DE10106377C2 - Electromechanical brake application device - Google Patents

Description

State of the art

The invention is based on an electromechanical brake application device, especially for a rail vehicle brake, according to the genus of the patent saying 1.

There are currently three wheel brake systems in the rail vehicle sector used: pneumatic or electro-pneumatic brake systems, hydraulic or electro-hydraulic brake systems as well as mechanical or electromechanical brake systems. The wheel brake system can be active or passive Brake system be executed depending on whether the force of the brake actuator to Braking (active braking system) or releasing the brake (passive braking system) must be applied. In the event of operational disruptions occurs at pneumatic systems an energy storage in compressed air tanks, with hyd raulische systems in hydraulic tanks and in electromechanical systems in Shape of storage springs.

DE 199 06 228 A1 and DE 198 33 304 A1 are electromechanical Brake application devices described in which an electric motor for chip NEN a spring of a spring accumulator is used, the spring in the frame service or parking braking generates the braking force. The elect romotor to support the spring force when braking.

Electromechanical brake application devices are from the prior art known which a service brake unit and a memory brake unit with have an energy storage. The service brake unit includes one  Brake force generator for applying and / or releasing the brake, for example in Form of an electric motor drive, which is controlled by a control device slip-controlled or load-corrected braking can be controlled. The stores Brake unit includes at least one energy storage for storing and Abge energy to apply the brake as an operational emergency brake at one Safety brake request, as a parking or parking brake or in the sense of a underlying safety level in the event of failure of the service brake unit.

A force converter ensures the implementation of the braking force generator and / or energy released by the energy store into a brake application movement and includes, for example, a brake spin driven by the electric motor drive del.

To activate the energy store, one is on a security and / or a festival Parking brake request signal unlockable locking device vorese hen. The memory brake unit is generally designed as a spring brake forms, the storage spring by the locking device in tensioned Condition is maintained. In response to the safety brake request signal which for example via a safety loop of the rail vehicle in the Verrie gelungseinrichtung controlled, this is solved and the power of Speicherfe it can be transferred to brake shoes using the power converter.

However, it is disadvantageous that in the event of a safety brake or parking brake when the brake is intact clamping device no anti-skid or load-corrected insertion of the Braking force is possible to even with safety or parking braking to allow certain braking comfort.

The present invention is based on the object of an elect romechanical brake application device of the type mentioned at the beginning to develop that even in the safety and / or parking brake case anti-skid devices applies and / or can be braked in a load-corrected manner.

According to the invention, this object is achieved by the characterizing features of Claim 1 solved.  

Advantages of the invention

When the safety or parking brake is requested, the brake tensioning device with the help of the service brake unit and with full comfort, d. H. be corrected for the load and braked with slip or slip protection. The control the braking force is monitored by the control and monitoring device. This prevents the brake force from being correctly applied (brake application device open) of the locking device and thus in the safety braking event that is frequently observed when the storage brake unit is triggered Brake slip of the wheels of the rail vehicle. Through this measure you can  the driving comfort increased and the mechanical loads and wear of the braking system are reduced.

The measures listed in the dependent claims are advantageous Wei Developments and improvements of the electro specified in claim 1 mechanical brake application possible.

According to a particularly preferred measure, the brake is intact when the brake is intact tensioning device a supply of the safety and / or parking brake request tion signal to the locking device by means of one of the control and monitoring Controllable switching device can be prevented and instead the lockable signal can be activated.

The locking device is preferably electromagnetically actuated forms, current-locked and unlocked when de-energized, the security brake request signal by a safety loop of the rails Vehicle controllable currentless state is formed.

The switching device includes at least one relay, which the locking device in response to the safety brake request signal and when the brake is intact application device connects to a voltage source. An unlocking of the Storage brake unit is then reliably prevented by simple means.

Alternatively, the locking device can have a plurality of locking elements include, of which at least one locking element for locking of the locking device is sufficient, wherein when the brake application is intact direction from the control and monitoring device to this at least one Locking element the signal to keep the locking device locked is controllable.

