WO2017144560A1 - Time-controlled brake pressure switching for rail vehicles - Google Patents

Abstract

The invention relates to a device and a method for controlling a brake mechanism, preferably an emergency brake mechanism, of a rail vehicle, wherein at least one predicted point in time or period of time for changing a brake pressure is ascertained (501, 502) on the basis of rail vehicle speed data available when a braking maneuver is initiated, and the change in the brake pressure is initiated in response to the predicted point in time or period of time being reached.

Description

 TIME-CONTROLLED BRAKE PRESSURE SWITCHING FOR RAIL VEHICLES

description

The present invention relates to an apparatus and a method for controlling a braking device for rail vehicles. The invention also relates to a computer program with code means for carrying out the steps of the aforementioned method on a computer system, and a computer-readable storage medium on which a program code having the code means of the computer program is stored.

In modern rail vehicles pneumatic brake devices are often used, which are controlled by electronic brake ^¬ control devices. In particular, an emergency brake device should ensure that a minimum emergency brake control pressure is available for actuating brake actuators of the pneumatic brake system. In an emergency braking, however, there is an increased risk that is braked so strong that the applied braking force can not be recorded on the friction ^¬ contact between the wheel and rail. This can lead to a locking of the wheels. In addition, an emergency braking often leads to jerky behavior of the rail vehicle, which in particular standing passengers can be endangered. From DE 10 2011 110 047 AI emergency braking device for a rail vehicle is known, with a Notbremssteuerventi ^¬ leinrichtung for providing an emergency brake control pressure for a pneumatic braking device of the rail vehicle. The emergency braking device comprises a Notbremsdruckeinstelleinrich- tung on to the Notbremssteuerdrucks setting in dependence on a load value of the rail vehicle or a VELOCITY ^¬ keitswerts the rail vehicle. Thus, even during emergency braking a blocking of the wheels can be avoided and a smooth braking done.

1 shows a diagram with a schematic curve of the brake pressure (C) for a pneumatic braking device as a function of the speed (v) of the rail vehicle. From a predetermined level of speed within a speed-dependent switching range UB _V , the brake pressure (or "c-pressure") for emergency braking in conventional emergency braking devices is speed-dependent, for example. In two stages (high / low), for example with a pressure booster

(EDU). As shown in the diagram in Fig. 1, the order ^¬ circuit can also be effected in several speed-dependent stages or continuously controlled. For speed-related switching the Ge ^¬ speed of the train must be reliable and are transmitted at the right time. However, this is associated with a high technical complexity. The present invention is therefore an object of the invention to provide an apparatus and a method for controlling an emergency braking device for rail vehicles, by the the technical effort associated with avoiding locking the wheels and enabling jerk-free braking can be reduced. This object is solved by the features of the device and the method according to the independent claims.

Further advantageous embodiments and modifications of the invention will become apparent from the dependent claims.

According to the invention, therefore, the change or switching of the brake pressure does not have to be speed-dependent. It can be controlled by time based on a temporal forecast. The beginning of the change can, for example, be triggered by a time trigger. This allows more flexibil ^¬ ty in the design of the switching and the braking control and reduced cost in the recovery of speed data, may be provided at the time accuracy and reliability ge ^¬ ringere claims.

In the context of this description, the device for controlling the emergency brake device can be implemented as software, hardware or a combination of software and hardware. It may have one or more interfaces to exchange appropriate data with other devices of the vehicle. The controller may be implemented as one or more modules and / or processes and / or objects and / or threads.

According to the invention, therefore, a device for controlling a braking device of a rail vehicle is provided, with a time control device for determining at least one predicted time or period for a change of one Brake pressure based on available at the initiation of a braking operation speed data of the rail vehicle, and a Bremsdruckeinstelleinrichtung for initiating the change of the brake pressure in response to reaching the predicted time or period.

