AT528023A4 - Modular braking device for rail vehicles - Google Patents

Abstract

The invention relates to a modular braking device (1) for converting the essentially translational energy of a rail vehicle (6), in particular a track-laying machine, having a braking module (42) for converting it into other mechanical energy and/or heat and/or having a braking module (41, 411, 412) for converting it into electrical energy, wherein it is provided that this electrical energy is fed back into a track-side electrical supply system by means of a transformer (31, 311) and current collector (7) and/or is stored in a vehicle-side electrical storage device (32) by means of a current transformer and/or is converted into heat by means of electrical power resistors, wherein a further braking module (41, 16) is designed to completely or partially transmit the translational kinetic energy of the rail vehicle (6) to a vehicle-side fluid system (15, 20).

Description

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Modular braking device for rail vehicles

The invention relates to a modular braking device for converting the essentially translational energy of a rail vehicle, in particular a track maintenance machine, with a braking module for converting it into another mechanical energy and/or heat and/or with a braking module for converting it into electrical energy, wherein it is provided that this electrical energy is fed back into a track-side electrical supply system by means of a transformer and current collector and/or is stored in a vehicle-side electrical storage device by means of a current transformer and/or is

electrical power resistors into heat.

Rail vehicles, in particular track-laying machines with special working devices designed to lay and/or connect track modules and/or to measure and/or correct an existing track position,

have a significant mass.

This mass acts on the rails in a distributed manner on the weight forces via the wheel sets of the bogies when the rail vehicle is on a track of a rail network

stands or moves.

A characteristic value for the mass of a rail vehicle designated as a track maintenance machine is 100t

or 10° kg.

Track tree machines consisting of several vehicles or vehicle parts with working units and/or other functional modules to form a rail vehicle assembly

are composed, have a mass in the

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order of magnitude of ten times the characteristic value, whereas the mass of small, compact track construction machines

less than one tenth of this value.

It is known from the state of the art that when decelerating a rail vehicle, as well as when accelerating, it must be taken into account not only the translational change in movement of the entire rail vehicle mass, but also that parts of the rail vehicle, in particular the rotating wheel sets, have a rotational

change in movement occurs.

This additional portion of the rotating masses to be taken into account is usually taken into account with a rotating mass factor, which according to the specialist literature, as stated in Joachim Ihme (22019), Rail Vehicle Technology, page 112, for example

can be between 1.03 and 1.10.

Due to this characteristic value of the rail vehicle mass and the resulting values of the weight forces, high braking forces must be applied and braking power dissipated in order to reduce the speed of a machine moving on a rail track or to prevent its further acceleration due to forces originating from outside the vehicle.

Such forces can occur, for example, if the railway track has a significant gradient

has.

These force effects then correspond approximately to the

total weight force, which is due to the mass of the

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rail vehicle and the acceleration due to gravity,

multiplied by the gradient as a prefactor.

The braking forces in track construction machines are usually applied analogously to other designs of rail vehicles with braking devices that operate on the principle of friction brakes such as block brakes or disc brakes

work.

The control of these friction brakes can be

different principles.

In the case of rail vehicles of the main railways, the braking process according to WO 2020/069737 A1 is usually carried out by a modified compressed air distribution in the braking system by means of a pneumatically operated component which is known as a brake calliper or brake caliper.

is activated.

This component acts on a brake element which is frictionally connected either to a brake disc mounted on a wheelset axle or directly to a

wheel tread.

In DE 3122898 A1, the working brake system of the rail chassis of a mobile track construction machine described therein is hydraulically designed and consists of a brake block and a double-acting brake cylinder, while EP 4190648 A1 describes a brake system with a

electromechanical brake actuator. The translational kinetic energy at the beginning of the

Braking process of a vehicle moving on the rail track

Machine is used in braking devices based on the principle

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the friction brake, almost entirely in heat

converted.

The activation of the mechanical friction brake leads

to unavoidable wear of the brake pads.

On steep slopes, these braking devices have the

additional risk of overheating.

If the track construction machines are partially or completely equipped with electric drives, they can use the translational kinetic energy of the

Machine converts into electrical energy.

WO 2020/069737 A1 discloses a braking system for a rail vehicle having a plurality of wheel sets, wherein each wheel set comprises a first wheel and a second wheel and a wheel set shaft connecting them, and wherein at least one braking module of the braking system is assigned to a wheel set shaft and is configured to convert the rotational energy of the wheel set shaft into electrical energy

and thereby slow down the rail vehicle.