The latter can be achieved, for example, in that the locking direction can be actuated electromagnetically and several as locking elements Lock or unlock solenoids for generating the locking device includes the magnetic forces, the magnetic force at least one of the control and monitoring device controllable solenoid for locking the locking device is sufficient. When executing the locking device direction with a double or multiple coil is a separate control of the  individual coils in separate circuits, for example by the Control and monitoring device on the one hand and through a safety loop the rail vehicle on the other hand possible. The solenoids are for identical parts, one or two additional solenoid coil (s) take little more Space, so the solution described requires little space and is cost cheap to implement. Magnetic coils are also insensitive to Shock and vibration loads, their lifespan is also long.

drawings

Embodiments of the invention are shown in the drawings and in the following description explained in more detail. Show it:

Figure 1 is a highly schematic representation of a preferred embodiment egg ner brake application device according to the invention.

Fig. 2 is a sectional view of a locking device according to another embodiment of the brake application device.

Description of the embodiments

The overall designated in FIG. 1 with 1 and preferred embodiment of an electromechanical brake application device of a rail vehicle includes a service brake unit with a brake actuator 2 , which comprises a brake spindle 6 which can be driven by an electric servomotor 4 . The brake spindle 6 is comprised of a nut / spindle assembly 8 , which is preferably a roller screw drive such as a ball screw, roller screw drive, screw thread screw drive or can be designed as a planetary roller screw drive. When the brake spindle 6 rotates, a nut 10 of the nut / spindle assembly 8 is therefore guided translationally along the brake spindle 6 and acts on pivoted brake caliper levers 12 . The pivoting movements of the brake caliper lever 12 are converted into essentially translatory brake application movements of brake pads 14 in the direction of a brake disc axis, not shown.

The service brake unit is designed to generate load-corrected and / or slip-controlled braking forces, with a load-corrected braking force being essentially a brake force that is adapted to the respective weight of the rail vehicle and a slip-controlled braking force to be understood as a braking force by which the braking is carried out little or no wheel slip occurs. For this purpose, a control device 16 is provided, into which a signal for the actual braking force value can be input by means of a signal line 18 from a first force sensor 20 and can be compared there with a desired braking force value for determining a differential difference. The braking force setpoint is preferably based on reaching a required braking force in the shortest possible time.

The control device 16 controls a power unit 22 which, depending on the calculated control difference, controls an operating current for the servomotor 4 , which is measured by a current sensor 24 , a corresponding signal being transmitted to the control device 16 via a signal line 26 . The build-up of the braking force only begins after a pad play has been completed. A speed sensor 28 serves as a position sensor or as a rotation angle sensor for correct control of the motor by the control device 16 .

Furthermore, the brake application device 1 includes a storage brake unit with an energy store for storing and delivering energy for applying the brake in the event of a safety or emergency braking. The energy storage is formed prior preferably through an opening formed as a helical spring, coaxial to the brake spindle loaded spring 30 which is tensioned in the brake release position and 4 end facing on a housing of the brake actuator 2 and with its other end on a not shown with their the servomotor for reasons of scale, Coaxial to the brake spindle 6 sliding sleeve supports, which acts on the brake caliper lever 12 and which is held by a locking device 32 in the release position.

The locking device 32 is connected via an electrical line 34 to a safety loop 36 of the rail vehicle, to which a safety brake request signal is present by actuation of an emergency stop button or emergency brake lever. The safety loop 36 and the locking device 32 are interposed with a switching device 38 , which preferably comprises two relays connected in series, a first relay 40 and a second relay 42 . Alternatively, any other type of switching element can be used, for example semiconductors, in particular transistors.

