuator (BA2) of the second wheel group (RG2) forms a second emergency release group (AP2).
11. Vehicle according to claim 10, characterized by the fact that - the brake actuators (BA1) of the first emergency release group (AP1) are connected to the control unit (SE) via a first emergency release line (NL1) and can be jointly released by means of an emergency release command transmitted via the first emergency release line (NL1) and - the brake actuators (BA2) of the second emergency release group (AP2) are connected to the control unit (SE) via a second emergency release line (NL2) and can be jointly released by means of an emergency release command transmitted via the second emergency release line (NL2).
12. Vehicle according to one of the preceding claims 10-11 , characterized by the fact that - the brake actuators (BA1) of the first emergency release group (AP1) can be controlled by the control unit (SE) via a first data bus (DB1), both for emergency braking operation and for normal service braking operation, and - the brake actuators (BA2) of the second emergency release group (NL2) can be controlled by the control unit (SE) via a second data bus (DB2), both for emergency braking operation and for normal service braking operation.
13. Vehicle according to one of the preceding claims 10-12, characterized by the fact that - the brake actuators (BA1) of the first emergency release group (AP1) are supplied with energy via a first energy supply unit (EV1) and 202500126 16 - the brake actuators (BA2) of the second emergency release group (AP2) are supplied with energy via a second energy supply unit (EV2).
14. Vehicle according to one of the preceding claims, characterized by the fact that - the first and / or second wheel group (RG1 , RG2) comprises two wheels (R) that are rigidly connected to each other via an axle, and / or - the first and / or second wheel group (RG1 , RG2) comprises two or more wheels (R) that are offset in the longitudinal direction of travel (X) and are rigidly (rotatably) connected to each other via a gearbox.
15. Method for operating a vehicle (10) equipped with brake actuators, characterized by the fact that - at least one wheel group (RG1) of the vehicle is equipped with at least two controllable brake actuators (BA1 , BA2) and - of the brake actuators (BA1 , BA2) within the wheel group (RG1) at least one can be individually emergency-released, - in the event of an emergency release of a brake actuator (BA1 , BA2) the braking force of the remaining functional brake actuator(s) (BA1 , BA2) of the wheel group (RG1) is increased.