This electrical energy can be used to recharge vehicle-mounted electrical energy storage devices such as

accumulators or battery arrangements are used.

On the other hand, if there is a current collector on board the vehicle, the available electrical energy can be fed into a track-side electrical supply device, for example an overhead line or a conductor rail.

be transferred back.

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If there is neither a corresponding trackside supply facility nor a further charging requirement for the vehicle-side electrical energy storage devices, the electrical energy can be transferred through an electrical resistance in

converted into heat.

If at least one internal combustion engine, for example a diesel engine, is used as the drive unit of the track construction machine, the translational kinetic energy can be partially dissipated by supporting it on this

be dismantled.

The further braking of the track construction machines is then carried out via

the described mechanical braking device.

The invention is based on the object of providing an improvement for a modular braking device of the type mentioned

compared to the state of the art.

In particular, compared to the state of the art,

Wear of the braking device can be reduced.

Furthermore, it is an object of the invention to provide a method for

Operation of the modular braking device.

According to the invention, these objects are achieved by the

Claim 1 and claim 8.

Dependent claims provide advantageous embodiments of the

invention.

When decelerating, the entire rail vehicle or a

Part of it by a consumer, in particular a

Actuator, energy withdrawn.

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In the present case, the rail vehicle is in particular a track construction machine, the running gear of which is mainly designed for operation on a rail track as rail running gear

are trained.

If this machine or a machine part, in particular a working unit, is hydraulically driven, the

Energy can be fed directly into the fluid system.

If it is an electric drive and neither overhead line nor accumulator are available, the energy is transferred to an electric motor with attached fluid pump and energy is fed into the fluid system instead of

to convert it into heat.

If a reconversion into an energy form suitable for the drive is not desired, the energy is supplied in the form of

Heat is introduced into the fluid system.

These requirements are met by a modular braking device for converting the essentially translational energy of a rail vehicle, in particular a track maintenance machine, with a braking module for converting it into another mechanical energy and/or heat and/or with a braking module for converting it into electrical energy, wherein it is provided that this electrical energy is fed back into a track-side electrical supply system by means of a transformer and current collector and/or stored in a vehicle-side electrical storage device by means of a current transformer and/or converted into heat by means of electrical power resistors, wherein a further braking module is provided for the complete

or partial transfer of the translational kinetic

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Energy of the rail vehicle to a vehicle-side

fluid system is set up.

The fluid system is not based on a hydraulic system

limited.

A pure water system or a pneumatic system is also suitable as a consumer of the described further

Brake module of the braking device.

In a preferred development of the modular braking device, the additional braking module is designed to convert the translational energy of the rail vehicle directly into

to feed the vehicle-side fluid system.

Such direct energy conversion is particularly possible when the machine is driven by fluid technology

becomes.

In an alternative variant of the modular braking device, the additional braking module is designed to convert the translational energy of the rail vehicle into other energy forms such as electrical, mechanical, thermal or pneumatic energy in one or more stages and to use the energy form of the last conversion stage for operation

of the vehicle's fluid system.

This variant of the modular braking device is particularly used when the machine is

other types of drive.

In another variant of the modular braking device

is intended to be a completely passive

Operating state of the fluid system in which it has no

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can absorb more energy, the fed in

to convert energy into heat.

This operating state occurs, for example, when no working unit is activated to act as a consumer.

work, and all fluid reservoirs are charged.

Preferably, in the modular braking device for converting the energy fed into the fluid system into heat, a valve, in particular a pressure relief valve,

provided.

It is advantageous to provide for the modular braking device to dissipate the excess heat of the fluid system to the environment

to hand over.

For example, an oil cooler is used to dissipate heat.

Such an oil cooler is usually already present in the machine and does not have to be specially designed for the adaptation of the

Braking device must be installed.

The use of existing components on the machine such as fluid coolers and fluid pumps is another advantage of

the modular braking device in question.

Such direct or indirect feedback of the braking energy of a track maintenance machine into a vehicle-side fluid system also saves weight and costs by eliminating or reducing the otherwise necessary braking resistors, increases efficiency due to the recuperation of energy, especially during operation, and reduces the risk

the overheating of the friction brakes.