The first relay 40 is connected to its control input 44 via an electrical control line 46 with a control and monitoring device 48 integrated into the control device 16 , the control input 50 of the second relay 42 is connected to a further, redundant control by means of a further control line 52 - And monitoring device 54 connected, which can communicate with a control and monitoring device 48 . Both relays 40 , 42 are connected by their one power inputs 56 , 58 to a voltage source 60 , a further power input 62 of the second relay 42 is connected to the safety loop 36 and its output 64 is connected to the further power input 66 of the first relay 40 , of which an output 68 is connected to the locking device 32 via the electrical line 34 . Both relays 40 , 42 switch in the de-energized state, the electrical line 34 between the interlocking device 32 and the safety loop 36 , as shown in Fig. 1. The two control and monitoring devices 48 , 54 can receive signals of the safety loop 36 via electrical lines 70 . Via an interface 72 gene brake request signals from a brake signal generator to the control device 16 . System diagnostics can also be carried out via the interface, and it also represents a connection to a higher-level controller.

A second force sensor 74 is connected to the redundant control and monitoring device 54 via a signal line 76 . The output signals of the two force sensors 20 , 74 form, as input signals for the control and monitoring devices 48 , 54 and the control device 16, in addition to actual brake force actual values necessary for calculating the control difference, criteria for the functionality of the brake application device 1 . The functional test of the brake application device 1 is preferably carried out online and continuously by the two control and monitoring devices 48 , 54 . Instead of measuring the braking force directly, sensors for measuring physical quantities can also be provided, from which the braking force can be derived.

The locking means 32 is formed preferably electromagnetically actuated and includes a locking piston 78 which gelungseinrichtung when current is applied Verrie 32 the storage spring locked in its tensioned position 30 and unlocks the accumulator spring 30 in a de-energized locking device 32 so that the located relaxing memory spring 30 a brake application movement of the brake pads 14 can cause.

The servomotor 4 forms a braking force generator, the other elements of the force transmission path from the servomotor 4 to the brake pads 14 form a braking force converter. Against this background, the brake application device 1 according to the preferred embodiment has the following function:
The storage spring 30 is tensioned in the release position of the brake actuator 2 . The two relays 40 , 42 are in the switch position shown in FIG. 1, in which the locking device 32 is electrically connected to the safety loop 36 . Since the safety loop 36 is energized during normal operation, there is the locking device 32 in the locked position. The force of the tensioned spring 30 can then be supported by the locking device 32 .

In the transition from the release position to a service brake position, the re regulating device 16 receives a brake request signal via its interface 72 , whereupon the servomotor 4 is driven via the power section 22 and the brake spindle 6 rotates, as a result of which the nut 10 of the nut / spindle assembly 8 is long the brake spindle 6 screws and the brake caliper lever 12 are spread. The storage spring 30 is not involved in the generation of the service braking force and remains in the cocked state, since it is locked by the still energized locking device 32 .

When an emergency stop button or an emergency brake lever of the rail vehicle is actuated, a safety brake request signal is generated in the safety loop 36 , which is preferably formed by de-energizing the safety loop 36 . If it has been determined by one or both of the control and monitoring devices 48 , 54 that the brake application device 1 is not defective, for example on the basis of the braking force-time profiles of previous braking operations, the two relays 40 , 42 are switched so that the locking device 32 by the voltage source 60 is energized. As a result, the locking device 32 remains locked despite the safety brake signal applied to the safety loop 36 and the storage spring 30 can not relax ent. The secure formed by zero-current of the safety loop 36 is thus overwritten by the averaging means by the control and monitoring devices 48, 54 of the power supply 32 INTERLOCKS prepared integrated brake demand signal. At the same time, service braking is triggered by the two control and monitoring devices 48 , 54 which are de-energized via the safety loop 36 on the control input side, in which case a slip-controlled and / or load-corrected braking force is generated on the brake pads 14 with the aid of the servomotor 4 . If one of the two control and monitoring devices 48 , 54 fails, its function can be taken over by the other. In particular, the two relays 40 , 42 are switched so that if one relay 40 , 42 fails, the other relay 40 , 42 can still provide an electrical connection between the locking device 32 and the voltage source 60 .

However, if a defect in the brake application device 1 is detected by one or both control and monitoring devices 48 , 54 , the two relays 40 , 42 receive no switching signals from the control and monitoring devices 48 , 54 and remain in their shown in FIG. 1 by switching position. On the basis of the safety loop 36 which is de-energized by actuation of the emergency stop button, the locking device 32 is also no longer supplied with current, so that it unlocks the storage spring 30 . Braking with the storage brake unit then takes place without slip control and without load correction.