In addition, according to the present invention, there is provided a method of controlling a brake device of a railway vehicle, comprising determining at least a predicted time or period for a change in brake pressure based on speed data of the rail vehicle available upon initiation of a braking operation, and initiating the change in brake pressure in response to a Reaching the predicted time or period.

The invention further relates to a computer-readable Speicherme ^¬ dium on which a is stored on a computer system executable program code which generates the steps of vorgenann ^¬ th method or implemented.

The invention further relates to a computer program comprising code means on a computer system produce the steps of the aforementioned method when executed or imple menting ^¬.

Preferably, the braking operation may be emergency braking and the change may be an increase in brake pressure.

Preferably, the time control device may be configured to determine the predicted time or period based on a prognosis of the deceleration curve of the rail vehicle after initiation of the braking process. According to a preferred development, the time control device can be designed to generate a trigger signal for the change of the brake pressure when the predicted time or period is reached, wherein the brake pressure setting device initiates the change of the brake pressure in response to a detection of the trigger signal.

According to an alternative preferred development, the brake pressure setting device can be designed to initiate a sudden, step-shaped or ramp-shaped change of the brake pressure.

According to a further alternative preferred development, the Bremsdruckeinstelleinrichtung can be configured to issue a modified load ^¬ pressure signal to initiate the change of the brake pressure to a brake control valve device which emits in response thereto a corresponding brake control pressure to a pressure converter or a pressure booster for a pneumatic braking device.

The invention will be explained in more detail by means of embodiments with reference to the accompanying drawing figures. Show it:

1 shows a diagram with alternative schematic courses of a speed-dependent braking force in a conventional emergency brake device;

FIG. 2 shows a schematic block diagram of an emergency braking ^device according to a first exemplary embodiment; FIG. a schematic block diagram of an emergency brake pressure setting device for the emergency braking device according to the first embodiment; 4 shows a time diagram with alternative schematic course of a time-dependent braking force in an emergency braking device according to the first exemplary embodiment; and FIG. 5 is a flowchart of a control method according to a second embodiment.

The following is a description of advantageous embodiments with reference to an exemplary emergency braking device for a rail vehicle for providing an emergency brake control pressure for a pneumatic braking device of the rail vehicle.

2 shows schematically an emergency brake device with an emergency brake pressure setting device (NBDE) 12 and an emergency brake control valve device (NBSVE) 14. The emergency brake control valve device 14 can be connected to a main air line (not shown). Further, the emergency brake control valve device 14 is connected to a unit pressure converter (EDU) 16, which converts an applied control pressure such as an emergency brake control pressure Cn into a corresponding brake pressure C. Furthermore, a

Main control valve device (HSVE) 18 shown, via which in a normal operation, for example in a normal Be ^{¬ service} braking, a control pressure Cv can be provided. The unit pressure converter 16 may convert the control pressure Cv to a corresponding brake pressure C. The main control valve device 18 may be controllable by an electronic brake control device (BSE) 10. In the case of emergency braking, the emergency brake device is actuated or activated in any other way, so that, if appropriate, the main control valve device 18 is bypassed. In one variant, the emergency brake control valve device 14 may be interposed between the unitary pressure converter 16 and the main control valve device 18. It should be noted that instead of the unit ^¬ pressure converter 16 and a pressure booster can be used, which not only transfers an applied control pressure to a larger volume, but also increases.

The Notbremssteuerventileinrichtung 14 may, for example, by a pressure drop in a main brake pipe of the rail vehicle to be controlled ^¬ to initiate an emergency braking. Accordingly, the emergency brake control valve device 14 provides the emergency brake control pressure Cn, which is forwarded to the unit pressure converter 16. This emergency brake control pressure Cn is modified by a pneumatic load control pressure provided by the emergency brake pressure adjusting device 12. For this, a pneu- matic load pressure signal is applied to the Tmod Notbremssteuerventilein ^¬ directional 14th By means of suitable pneumatic components, the emergency brake control valve device 14 adjusts the control pressure output by it according to the modified load pressure signal Tmod.