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A method for operating this modular braking device provides, in the case of braking operation, in which the predominantly translational energy of the moving rail vehicle is converted into other forms of energy, that first, if present, the braking module for conversion into electrical energy, then the braking module for operation of a vehicle-side fluid system and only then the braking module for conversion into other mechanical

Energy and/or heat is activated.

It is advantageous that the staggered activation of the brake modules is dependent on operating variables such as the current translational speed of the rail vehicle, the braking forces and/or the braking power on the basis of a specified braking process

occurs.

Such a braking curve is, for example, the curve of the reduction of the vehicle speed over time after

Actuation of the modular braking device.

In an alternative variant, it is provided that the activation of all brake modules present in the rail vehicle in certain operating cases, for example when an emergency brake or rapid braking is triggered,

The invention is explained below by way of example with reference to the accompanying figures.

in schematic representation:

Fig. 1 Energy flows and control signals during driving operation

and braking operation

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Fig.

Fig.

Fig.

Fig.

Fig.

Fig.

Fig.

Fig.

Fig.

Fig.

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A variant of the scheme from Fig. 1

A variant of the scheme from Fig. 2

A rail vehicle with pantograph on a rail track with the inventive

modular braking device

Another rail vehicle on a

inclined rail track

A first drive concept for a rail vehicle that is used as a track construction machine

is operated

An alternative drive concept for a rail vehicle used as a track maintenance machine

is operated

A hydraulic circuit for an embodiment of the inventive

braking device

Different braking curves at constant

Braking performance or constant braking force

Braking power curve for constant speed on a section with

Descent of constant gradient

Braking curve during emergency braking under

simultaneous use of all available

Brake modules

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In Figure 1, the energy flows 34 and 43 between the primary energy converters 3 and the consumers 4 of a rail vehicle 6, which is operated as a track maintenance machine, are shown for driving operation without deceleration and for driving operation with deceleration or for braking operation

shown schematically.

When driving without deceleration, there is only an energy flow 34, which transfers energy from the primary

Energy converters 3 to the consumers 4.

Primary energy converters 3 in this context are, for example, the vehicle-side transformers 31, 311, which convert the electrical energy introduced into the vehicle 6 by a power supply device outside the rail vehicle 6 via current collectors 7 into the

converts the voltage levels required by the vehicle.

Primary energy converter 3 can alternatively be a diesel or other fuel-powered

Drive unit 33 or a fuel cell.

A vehicle-side electrical energy storage device 32, such as an accumulator or a battery module arrangement, is also referred to as a primary

Energy converter 3 is considered.

As consumers 4, for example, electromechanical converters such as motors 411, 412 for the traction device 41 of the vehicle 6 or pumps 16 for the fluid system 15

to watch.

During braking and deceleration driving,

appropriate design and equipment of the primary

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Energy converter 3 and the consumer 4 energy is transferred back in the opposite direction, as in

Figure 1 is represented by the energy flow 43.

The operating modes of the primary energy converters 3 and the consumers 4 and the control of the energy flows 34 and 43 between these two aggregate categories are carried out via control signals 23 and 24 of a control device 2 as

Part of a central machine control system.

In particular, the control device 2 with the primary energy converter 3 and the consumer 4 belongs to the

regenerative part of the modular braking system 1.

Figure 2 shows a variant of this regenerative modular braking system 1 with two consumers 41 and 42 instead of the

Consumer 4.

The energy flows 341, 413 and 342 between the primary energy converter 3 and the consumers 41, 42 as well as the energy flow 4142 between the consumers 41 and 42 are controlled by the control signals 23 and 241 or 242 of the

Control device 2 controlled.

In this scheme, the energy flows 341 and 342 in driving mode without delay transfer energy from

primary energy converter 3 to consumers 41 and 42,

This corresponds to the energy transfer of energy flow 34

Figure 1.

The consumer 41 is, for example, a traction drive

41, while the consumer 42 is an actuator 16 of the fluid system

15 is.

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During braking or during driving with deceleration, energy can then be transferred from the consumer 41 to the primary energy converter 3 with the energy flow 413 or, on the other hand, to

the consumer 42.

In Figure 3, the energy exchange between the primary energy converter 3 and the consumers 41 and 42 takes place by means of a vehicle-side energy interface 5, which preferably receives electrical energy by means of the energy flows 35, 415 and 425 and delivers it to the primary energy converter 3 by means of the energy flow 53 and to the consumers 41 and 42 by means of the energy flows 541 and 542.

The control signal 25 of the control device 2 acts

to the energy interface 5.