In FIG. 2, a locking device 80 is shown according to another embodiment of the brake application device 1 according to the invention. The remaining components of the brake application device 1 are identical or analogous to those described above. The following statements relate to the structure of the locking device 80 .

In an actuator housing 82 of the brake actuator 2 , an annular space 84 is formed, in which a ring gear 90 is arranged, which is in a driving connection with a locking nut 86 through a slip clutch 88 . The locking nut 86 is rotatable by means of a non-self-locking thread 92 with respect to a sliding sleeve 94 displaceable in the direction of the brake spindle 6 , on which the storage spring 30 is supported and whose translational extension movement causes the brake calliper lever 12 to pivot in the brake application direction. The locking device 80 has a housing 96 which is flanged to a radial opening of the annular space 84 . The locking device 80 also includes a shaft 98 , on the radially inner end of a bevel gear 100 and on the opposite, radially outer end of a cylindrical flywheel 102 is arranged. The bevel gear 100 meshes with the toothing of the ring gear 90 and forms with this a bevel gear, which preferably has a relatively high transmission ratio. The shaft 98 is rotatably supported in the housing 96 of the locking device 80 by deep groove ball bearing 104 , the shaft 98 being arranged perpendicular to the brake spindle 6 .

The flywheel 102 has at its end facing the brake spindle 6 ei ne ring recess 106 for a ring 108 , which is arranged coaxially to the shaft 98 and slidably received along in the axial direction extending pin 110 , whereby it is rotatably connected to the flywheel 102 . The ring 108 also has on its end face away from the flywheel 102 a radially outer ring gear 112 , which is another, which is supported on the housing 96 of the locking device 80 gear ring 114 and is pushed away by the action of compression springs 116 . The ring 108 are further several, preferably two in the housing 96 of the locking device 80 in the axial direction one behind the other arranged magnet coils 118 , 120 opposite, which can be energized individually by electrical connections 122 . The ring 108 , the two ring gears 112 , 114 and the two magnetic coils 118 , 120 together form a magnetic tooth brake 124 .

In at least one energized solenoid 118 , 120 magnetic attraction forces arise to move the ring 108 against the action of the compression springs 116 along the pin 110 in the axial direction on the solenoids 118 , 120 , whereby the ring gear 112 of the ring 108 with the on the housing 96 of the locking device 80 held gear 114 comes into engagement and thus enters into a rotationally fixed connection with this. Then a acting from the storage spring 30 on the sliding sleeve 94 , via the locking nut 86 and the plate wheel 90 in the locking device 80 initiated torque can be supported on the housing 96 of the locking device 80 , the power flow through the bevel gear 100 , the shaft 98 and the Flywheel 102 is running. The magnetic coils 118 , 120 act magnetically in the same direction and are designed so that the magnetic force of a single magnetic coil 118 , 120 is sufficient to keep the magnetic toothed brake 124 closed.

The further away from the ring 108 magnet coil 120 is connected to the connections 122 with the control and monitoring devices 48 , 54 shown in FIG. 1 in an electrically conductive connection and receives current from this, while the magnet coil 118 closer to the ring 108 to the Security loop 36 is closed. Alternatively, a reverse assignment is also possible. This means that the magnetic coil 118 in the case of zero-current of the safety loop 36 is not receiving power at a safety braking and hence no magnetic forces for locking the magnetic tooth 124 generates brake. However, if the brake application device is intact, the safety brake request signal generated by de-energizing is overwritten by the other magnet coil 120 still being energized by the control and monitoring devices 48 , 54 , the magnetic forces thus formed being sufficient to apply the mag-net brake 124 and thus the To keep locking device 80 locked, so that the memory spring 30 can not relax. The safety braking force is then generated in this case, as in the case of service braking, by the servomotor 4 regulated by the control device 16 .