The Notbremsdruckeinstelleinrichtung 12 may be formed such example., That it intercepts a pneumatic load pressure signal ^¬ emp indicative of a load value T of the rail vehicle or egg ^¬ ner associated axle of the rail vehicle. This signal can originate, for example, from an air bellows. Further, the emergency brake pressure adjusting means 12 is supplied with a speed signal v. This signal can be an electrical or pneumatic signal. The Notbremsdruckeinstellein- device 12 is designed such that it determines based on egg ^¬ nem previous value of the speed signal a time course of the variable load pressure signal Tmod and applies it to the Notbremssteuerventileinrichtung fourteenth For this purpose, the Notbremsdruckeinstelleinrichtung 12 also includes an integrated or separately arranged electronic Notbremssteuereinrich ^¬ tion (not shown), by means of which the setting of the emergency brake pressure is controlled by determining and generating the corresponding load pressure signal Tmod.

The time dependence of the load pressure signal Tmod is set, for example, as a function of a last detected speed value, so that the pressure changeover during the emergency braking is not speed-dependent but time-controlled. The beginning of the switching can be triggered, for example, as a function of a determined time control by a time trigger signal UTr (eg a predetermined pulse or signal value) which is generated by the Notbremsdruckeinstelleinrichtung 12 (or its emergency brake control device) or by an external device after emergency braking initiated. Such a time-dependent controlled switching of the emergency brake pressure he ^¬ allows more flexibility in the design of the switching and the emergency brake control.

The timing of the load pressure signal Tmod can pneumatically ^¬ or electro-pneumatic. For example, the emergency brake pressure adjustment device 12 may have a pressure rocker which pneumatically generates a corresponding modified load pressure signal Tmod. The time-dependent control can be provided in such a way that at times corresponding to a brake-dependent estimated high speed (ie, if fahrungsgemäß the Adhäsionsbeiwert between wheel and rail ge ^¬ ringer than at a lower speed), the time-modified value of the load pressure signal is ^¬ represents less than Tmod is at times that correspond to a brake depending the estimated lower speed.

Thus, the emergency brake control valve device 14 is provided with a "virtual" load pressure signal Tmod based on a last calculated speed value calculated in advance.

3 shows an exemplary schematic block diagram of the emergency brake pressure setting device 12 for the emergency brake device according to the first exemplary embodiment. Based v on a previous value of the speed signal and Be ^¬ account the load T of the rail vehicle a Notbremszeitsteuereinrichtung (NBZS) 120 determines a predicted time variation of the load pressure signal Tmod for optimized pressure switch for the initiated emergency braking. The Prognos tizierte time curve and / or the trigger signal UTr are then supplied as an electrical signal or parameter in the form of a entspre ^¬ accordingly controllable Notbremsdruckeinstelleinrichtung 122, which generates a corresponding modulated load pressure signal Tmod in response thereto.

4 shows a time diagram with alternative schematic courses of a time-dependent brake force changeover in an emergency brake device according to the first exemplary embodiment. When the emergency brake is triggered, for example, the last available one

Speed signal evaluated. Based on the entspre ^¬ accordingly speed data of the available speed Signal can now use an example. Based on a Algo ^¬ algorithm or a memory table predicted tarry ^¬ approximately behavior of the rail vehicle to a predetermined time ^¬ point and / or a time switching portion (Umschaltfens- ter) UB _t are determined in which the rail vehicle the rich ^¬ tige or optimal speed has reached the switching. Within the switching window UB _t or at the predetermined time ^¬ point to then increases the brake pressure during emergency ^¬ braking process.

As shown in FIG. 4, the increase of the brake pressure C depending on the generated load pressure signal Tmod may alternatively be controlled in a stepwise manner at the predetermined time t0 or stepwise or ramped (continuously) within the time switching window UB _t .

Accordingly, at times with a high predicted speed, a lower brake control pressure Cn and thus also a lower brake pressure C for emergency braking are provided.

