AT528023B1 - 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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Description

MODULAR BRAKING DEVICE FOR RAIL VEHICLES

[0001] The invention relates to a track construction machine with at least one hydraulically driven working unit with a modular braking device for converting the essentially translational energy of the track construction 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 converted into heat by means of electrical power resistors.

[0002] Track construction 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.

[0003] This mass acts on the rails in a distributed manner via the wheel sets of the bogies when the rail vehicle is standing or moving on a track of a rail network.

[0004] A characteristic value for the mass of a track construction machine is 100t or 10 kg.

[0005] Track maintenance machines, which are assembled from several vehicles or vehicle parts with working units and/or other functional modules to form a rail vehicle assembly, have a mass in the order of ten times the characteristic value, whereas the mass of small, compact track maintenance machines is less than one tenth of this value.

[0006] It is known from the prior art that when a rail vehicle is decelerated, 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 a rotational change in movement occurs in parts of the rail vehicle, in particular in the rotating wheel sets.

[0007] 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 (?*2019), Schienenfahrzeugtechnik, page 112, can be, for example, between 1.03 and 1.10.

[0008] Due to this characteristic value of the rail vehicle mass and the values of the weight forces derived therefrom, 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 caused by forces external to the vehicle.

[0009] Such force effects can occur, for example, when the railway track has a significant gradient.

[0010] These force effects then correspond approximately to the total weight force resulting from the mass of the rail vehicle and the acceleration due to gravity, multiplied by the gradient as a prefactor.

[0011] The braking forces in track-laying 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.

[0012] The control of these friction brakes can be carried out according to various principles.

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[0013] In the case of rail vehicles of the main railways, the braking process according to WO 2020/069737 A1 is usually activated by a changed compressed air distribution in the braking system by means of a pneumatically operated component, which is referred to as a brake calliper or brake caliper.

[0014] This component acts on a brake element which is brought into frictional connection either with a brake disc mounted on a wheelset shaft or directly with a wheel tread.

[0015] US 2008083576 A1 discloses an energy storage trailer for a locomotive comprising a hydraulic energy storage system designed to capture and reuse energy normally lost during dynamic braking.

The trailer is preferably configured to provide functions suitable for replacing one of the majority of locomotives hauling a freight train. Braking methods and methods for absorbing and reusing dynamic braking energy on long track gradients are also disclosed.

[0016] 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 discloses a braking system with an electromechanical brake actuator.

[0017] The translational kinetic energy at the beginning of the braking process of a machine moving on the rail track is converted almost entirely into heat in braking devices based on the friction brake principle.

[0018] The activation of the mechanical friction brake leads to unavoidable wear of the brake pads.

[0019] On steep slopes, these braking devices pose the additional risk of overheating.

[0020] If the track construction machines are partially or entirely equipped with electric drives, these can convert the translational kinetic energy of the machine into electrical energy in a generator mode.

[0021] 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 brake the rail vehicle.

[0022] This electrical energy can be used, on the one hand, to recharge vehicle-side electrical energy storage devices such as accumulators or battery arrangements.

[0023] On the other hand, if a current collector is present on the vehicle, the existing electrical energy can be transferred back into a track-side electrical supply device, for example an overhead line or a conductor rail.

[0024] If there is neither a corresponding trackside supply device nor a further charging requirement for the vehicle-side electrical energy storage devices, the electrical energy can be converted into heat by an electrical resistance.

[0025] 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.

[0026] The further braking of the track construction machines is then carried out via the mechanical braking device described.

[0027] The invention is based on the object of providing a modular braking device

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of the type mentioned above, an improvement over the state of the art.

[0028] In particular, the wear of the braking device should be reduced compared to the prior art.

[0029] Furthermore, it is an object of the invention to disclose a method for operating the modular braking device.

[0030] According to the invention, these objects are achieved by claim 1 and claim 7.

[0031] Dependent claims specify advantageous embodiments of the invention.

[0032] During deceleration, energy is withdrawn from the entire rail vehicle or a part thereof by a consumer, in particular an actuator.

[0033] The track construction machine comprises bogies which are predominantly designed as rail bogies for operation on a rail track.

[0034] If this machine or a machine part, in particular a working unit, is driven hydraulically, the energy can be fed directly into the fluid system.

[0035] If the drive is electric and neither overhead line nor accumulator is available, the energy is transferred to an electric motor with attached fluid pump and energy is fed into the fluid system instead of converting it into heat.

[0036] If a reconversion into an energy form suitable for propulsion is not desired, the energy is introduced into the fluid system in the form of heat.