Additionally or alternatively, if the brake application device 1 is intact, at least one of the magnetic coils of the magnetic tooth brake 124 is energized by the control and monitoring devices 48 , 54 or remains in the energized state by this when another solenoid is de-energized in the presence of a parking brake request signal. The parking brake force is then also generated in this case, as in the case of service braking, by the servomotor 4 controlled by the control device 16 .

In order to achieve a reduction in the power loss, the solenoid 120 controlled by the control and monitoring devices 48 , 54 is operated with a holding current which is just large enough to keep the magnetic tooth brake 124 closed. This reduces both the current consumption and the internal heating of the brake application device 1 .

However, if the brake application device 1 has a defect, the solenoid 120 is also de-energized, so that the ring gear 112 of the ring 108 is disengaged by the action of the compression springs 116 with the ring gear 80 held on the housing 96 of the locking device 114 and as a result Ring gear 90 together with bevel gear 100 , shaft 98 and flywheel 102 can rotate freely relative to housing 96 of locking device 80 . As a result, the locking nut 86 can rotate along the non-self-locking thread 92 on the sliding sleeve 94 , which is urged into the brake application position by the storage spring 30 . As in the embodiment described above, the safety braking triggered by the storage spring 30 takes place without slip control and without load correction.

The flywheel 102 , the ring 108 , the shaft 98 and the bevel gear 100 together form a flywheel 126 which is rotatable perpendicular to the brake spindle 6 and is arranged beyond the locking nut 86 with respect to the slip clutch 88 , the share of the flywheel 102 in the moment of inertia of the flywheel 126 being due to Your radius is largest. During the Bremszu clamping movement, the rotation of the locking nut 86 via the bevel gear 90 , 100 in a higher speed rotation of the Schwungmas se 126 is translated, so that a large part of the potential energy of the relaxing spring 30 is converted into rotational energy.

When the braking position is reached, the rotation of the locking nut 86 stops. The slip clutch 88 between locking nut 86 and ring gear 90 is designed such that the upper limit torque, from which a relative rotation between spur gears 128 of ring gear 90 and locking nut 86 can take place, by the torque from the product of the moment of inertia of the flywheel 126 and after passing through Brake application stroke existing nen delay in the brake end position is exceeded, so that the Schwungmas se 126 can initially continue to rotate after reaching the brake end position and is essentially brought to a standstill by the friction taking place between the spur gears 128 of ring gear 90 and locking nut 86 . As a result, the rotational energy stored in the flywheel 126 can be gradually reduced.

To apply the parking or parking brake with the aid of the storage brake unit, all magnetic coils 118 , 120 can be switched off by suitable measures in order to release the locking device 80 . Alternatively, the direction of the magnetic forces can be inverted by reversing the current flow in one or in both magnet coils 118 , 120 and the magnetic tooth brake 124 can thus be opened. In addition, a further magnetic coil can be used which can be energized di rectly via a control line assigned to the parking brake and generates magnetic forces which counteract the magnetic forces of the two magnetic coils 118 , 120 .

LIST OF REFERENCE NUMBERS

1

brake application

2

brake actuator

4

servomotor

6

brake spindle

8th

Nut / spindle

10

mother

12

Brake caliper lever

14

Brake pads

16

control device

18

signal line

20

force sensor

22

power unit

24

current sensor

26

signal line

28

Speed sensor

30

storage spring

32

locking device

34

electrical line

36

safety loop

38

switching device

40

relay

42

relay

44

control input

46

control line

48

Control and monitoring device

50

control input

52

control line

54

redundant control and monitoring device

56

power Entry

58

power Entry

60

voltage source

62

power Entry

64

output

66

power Entry

68

output

70

electrical line

72

interface

74

force sensor

76

signal line

78

locking piston

80

locking device

82

actuator housing

84

annulus

86

locking nut

88

slip clutch

90

crown

92

non-self-locking thread

94

sliding sleeve

96

Housing locking device

98

wave

100

bevel gear

102

flywheel

104

Deep groove ball bearings

106

annular recess

108

ring

110

spigot

112

sprocket

114

sprocket

116

compression springs

118

solenoid

120

solenoid

122

electrical connection

124

Solenoid cogwheel brake

126

Inertia

128

Spur gear teeth.