A variant of such an energy interface 5 is

Interface device disclosed in AT 521386 A4.

Figure 4 shows an embodiment of the modular braking device 1 with regenerative part in a rail vehicle 6 with pantograph 7 and rail chassis

9 on a rail track 10.

The control device 2 controls and/or monitors the energy flows between the primary energy converters 31 and 32, the consumers 41 and 42 and the interface device 5 by means of the control signals 231,

232, 241, 242 and 25.

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In non-delayed operation, the energy can be taken from an overhead line (not shown) by means of the pantograph 7 of the rail vehicle 6 and the transformer 31 via the line 315 or from the electrical storage device 32 via the line 325

to the interface device 5.

In the case of braking operation or driving operation with deceleration of the rail vehicle 6, the direction of the energy flow via the lines 31 and 32 is reversed at least

partially, as shown in Figure 3.

In the case of undelayed driving operation, energy is supplied from the interface device 5 to the traction drive 42 with the drive motors 421 and 422 via the line 425

transmitted.

These two motors 421 and 422 drive the axles of the

Chassis 9.

Furthermore, the mechanical brake module 42 is connected to the running surfaces of the drive wheels by means of the line 415.

acting brake pads 411 and 412 are supplied with energy.

During braking operation or driving operation with deceleration of the rail vehicle 6, with a suitable configuration of the traction drive 42, it is possible for energy of the translational movement of the rail vehicle 6 to be transferred to the interface device 5 via the line 425 with the aid of the rotational energy of the axles and by means of a generator operation of the drive motors 421 and 422.

becomes.

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This energy obtained from the braking or deceleration of the rail vehicle 6 is used, for example, to charge the electrical energy storage device 32 via the line 325 in the case of a reverse energy flow, starting from the interface device 5 or to feed electrical energy back into the track-side supply network (not shown) via the line 315 by means of the vehicle-side primary energy converter 31 and the

Pantograph current collector 7.

Figure 5 shows the rail vehicle 6 from Figure 4 in an extended variant, whereby the additional rail vehicle part is provided with three rail bogies 9A, 9B and 9C and with the characteristics of a track construction machine 6

working units 11.

The working units 11 are controlled, in particular during operation, by the interface device 5 via the

Line 511 is supplied with energy.

A control line 211 is led from the control device 2 through the interface device 5 to the working units 11 in order to control the energy flows between the interface device 5 and the working units 11

to monitor and control.

Working units 11 are used, on the one hand, for the production and maintenance of the rail track 10, for example, tamping units, preferably in combination with a lifting and straightening unit and/or rail grinding devices and/or devices and units for the production and renewal of the various

Layers of the superstructure.

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On the other hand, working units 11 are also used to erect, maintain or inspect the overhead lines for supplying rail vehicles 6 or to determine the current track position of the rail track 10.

VeErmMesSssen.

The rail vehicle 6 moves in Figure 5 on the rail track 10 in the direction indicated by the arrow 12

Direction.

The rail track 10 is in this direction 12

inclined downwards.

In such a case, the total weight force Fı of the rail vehicle 6 is divided into a component F‚,, which acts in the direction of travel 12 and a component F3, the force effect of which is distributed over the rail bogies 9, 9A,

9B, 9C unfolded normal to the rail track 10.

The ratio between the total weight force Fı and the component F»,, which acts in the direction of travel 12 as external

Driving force acts, results in

F,= Fi" sinaz Fi a

Here, xx as an angle, preferably in radians, corresponds to the descent of the rail track 10 in the direction of travel 12 and thus to the ascent against the direction of travel 12.

The gradient of a railway track 10 is usually given in %; gradients of the railway track 10 that are used by rail vehicles solely due to the effect of the wheel

Rail-contact remain below 30%.

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For these values of the gradient of the track 10, the assumption introduced above that for small angles the sine of an angle is equal to the angle is a practical

and useful approximation.

Figure 6 shows a drive concept 131 of a rail vehicle 6, which is operated as a track construction machine

becomes.

A module 31 is provided to convert electrical energy, which is fed in by a pantograph 7 from the overhead line of a trackside supply device, to the vehicle-side electrical voltage levels with a transformer module 311 in order to

To supply consumer modules 43.

These consumer modules 43 comprise various functional units, in particular power converters, but also electrical load units for converting electrical energy into heat, and are connected to various types of working units 11, for which they provide a

provide a significant portion of the energy received.