[0037] These requirements are met by a track-laying machine with at least one hydraulically driven working unit and with a modular braking device for converting the essentially translational energy of a track-laying 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 converted into heat by means of electrical power resistors, wherein a further braking module is set up for the complete or partial transmission of the translational kinetic energy of the track-laying machine to a vehicle-side fluid system.

[0038] The fluid system is not limited to a hydraulic system.

[0039] A pure water system or a pneumatic system is also suitable as a consumer of the described further brake module of the braking device.

[0040] In a preferred development of the modular braking device, the further braking module is provided to feed the translational energy of the track construction machine directly into the vehicle-side fluid system.

[0041] Such direct energy conversion is particularly possible when the machine is driven by fluid technology.

[0042] In an alternative variant of the modular braking device, the further braking module is provided to convert the translational energy of the track construction machine into other forms of energy such as electrical, mechanical, thermal or pneumatic energy in one or more stages and to use the energy form of the last conversion stage to operate the vehicle-side fluid system.

[0043] This variant of the modular braking device is used in particular when the machine is operated by other types of drive.

[0044] According to the invention, in a completely passive operating state of the fluid system, in which it can no longer absorb any further energy, the energy fed in

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to convert into heat.

[0045] This operating state occurs, for example, when no working unit is activated to act as a consumer and all fluid reservoirs are charged.

[0046] Preferably, a valve, in particular a pressure relief valve, is provided in the modular braking device for converting the energy fed into the fluid system into heat.

[0047] It is advantageous for the modular braking device to dissipate the excess heat of the fluid system to the environment.

[0048] For example, an oil cooler is used to dissipate heat.

[0049] Such an oil cooler is usually already present in the machine and does not have to be installed specifically for the adaptation of the braking device.

[0050] The use of components already present on the machine, such as fluid coolers and fluid pumps, is a further advantage of the modular braking device in question.

[0051] 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 of overheating of the friction-based brakes.

[0052] 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 is activated for conversion into electrical energy, then the braking module for operating a vehicle-side fluid system and only then the braking module for conversion into other mechanical energy and/or heat.

[0053] It is advantageous that the staggered activation of the brake modules takes place depending on operating variables such as the instantaneous translational speed of the track construction machine, the braking forces and/or the braking power on the basis of a predetermined braking process.

[0054] 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.

[0055] In an alternative variant, it is provided that the activation of all brake modules present in the track maintenance machine takes place simultaneously in certain operating cases, for example when an emergency brake or rapid braking is triggered.

[0056] The invention is explained below by way of example with reference to the accompanying figures. They show, in schematic form:

[0057] Fig. 1 Energy flows and control signals during driving and braking operation [0058] Fig. 2 A variant of the diagram from Fig. 1 [0059] Fig. 3 A variant of the diagram from Fig. 2

[0060] Fig. 4 A track maintenance machine with pantograph on a rail track with the modular braking device according to the invention

[0061] Fig. 5 Another track construction machine on an inclined rail track [0062] Fig. 6 A first drive concept for the track construction machine [0063] Fig. 7 An alternative drive concept for a track construction machine

[0064] Fig. 8 A hydraulic circuit for an embodiment of the braking device according to the invention

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[0065] Fig. 9 Different braking curves at constant braking power or constant braking force

[0066] Fig. 10 Braking power curve for constant speed on a section with a constant gradient

[0067] Fig. 11 Braking curve for emergency braking with simultaneous use of all available brake modules

[0068] In Figure 1, the energy flows 34 and 43 between the primary energy converters 3 and the consumers 4 of a track maintenance machine 6 are shown schematically for driving operation without deceleration and for driving operation with deceleration or for braking operation.

[0069] In driving mode without deceleration, there is only one energy flow 34 which transfers energy from the primary energy converters 3 to the consumers 4.

[0070] 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 track-laying machine 6 via current collectors 7 into the voltage levels required on the vehicle side.

[0071] Primary energy converter 3 can alternatively be a drive unit 33 powered by diesel or another fuel or a fuel cell.

[0072] A vehicle-side electrical energy storage device 32, such as an accumulator or a battery module arrangement, is also considered as a primary energy converter 3 in the context shown.

[0073] Consumers 4 may be, 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.

[0074] In braking mode and in driving mode with deceleration, with suitable design and equipment of the primary energy converter 3 and the consumer 4, energy can be transferred back in the opposite direction, as shown in Figure 1 by the energy flow 43.

[0075] 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.