Claims (12)

1. Electromechanical brake application device, in particular for a rail vehicle brake, comprising:

• a) a service brake unit ( 4 , 6 ) for generating a load-corrected and / or slip-controlled braking force,
• b) a storage brake unit with an energy store ( 30 ) for storing and delivering energy for applying the brake, and
• c) an unlockable locking device ( 32 ; 80 ) for the energy storage ( 30 ),

characterized in that at least one control and Überwachungsein direction (48; 54) is provided for monitoring the brake function of the brake application device (1) by which even in the Si cherheits- with intact brake application device (1) and / or the parking brake case a signal for Verriegelthalten the Locking device ( 32 ; 80 ) can be generated and the service brake unit ( 4 , 6 ) with its functionality for anti-skid and / or load-corrected braking can be activated to apply the brake. 2. Electromechanical brake application device according to claim 1, characterized in that when the brake application device ( 1 ) is intact, signals for locking are constantly applied to the locking device ( 32 ; 80 ) and a safety and / or generated for unlocking the locking device ( 32 ; 80 ) or overwrite the parking brake request signal. 3. Electromechanical brake application device according to claim 1, characterized in that when the brake application device ( 1 ) is intact, a feeder of a safety and / or parking brake request signal to the locking device ( 32 ) can be activated by means of a switching device ( 38 ) that can be controlled by the control and monitoring device ( 48 ) ) can be prevented and instead the signal for locking can be activated. 4. Electromechanical brake application device according to claim 2 or 3, characterized in that the locking device ( 32 ) is designed to be actuated by an electromagnetic table, can be locked when energized, and can be unlocked when deenergized, the safety brake request signal being formed by a currentless state which can be controlled via a safety loop ( 36 ) of the rail vehicle , 5. Electromechanical brake application device according to claim 3 or 4, characterized in that the switching device ( 38 ) includes at least one relay ( 40 ; 42 ) which the locking device ( 32 ) on the safety brake request signal and with the brake application device ( 1 ) intact with a voltage source ( 60 ) connects. 6. Electromechanical brake application device according to one of the preceding claims, characterized in that the locking device ( 80 ) includes a plurality of locking elements ( 118 ; 120 ), of which at least one locking element ( 120 ) is sufficient to keep the locking device ( 80 ) locked, with intact Brake application device ( 1 ) from the control and monitoring device ( 48 ) to this at least one locking element ( 120 ), the signal for holding the locking device ( 80 ) locked is controllable. 7. Electromechanical brake application device as claimed in claim 6, since by in that the locking device (80) can be actuated electromagnetically, and as locking members a plurality of magnetic coils (118; 120) by which to produce the Veriegelungseinrichtung (80) or forces unlocking magnet includes, wherein the magnetic force at least one solenoid ( 120 ) which can be controlled by the control and monitoring device ( 48 ) is sufficient for locking the locking device ( 80 ). 8. Electromechanical brake application device according to one of the preceding claims, characterized in that the control and monitoring device ( 48 ) is integrated into a control device ( 16 ) for slip control and / or load correction of the braking force generated by the service brake unit ( 4 , 6 ). 9. Electromechanical brake application device according to claim 8, characterized in that the braking force is preferably constantly monitored by the control and monitoring device ( 48 ) in terms of amount and duration of action. 10. Electromechanical brake application device according to claim 9, characterized in that the control device ( 16 ) with a sensor for measuring solution of physical quantities from which the braking force generated by the service brake unit ( 4 , 6 ) can be derived, is preferably in communication with a force sensor ( 20 ). 11. Electro-mechanical brake application device according to claim 10, characterized in that the output signal of the at least one sensor ( 20 ) also forms an input signal for the control and monitoring device ( 48 ) as a criterion for the functionality of the brake application device ( 1 ). 12. Electro-mechanical brake application device according to claim 11, characterized in that a further, redundant control and monitoring device ( 54 ) is provided.