A module not shown is part of this drive concept

intended for grounding and isolating module 31.

As an alternative to the transformer module 31, 311 connected to the trackside supply network by means of the pantograph 7, the energy required by the consumer modules 43 can also be supplied by a

Accumulator module 32 is provided.

For the change in energy supply of the

Consumer modules 43 from transformer module 31 to the

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Accumulator module 32, it is necessary to connect the electrical wires using the shown

circuit breakers.

Finally, a module 33 with a diesel engine 331 and an electric generator 332 is also provided for

Energy supply is planned.

This module 33, after establishing an electrical connection to the load modules 43 with the provided power switches, transmits electrical energy from its electrical generator 332 by means of the load modules 43 to the various working units

11.

A hydraulic pump (not shown) is also connected to this module 33 via a common mechanical shaft as an additional

connected to consumers.

Figure 7 shows an alternative drive concept 132 of a

Rail vehicle operated by a track construction machine 6.

A consumer module 43 with power converter and electrical resistance is supplied either by a transformer module 31, 311 or by a module 33 comprising a diesel generator 331 in combination with an electric generator 332.

supplied.

Via an electrical connection line containing a filter module 14, the consumer module 43 is connected to a traction module 41, which contains a power converter, three pairs of traction motors and an electric

Braking resistor included.

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In parallel to this traction module 41, a DC interface device 5 is connected to the consumer module 43 by means of a further filter module 14 and along the DC interface device 5, a number of working unit modules 11, which can be configured within wide limits, is

arranged.

The DC interface device 5 provides a DC voltage of a defined voltage level

Disposal.

Preferably, this voltage level is between 500VDC and

1000VDC.

It is particularly advantageous if the voltage level of the DC interface device 5 is between 700VDC and

800 VDC and, for example, Us=750VDC.

The filter modules 14 serve in the illustrated drive concept 132 to shift resonance frequencies fr occurring in the circuit into a frequency range B£.(f1ı,£,) which is suitable for the

present application is not critical.

Such a frequency range Br. is preferably above fı=100 Hz and below f,=1 kHz and especially

preferably between fi=150 Hz and £f,»=250 Hz. Figure 8 shows an embodiment of a hydraulic circuit 15 for the brake module according to the invention of a

modular braking device 1.

In braking mode or driving mode with deceleration, the

in particular a working operation on an inclined

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Rail track 10 according to Figure 5, energy is converted from the vehicle-side electrical network, in particular by means of an electrical interface device 5 and an electro-hydraulic converter 16, which comprises an electric motor 161 and a hydraulic pump 162 connected by a common shaft, into a hydraulic

Transferred to line network 20.

During operation, the electro-hydraulic converter 16 delivers hydraulic medium from the tank 17, by means of the hydraulic line network 20, to hydraulic consumers 4, 11 (not shown), such as rotary or linear

acting hydraulic actuators.

A check valve 18 is provided between the electro-hydraulic converter 16 and the hydraulic line network 20 in order to prevent a return flow of the hydraulic medium into the tank 17 via the line sections

1618 and 1716.

If a pressure limit value Pmax of the hydraulic medium in the hydraulic line network 20 is exceeded, a pressure relief valve 19 is activated and connects the line network 20 to the tank 17 via the line sections 2019 and 1917.

The pressure limit value Pmax can be adjusted with the directly controlled pressure relief valve 19 used in the hydraulic circuit 15, within a specified

range, can be adjusted mechanically.

In Fig. 9 different braking curves are shown based on a

simple model for the braking process of a translationally

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with the speed v(t) moving rail vehicle 6

shown in comparison.

It is assumed that during the braking process the braking power P is initially kept constant and as soon as a predetermined minimum speed v(t) is undershot a constant braking force F is applied. In the curve further to the left in the diagram shown, the constant braking power P = P + 1 over time between the initial speed vVi(to) = vo and the speed Vmin which is decisive for switching over the braking device. Below the speed Vmin the braking force F = Fı1r is kept constant until the rail vehicle 6 comes to a complete standstill, which is characterized by v(t1ı) = 0. This braking force Fı1 is dimensioned such that at the switching time 21 when the speed threshold v(t) is undershot. In the second set of curves shown the braking power P = P , in the upper part of the braking curve P‚, higher braking power Pı1 is initiated. If the braking force F=F‚,» applied from the switching time 22 below the speed Vmin is greater than Po/Vmin SO the braking time Tg» is shorter than Tse»23=t>»3s-to for the

In the curve further to the left in the diagram shown, the constant braking power P=P+1 in the time course between the initial speed vVi(to)=vo and the speed required for switching the braking device

relevant speed Vmin-

Below the speed Vmin the braking force F=Fı1r is kept constant until the complete standstill of the

Rail vehicle 6, which is characterized by v(t1ı)=0.