[0076] 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.

[0077] Figure 2 shows a variant of this regenerative modular braking system 1 with two consumers 41 and 42 instead of the consumer 4.

[0078] 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.

[0079] In this scheme, the energy flows 341 and 342 in driving mode without delay transfer energy from the primary energy converter 3 to the consumers 41 and 42.

[0080] This corresponds to the energy transfer of the energy flow 34 of Figure 1.

[0081] The consumer 41 is, for example, a traction drive 41, while the consumer 42 is an actuator 16 of the fluid system 15.

[0082] 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 on the one hand, or to the consumer 42 with the energy flow 4142 on the other hand.

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[0083] 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.

[0084] The control signal 25 of the control device 2 acts on the energy interface 5.

[0085] A variant of such an energy interface 5 is disclosed as an interface device in AT 521386 A4.

[0086] Figure 4 shows an embodiment of the modular braking device 1 with regenerative part in a rail vehicle 6 with pantograph 7 and rail bogie 9 on a rail track 10.

[0087] 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.

[0088] In non-delayed driving operation, the energy can be transmitted on the one hand 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 on the other hand from the electrical storage device 32 via the line 325 to the interface device 5.

[0089] In the case of braking operation or driving operation with deceleration of the track construction machine 6, the direction of the energy flow via the lines 31 and 32 is at least partially reversed, as shown in Figure 3.

[0090] In the case of undelayed driving operation, energy is transmitted from the interface device 5 to the traction drive 42 with the drive motors 421 and 422 by means of the line 425.

[0091] These two motors 421 and 422 drive the axles of the chassis 9.

[0092] Furthermore, the mechanical brake module 42 with the brake pads 411 and 412 acting on the running surfaces of the drive wheels is also supplied with energy by means of the line 415.

[0093] In braking operation or driving operation with deceleration of the track construction machine 6, with a suitable configuration of the traction drive 42, it is possible for energy of the translational movement of the track construction machine 6 to be transmitted 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.

[0094] This energy obtained from the braking or deceleration of the track maintenance machine 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 7.

[0095] Figure 5 shows the track construction machine 6 from Figure 4 in an extended variant, wherein the additional rail vehicle part is equipped with three rail bogies 9A, 9B and 9C and with the working units 11 characteristic of a track construction machine 6.

[0096] The working units 11 are supplied with energy, particularly during operation, by the interface device 5 via the line 511.

[0097] A control line 211 is led from the control device 2 through the interface device 5 to the working units 11 in order to monitor and control the energy flows between the interface device 5 and the working units 11.

[0098] Working units 11 serve on the one hand for the production and maintenance of the sliding

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internal guideway 10, are for example tamping units, preferably in combination with a lifting and straightening unit and/or rail grinding devices and/or devices and units for producing and renewing the various layers of the superstructure.

[0099] On the other hand, working units 11 are also used to erect, maintain or inspect the overhead lines for supplying track construction machines 6 or to measure a current track position of the rail track 10.

[00100] In Figure 5, the track construction machine 6 moves on the rail track 10 in the direction indicated by the arrow 12.

[00101] The rail track 10 is inclined downwards in this direction of travel 12.

[00102] In such a case, the total weight force F1 of the track construction machine 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 normal to the rail track 10.

[00103] The ratio between the total weight force F1 and the component F>, which acts as an external driving force in the direction of travel 12, is

F,= Fi sina=Fı'a

[00104] Here, a 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.

[00105] The gradient of a rail track 10 is generally given in %, whereby gradients of the rail track 10 which are travelled by rail vehicles solely due to the effect of the wheel-rail contact remain below 30%.

[00106] For these values of the gradient of the rail 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.

[00107] Figure 6 shows a drive concept 131 of a track construction machine 6.

[00108] A module 31 is provided to convert electrical energy, which is fed in by a current collector 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 supply the consumer modules 43.

[00109] 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 significant part of the energy received.

[00110] A module (not shown) is provided in this drive concept for grounding and isolating the module 31.

[00111] As an alternative to the transformer module 31, 311 connected to the trackside supply network by means of the current collector 7, the energy required by the consumer modules 43 can also be provided by an accumulator module 32.

[00112] In order to change the energy supply of the consumer modules 43 from the transformer module 31 to the accumulator module 32, it is necessary to switch the electrical connecting lines by means of the circuit breakers shown.

[00113] Finally, a module 33 with a diesel engine 331 and an electric generator 332 is also provided for energy supply.

[00114] 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.