5 shows a flowchart of a control method for an emergency brake device according to a second exemplary embodiment, which can be implemented, for example, in an emergency brake control device as a software for computer control.

The program start is initiated, for example, when triggering an emergency stop. In step 501 the evaluation of the Ge ^¬ schwindigkeitsdaten an available speed signal v ggf- by consulting available load data is T for prognostic ^¬ cation of the delay behavior of the rail vehicle ^¬ example concerned. Based on a memory table or algo- algorithm. Based on the predicted deceleration behavior, in step 502 at least one switching time point for a sudden, step-shaped or ramp-shaped change in the emergency brake pressure is determined, for example, using a memory table or an algorithm. Alternatively, a Shift ^¬ window can be determined within which the changeover is to take place. Thereafter, it is checked in step 503 by comparison with a timer, whether the determined time or the ^¬ averaged switching window has been reached or not. If not, step 503 is repeated until the ermit ^¬ Telte time or the switching window determined was achieved. As soon as in step 503 it is determined that the ermit ^¬ Telte time or the switching window detected has been reached, the process proceeds to step 504 and the brake pressure for the emergency braking is according to a desired temporal

Transitional function increased suddenly, stepped or ramped. The determination of the reaching of determined time ^¬ point or the start of the Umschaltfensters determined can occurs upon detecting the trigger signal UTr also by generating and output of the trigger signal UTr signalizes, so that the initiation of step 504 in to speak ^¬.

The control for increasing the braking pressure in the emergency braking can be realized through an opening provided in the emergency braking program-controlled computer device in which the steps of Fig. 5 by means of a computer program are gesteu ^¬ ert, which is for example stored on a computer readable SpeI ^¬ chermedium or a network such as the Internet or a local area network is downloadable.

In the embodiments described above, the Brake control device 10 in Fig. 2 also have an electronic anti-skid control device or a Gleitschutzrechner. The anti-skid computer may be connected to one or more drain valves to provide anti-skid function. For this purpose, the discharge valves in the compressed air ^circuit are arranged ^behind the unit pressure converter 16, which provides the brake pressure for pneumatic actuators (not shown). By means of the discharge valves, the brake pressure applied to specific actuators can be reduced in accordance with the anti-skid computer.

The anti-slip computer can, for example, determine the vehicle speed v from data from wheel speed sensors. Here, speed data can be transmitted from Gleitschutzrechner the Notbremsdruckeinstelleinrichtung 12 then receives this information and evaluate the prognosis of the time ^¬ course of the load pressure signal Tmod. Thus, the Notbremsdruckeinstelleinrichtung 12 already existing data v, T use. It is understood that the Notbremsdruckeinstelleinrichtung may be connected in a suitable manner with other sensors and / or control means for the timing of the load pressure signal used for driving the Notbremssteuerventileinrichtung 14 Tmod to prognostizie ^¬ ren. In addition, a Notbremsdruckeinstelleinrichtung 12 also be configured to control a predefined time fallback emergency brake pressure curve in case of failure of the transmission of speed data v and / or load value data T.

As a further alternative, a data transmission connection can also be provided from the general brake control device 10 to the emergency brake pressure setting device 12. For example, control commands and information can be NEN over the vehicle or braking state to be transmitted. In addition, the emergency brake setting device 12 can also be supplied with load value data T from the outside, for example by means of a suitable load value sensor. In addition, a transmission of load value data T may be provided by the brake control device 10, which may serve, for example, for plausibility control and / or for providing a redundancy level. In the case of emergency braking, the electronic brake control device 10 can carry out a plausibility check of the emergency braking provided via the data transmission connection. For example, the brake controller 10 may be connected to a suitable load value sensor that provides signals that are independent of the signals applied to the emergency brake pressure adjuster 12. , The electronic brake control device 10 determines that the envisaged by the Notbremsdruckeinstelleinrichtung 12 emergency braking is not plausible, for example because they formality criteria certain predefined plausibility not fulfilled, the electronic brake ^¬ control device 10 may include a control of the Notbremssteuerventi- leinrichtung 14 through the Notbremsdruckeinstelleinrichtung 12 suppress or prevent. In this case, a purely pneumatic emergency braking may be performed, in which the brake pressure may not be controlled directly as a function of the speed.