This braking force Fı1 is dimensioned such that at the switching time 21, when the speed threshold v(t) is undershot, the braking power P=P applies in the second set of curves shown, and in the upper part of the braking curve P‚, a higher braking power Pı1 is initiated. If the braking force F=F‚,» applied from the switching time 22 below the speed Vmin is greater than Po/Vmin SO, the braking time Tg» is shorter than Tse»23=t>»3s-to for the

In the second set of curves shown, the braking power P=P, in the upper part of the braking curve P‚,

higher braking power Pı1 is initiated.

If the value from the switchover time 22 is below the

Speed Vmin applied braking force F=F‚,» greater than

Po/Vmin SO the braking time Tg» is shorter than Tse»23=t>»3s-to for the

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the dotted case of further application of a constant braking power P, at speeds below

FROM Vmin to standstill.

In contrast, a braking force F=F,:, which is less than Po/Vmin L1St, below the speed Vmin leads to a braking time Tgp3s, which is longer both than the braking time Tg,» and than the braking time Tg»3, which is obtained with the exclusive

Application of constant brake line P,; occurs.

In the lower half of Figure 10, a section of the rail track 10 inclined downwards with the gradient X between the coordinations x, and x, is shown.

Before and after this inclined section there are flat, not

inclined sections of the railway track 10.

The height ho above a reference level decreases in this downwardly inclined rail section 10 from the

Position x1 to position x, by the height difference Ah.

The additional driving force F shown in Figure 5 due to the downward slope of the rail track section 10 can in this case be compensated by a braking power P(v,wx) shown in order to maintain a constant working speed v(t)=vo9

become.

Figure 11 shows a braking curve in which the kinetic energy of the rail vehicle 6 in the event of an emergency braking action at time to is simultaneously measured with braking modules in which the braking power P is kept constant and braking modules in which the

Braking force F is kept constant and reduced.

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In this case, the braking time Tg=tı-to is shorter than when only one of the two braking methods is used, either with constant braking power P or with constant braking force F, but also than in the case shown in Figure 9.

sequential application of both braking methods.

The patent claims also include further

Embodiments of the modular braking device are included.

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Patent claims

1. Modular braking device (1) for converting the essentially translational energy of a rail vehicle (6), in particular a track maintenance machine, with a braking module (42) for converting it into another mechanical energy and/or heat and/or with a braking module (41, 411, 412) for converting it into electrical energy, wherein it is provided that this electrical energy is fed back into a track-side electrical supply system by means of a transformer (31, 311) and current collector (7) and/or is stored in a vehicle-side electrical storage device (32) by means of current transformers and/or is converted into heat by means of electrical power resistors, characterized in that a further braking module (41, 16) for the complete or partial transmission of the translational kinetic energy of the rail vehicle (6) is connected completely or partially to a

vehicle-side fluid system (15, 20) is set up.

2. Modular braking device (1) according to claim 1, characterized in that the further braking module (41, 16) is provided to transfer the translational energy of the rail vehicle (6) directly into the vehicle-side

fluid system (15, 20).

3. Modular braking device (1) according to claim 1, characterized in that the further braking module (41, 16) is provided to convert the translational energy of the rail vehicle (6) in one or more stages into other energy forms such as electrical, mechanical, thermal or pneumatic energy and to use the energy form of the last conversion stage for operating the vehicle-side

fluid system (15, 20).

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4, Modular braking device (1) according to one of claims 1 to 3, characterized in that in a completely passive operating state of the fluid system (15, 20), in which

this can no longer absorb any more energy,

is to convert the input energy into heat.

5. Modular braking device (1) according to claim 4, characterized in that for the conversion of the energy fed into the fluid system (15, 20) into heat, a valve (19), in particular a pressure relief valve,

is intended.

6. Modular braking device (1) according to one of claims 1 to 5, characterized in that it is provided that excess heat of the fluid system (15, 20) is transferred to the

environment.