7115

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[00115] A hydraulic pump (not shown) is also connected to this module 33 as an additional consumer via a common mechanical shaft.

[00116] Figure 7 shows an alternative drive concept 132 of a track construction machine 6.

[00117] A consumer module 43 with a 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.

[00118] Via an electrical connecting line containing a filter module 14, the consumer module 43 is connected to a traction module 41, which comprises a power converter, three pairs of traction motors and an electrical braking resistor.

[00119] 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 a number of working unit modules 11, which can be configured within wide limits, are arranged along the DC interface device 5.

[00120] The DC interface device 5 provides a DC voltage of a defined voltage level.

[00121] Preferably, this voltage level is between 500VDC and 1000VDC.

[00122] It is particularly advantageous if the voltage level of the DC interface device 5 is between 700VDC and 800VDC and is, for example, Us=750VDC.

[00123] In the illustrated drive concept 132, the filter modules 14 serve to shift resonance frequencies fr occurring in the circuit into a frequency range B;(f1,f2) which is not critical for the present application.

[00124] Such a frequency range B; is preferably above f1=100 Hz and below f2=1 kHz and particularly preferably between f1=150 Hz and f2=250 Hz.

[00125] Figure 8 shows an embodiment of a hydraulic circuit 15 for the brake module of a modular brake device 1 according to the invention.

[00126] In braking operation or driving operation with deceleration, which in particular can also be a working operation on an inclined rail track 10 according to Figure 5, energy is transferred 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 means of a common shaft, into a hydraulic line network 20.

[00127] During operation, the electro-hydraulic converter 16 conveys 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 hydraulic actuators.

[00128] A check valve 18 is provided between the electro-hydraulic converter 16 and the hydraulic line network 20 in order to prevent a backflow of the hydraulic medium into the tank 17 via the line sections 1618 and 1716.

[00129] 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 in a fluid-conducting manner by means of the line sections 2019 and 1917.

[00130] The pressure limit value pmax can be mechanically adjusted within a specified range using the directly controlled pressure relief valve 19 used in the hydraulic circuit 15.

[00131] In Fig. 9, different braking curves based on a simple model for the braking process of a sliding construction machine 6 moving translationally at the speed v(t) are shown in comparison.

[00132] It is assumed that during the braking process the braking power

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P is kept constant and as soon as a predetermined minimum speed v(t)[00133] In the case of the curve further to the left in the diagram shown, the constant braking power P=P+ over time between the initial speed v(to)=vo and the speed Vmin which is decisive for switching over the braking device[00134] Below the speed vmin, the braking force F=F+41 is kept constant until the rail vehicle 6 comes to a complete standstill, which is characterized by v(t1)=0. [00135] This braking force F11 is dimensioned in such a way that at the switching time 21 when the speed threshold v(t) is undershot[00136] In the second set of curves shown, the braking power P=P> applies; in the upper part of the braking curve P2[00137] If the braking force F=F22 applied below the speed vmin from the switching point 22 is greater than P2/vmin, the braking time Tg2 is shorter than Tg23=t23-t0 for the dotted case of continued application of a constant braking power P2 at speeds below vmin until standstill. [00138] In contrast, a braking force F=F23 which is less than P2/vmin, below the speed vmin, leads to a braking time Tg3 which is longer both than the braking time Tg2 and than the braking time Teg23 which occurs when constant braking power P2 is used exclusively. [00139] In the lower half of Figure 10, a section of the rail track 10 between the coordinates x1 and x2 is shown which is inclined downwards with the gradient a. Before and after this inclined section there are flat, non-inclined sections of the rail track 10. [00140] The height ho above a reference level decreases in this downwardly inclined rail section 10 from the position x4 to the position xz by the height difference Ah. [00141] The additional driving force F2 shown in Figure 5 due to the downward incline of the rail track section 10 can in this case be compensated for by a braking power P(v,a) shown in order to maintain a constant working speed v(t)=vo. [00142] Figure 11 shows a braking curve profile in which the kinetic energy of the track maintenance machine 6 is reduced in the event of an emergency braking at time t0 simultaneously with braking modules in which the braking power P is kept constant and braking modules in which the braking force F is kept constant. [00143] In this case, the braking time Tg=t1-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 when both braking methods are applied sequentially as shown in Figure 9. [00144] The claims also encompass further embodiments of the modular braking device.

[00134] Below the speed vmin, the braking force F=F+41 is kept constant until the rail vehicle 6 comes to a complete standstill, which is characterized by v(t1)=0.