It is noted that the proposed timed change ^¬ tion of the brake pressure curve does not necessarily have to be used with an increase in the brake pressure and also not mandatory in emergency braking. It is also possible to precalculate or predict several points in time for different changes or a predetermined variation of the brake pressure. The time-dependent control can also be used in other cases temporary or permanent reduction or increase of the brake pressure apply, thereby avoiding the time-related and reliable detection of the speed associated effort. The proposed controller may abrupt so ^¬ with each time, step-shaped, ramp-shaped or other controlled change of the brake pressure of a brake device may be used.

In summary, an apparatus and a method for controlling a brake device, preferably an emergency brake device, a rail vehicle has been described, wherein at least one predicted time or a period for a change of a brake pressure based on on the initiation of a braking operation available speed data of the rail vehicle and the change of the brake pressure in Anspre ^¬ chen on reaching the predicted time or period is initiated.

The features of the invention disclosed in the foregoing description, in the drawings and in the claims may be essential to the realization of the invention both individually and in any combination.

Claims

claims 1. Device for controlling a braking device of a rail vehicle, comprising: a time control device (12; 120) for determining at least one predicted time (to) or time period (UB _t ) for a change of a brake pressure based on speed data of the vehicle available at the initiation of a braking process Rail vehicle, and - a Bremsdruckeinstelleinrichtung (12; 122) for initiating the change of the brake pressure in response to reaching the predicted time or period. 2. Device according to claim 1, wherein the time control device (12; 120) is designed, the predicted time (to) or period (UB _t ) on the basis of a forecast of Verzö ^¬ course of the rail vehicle after initiation of Determine braking. 3. Apparatus according to claim 1 or 2, wherein the time control device (12; 120) is configured to generate a trigger signal ^¬ (UTr) for the change of the brake pressure upon reaching the prog ^¬ nostizierten time (to) or period (UB _t ) and wherein the Bremsdruckeinstelleinrichtung (12; 122) initiates the change of the brake pressure in response to detecting the Triggersig ^¬ Nals (UTR). 4. Device according to one of the preceding claims, wherein the Bremsdruckeinstelleinrichtung (12; 122) is configured to initiate a sudden, stepped or ramped change in the brake pressure. 5. Device according to one of the preceding claims, wherein the braking operation is an emergency braking and the change is an increase in the brake pressure. 6. Device according to one of the preceding claims, wherein the Bremsdruckeinstelleinrichtung (12; 122) is configured to initiate the change of the brake pressure, a modified load pressure signal (Tmod) to a brake control valve device (14) in response to a corresponding brake control pressure (Cn) to a pressure converter or a pressure booster for a pneumatic braking device emits. 7. Brake system for a rail vehicle, with a Vorrich ^¬ device according to one of claims 1 to 6. 8. Emergency braking device for a rail vehicle, with a device according to one of claims 1 to 6. 9. A method for controlling a braking device of Rail vehicle, with the steps: - Determining (501, 502) at least one predicted time (to) or period (UB _t ) for a change in a brake ^¬ pressure based on the initiation of a braking ^¬ baren speed data of the rail vehicle, and - Introducing (503, 504) the change of the brake pressure in Anspre ^¬ Chen on reaching the predicted time or period. 10. The method of claim 9, wherein the step of changing the brake pressure comprises a step-like, staircase-shaped or ramp-shaped change. 11. The method of claim 9 or 10, wherein the braking operation is an emergency braking and the change is an increase in the brake pressure. 12. Computer-readable storage medium, on which a executable on a computer system program code is stored, the steps of one of the Verfahrensansprü ^¬ che 9 to 11 generates in its execution. 13. Computer program with code means which, when executed on a computer system, generate the steps of one of method claims 9 to 11.