7. Modular braking device (1) according to claim 6, characterized in that for dissipating the excess heat of the fluid system (15, 20) to the environment, a

Cooling device, in particular an oil cooler, is provided.

8. Method for operating a modular braking device (1) according to one of claims 1 to 7, characterized in that in the case of braking operation, in which the essentially translational energy of a moving rail vehicle (6) is converted into other forms of energy, first, if present, the braking module for conversion into electrical energy (41, 411, 412), then the braking module for operating a vehicle-side fluid system (41, 16) and only then the braking module (42) for conversion into other mechanical energy and/or heat

is activated.

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9. Method according to claim 8, characterized in that

that the staggered activation of the brake modules

(4, 41,

411, 412, 42, 16) depending on company sizes such as the

instantaneous translational velocity (v(t)

, Before Vmin)

of the rail vehicle (6), the braking forces (F, Fı1y Fo1y”y Foz3)

and/or the braking power (P, Pı, P2,, P(v,a@)) based on

a predetermined braking pattern.

10. Method according to one of claims 8 or 9, characterized in that the activation of all in the

Rail vehicle existing brake modules (4, 41,

through this

411, 412,

42, 16) in certain operating cases, for example in the

Initiation of an emergency brake or rapid braking,

occurs simultaneously.

Claims (9)

24 patent claims 1. A track maintenance machine (6) with at least one hydraulically driven working unit (11) and with a modular braking device (1) for converting the essentially translational energy of the track maintenance machine (6), with a braking module (42) for converting it into other mechanical energy and/or heat and/or with a braking module (41, 411, 412) for converting it into electrical energy, wherein it is provided that this electrical energy is fed back into a trackside electrical supply system by means of a transformer (31, 311) and current collector (7) and/or is stored in a vehicle-side electrical storage device (32) by means of current transformers and/or is converted into heat by means of electrical power resistors, characterized in that a further braking module (41, 16) is configured for the complete or partial transmission of the translational kinetic energy of the track maintenance machine (6) completely or partially to a vehicle-side fluid system (15, 20) of the working unit (11), wherein in a completely passive operating state of the fluid system (15, 20) in which the working unit is not activated and in which it can no longer absorb any further energy, It is intended to convert the energy fed in into heat. 2. Track construction machine (6) according to claim 1, characterized in that the further brake module (41, 16) is provided to transfer the translational energy of the track construction machine (6) directly into the vehicle-side fluid system (15, 20). 3. Track construction machine (6) according to claim 1, characterized in that the further brake module (41, 16) It is intended to reduce the translational energy of the [MOST RECENTLY SUBMITTED CLAIMS] 25 track construction machine (6) in one or more stages into other forms of energy such as electrical, mechanical, thermal or pneumatic energy and to use the energy form of the last conversion stage to operate the on-board fluid system (15, 20). 4. Track construction machine (6) according to one of claims 1 to 3, characterized in that for the conversion of the energy fed into the fluid system (15, 20) into heat, a valve (19), in particular a pressure relief valve, is provided. 5. Track construction machine (6) according to one of claims 1 to 4, characterized in that it is provided that excess To release heat from the fluid system (15, 20) to the environment. 6. Track construction machine (6) according to claim 5, characterized in that for dissipating the excess heat of the fluid system (15, 20) to the environment, a cooling device, in particular an oil cooler is provided. 7. Method for operating a track construction machine (6) according to one of claims 1 to 6, characterized in that in the case of braking operation, in which the essentially translational energy of a moving track construction machine (6) is converted into other forms of energy, first, if present, the braking module for conversion into electrical energy (41, 411, 412), then the braking module for operating a vehicle-side fluid system (41, 16) and only then the braking module (42) for conversion into other mechanical Energy and/or heat is activated. 8. Method according to claim 7, characterized in that the staggered activation of the brake modules (4, 41, 411, 412, 42, 16) depending on company sizes such as the current ( MOST RECENT CLAIMS ) 26 translational speed (v(t), Vos Vmin) of the track maintenance machine (6), the braking forces (F, Fı1, Foa1, Fo3) and/or the braking power (P, Pı, P,, P(v,@)) based on a specified braking curve. 9. Method according to one of claims 7 or 8, characterized in that the activation of all brake modules (4, 41, 411, 412, 42, 16) present in the track-laying machine (6) in certain operating cases, for example when triggering an emergency brake or rapid brake, simultaneously occurs. [ MOST RECENTLY FILED CLAIMS ]