[00135] This braking force F11 is dimensioned such that at the switching time 21 when the speed threshold v(t) is undershot[00136] In the second set of curves shown, the braking power P=P> applies; in the upper part of the braking curve P2[00137] If the braking force F=F22 applied below the speed vmin from the switching time 22 is greater than P2/vmin SO, the braking time Tg2 is shorter than Tg23=t23-t0 for the dotted case of further application of a constant braking power P2 at speeds below vmin until standstill. [00138] In contrast, a braking force F=F23 which is less than P2/vmin below the speed vmin leads to a braking time Tg3 which is both longer than the braking time Tg2 and than the braking time Teg23 which occurs when constant braking power P2 is used exclusively. [00139] In the lower half of Figure 10, a section of the rail track 10 is shown which is inclined downwards with the gradient a between the coordinates x1 and x2. Before and after this inclined section there are flat, non-inclined sections of the rail track 10. [00140] The height ho above a reference level decreases in this downwardly inclined rail section 10 from the position x4 to the position xz by the height difference Ah. [00141] The additional driving force F2 shown in Figure 5 due to the downward inclination of the rail track section 10 can in this case be compensated by a braking power P(v,a) shown in order to maintain a constant working speed v(t)=vo. [00142] Figure 11 shows a braking curve in which the kinetic energy of the track-laying machine 6 is dissipated in the event of an emergency braking action being triggered at time t0 simultaneously with braking modules in which the braking power P is kept constant and braking modules in which the braking force F is kept constant. [00143] In this case, the braking time Tg=t1-t0 is shorter than when one of the two braking methods is used exclusively, either with constant braking power P or with constant braking force F, but also than when both braking methods are used sequentially as shown in Figure 9. [00144] The patent claims also encompass further embodiments of the modular braking device.

[00137] If the braking force F=F22 applied from the switching time 22 below the speed vmin is greater than P2/vmin SO, the braking time Tg2 is shorter than Tg23=t23-to for the dotted case of further application of a constant braking power P2 at speeds below vmin until standstill.

[00138] In contrast, a braking force F=F23 which is less than P2/vmin, below the speed vmin, leads to a braking time Tg3 which is longer both than the braking time Tg2 and than the braking time Teg23 which occurs when constant braking power P2 is used exclusively.

[00139] In the lower half of Figure 10, a section of the rail track 10 is shown which is inclined downwards with the gradient a between the coordinations x1 and x2.

Before and after this inclined section there are flat, non-inclined sections of the railway track 10.

[00140] The height ho above a reference level decreases in this downwardly inclined rail section 10 from the position x4 to the position xz by the height difference Ah.

[00141] The additional driving force F2 shown in Figure 5 due to the downward inclination of the rail track section 10 can in this case be compensated by a braking power P(v,a) shown in order to maintain a constant working speed v(t)=vo.

[00142] Figure 11 shows a braking curve in which the kinetic energy of the track-laying machine 6 is reduced in the event of an emergency braking action being triggered at time t0 simultaneously with braking modules in which the braking power P is kept constant and braking modules in which the braking force F is kept constant.

[00143] In this case, the braking time Tg=t1-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 when both braking methods are used sequentially as shown in Figure 9.

[00144] The patent claims also encompass further embodiments of the modular braking device.

Claims (9)

A 'hes AT 528 023 B1 2025-09-15 Ss N 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 provided to convert the supplied energy into heat. 2. Track construction machine (6) according to claim 1, characterized in that the further brake module (41, 16) is provided to feed 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 braking module (41, 16) is provided to convert the translational energy of the 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 vehicle-side fluid system (15, 20). 4. Track construction machine (6) according to one of claims 1 to 3, characterized in that a valve (19), in particular a pressure relief valve, is provided for converting the energy fed into the fluid system (15, 20) into heat. 5. Track construction machine (6) according to one of claims 1 to 4, characterized in that it is provided that excess heat of the fluid system (15, 20) is released to the environment. 6. Track construction machine (6) according to claim 5, characterized in that a cooling device, in particular an oil cooler, is provided for dissipating the excess heat of the fluid system (15, 20) to the environment. 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) takes place as a function of operating variables such as the instantaneous translational speed (v(t), vo, Vmin) of the track-laying machine (6), the braking forces (F, F11, F21, F23) and/or the braking power (P, P+, P2, P(v,a)) on the basis of a predetermined 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 construction machine (6) takes place simultaneously in certain operating cases, for example when triggering an emergency brake or rapid brake. 5 sheets of drawings 10 / 15