JPWO2019207372A5 - - Google Patents

Description

The present invention is generally in the field of railroad braking systems. In particular, the present invention refers to electropneumatic control systems for emergency and regular brakes for rail vehicles.

Traditional railroad braking systems use advanced electrical methods to simplify the pneumatic structure, especially the pneumatic parts used for emergency brakes, to reduce overall product cost, weight reduction, Brings increased performance and increased driving safety.

For example, European Registered Patent No. 3148853 describes and claims an electropneumatic braking system that meets the above requirements. In particular, this document describes and claims a pneumatic structure and a number of different embodiments.

FIG. 1 of the present application shows FIG. 1 of European Registered Patent No. 3148853 for illustration purposes. A schematic description of this figure is shown below.

The WA consists of an electropneumatic module EPDA controlled by the electronic unit WCU and is used for the continuous preparation of the emergency brake pressure i. The instantaneous value of the emergency brake pressure i is related to the instantaneous value of the weight of the bogie or vehicle read by the weight sensor 2. The above values are calculated according to equations known to those of skill in the art by taking into account the predetermined wheel and rail adhesion coefficients at μ in the dry state. BCA1 to BCAN are composed of an electropneumatic module ECCA and are controlled by an electronic unit BCU to be used in the preparation of a normal brake pressure for cylinders BC1 to BCN. The normal brake pressure is based on the brake request "a" and the weight transmitted by the weight sensor 2 according to an algorithm known to those skilled in the art. In the EPCA module, solenoid valves 10 and 12 are used for filling and discharging the drive chamber d of the relay valve RV, respectively. By encoding the control signals for the solenoid valves 10 and 12, the electronic unit BCU can increase, maintain or decrease the pressure on the drive chamber d and the pressure on the brake cylinders BC1 to BCN. The pressure can take different values over time, depending on the needs of the bogie or vehicle associated with the system described in FIG.

Since the solenoid valves 10 and 12 controlled by BCU1 to BCUN are supplied by the emergency brake pressure i, the pressure generated by the modules BCA1 to BCAN is independent in the range from 0 value to the maximum value of the emergency brake pressure i. Can change.

When the emergency brake is required by the emergency brake input connected to the units BCU1 to BCUN not shown in FIG. 1, the units BCU1 to BCUN stop the supply of electricity to the solenoid valves 10 and 12, that is, the state shown in FIG. Bring to put.

In this state, the emergency brake pressure i acts on the drive chamber of the pneumatic valve RV. This pneumatic valve RV repeats the above emergency brake pressure with respect to the brake cylinders BC1 to BCN. In this case, contrary to what happens in the case of a normal brake, all the pressures on the cylinders BC1 to BCN are equal to the emergency brake pressure i, and the same value obtained by subtracting the error due to the tolerance of the pneumatic valve RV is obtained.

In this application, the following European standards are referred to.
EN50126 "Railway field. Reliability, availability, maintainability, safety (RAMS) specifications and demonstration"
EN50128 "Railway field. Communication, signal and processing systems. Software for railway control and protection systems"
EN50129 "Railway field. Communication, signal and processing system. Safety related electronic system for signal"

In particular, standard EN50126 provides a system in which the safety level of SIL0 / 1/2/4 / 4 (including safety level SIL4, which indicates the maximum safety level) is investigated based on the results of safety analysis. Determine how to give to the prepared subsystem. In addition, the standards EN50128 and EN50129 define the design criteria applied to the software and hardware components according to the SIL level given based on the result of the above safety analysis, respectively.

These factors are known to those skilled in the art of railways.
The safety calculations for the emergency braking function of rail vehicles performed in accordance with the European standard EN50126 systematically provide the above emergency braking function and a safety integrity level of SIL 3 or higher for the subsystem to be performed.
Safety calculations for the regular braking function of rail vehicles performed in accordance with European standard EN50126 usually give a safety integrity level of SIL 2 or less for the above regular braking function and the subsystem in which it is performed.
According to the SIL3 or higher level described in EN50128 and EN50129, the development of a control unit generally equipped with a microprocessor or based on an FPGA inevitably entails design, verification, and certification costs. The cost of this design, verification, and certification is approximately an order of magnitude higher than a design that follows the SIL2 or lower level while obtaining the same functionality.

With respect to the last of the above points, it is clear that it is appropriate to be developed according to a safety level of SIL 3 or higher, which is extremely limited, and to maintain a simple function.

As shown, the electronic control unit WCU used to control the emergency braking pressure is reliably developed according to the SIL 3 or higher level described in standards EN50128 and EN50129. On the other hand, this type of development is limited to basic microprocessors and / or simple circuits based on FPGAs with respect to what is claimed in European Registered Patent No. 3148853. The circuit is assigned to calculate the emergency brake pressure i, drive the two solenoid valves 5 and 6, and read the feedback pressure sensor 9 in order to obtain the emergency brake pressure i through simple closing control.

Preferably, it is clear that the system described in European Registered Patent No. 3148853 can produce a single and common value of emergency braking pressure for various brake cylinders BC1-BCN.

There is a railroad field where emergency and regular braking systems need to produce different emergency braking pressures for their respective brake cylinders BC1-BCN. For example, in the system according to European Registered Patent No. 3148853, which is not limited, the symbols BC1 to BCN are limited to BC1 and BC2, one bogie bogie is powered and the other bogie bogie is towed. Different emergency brake values are required when showing two channels of pressure applied to two different bogie bogies of the same body that are bogies, or when two adjacent JAKOBS bogies need to be braked. .. In both cases, the two bogie bogies generally produce different braking weights, including in the case of emergency braking. In this case, the system described in European Registered Patent No. 3148853 yields equal emergency brake values for each channel BC1, BC2 and is no longer appropriate.

One method is to duplicate the module WA for each of the modules BCA1 and BC2. Each of the modules WA1 and WA2 receives a weight value from the weight sensor 2 associated with the bogie bogie and produces an independent emergency braking pressure for each of the modules BCA1 and BCA2, which is unique to each bogie bogie.

On the other hand, this method is not feasible because it violates the requirement of having a system characterized by minimum cost, size, and weight.

The second method is to develop modules BCA1 to BCAN according to the level of SIL3 or higher described in the standards EN50128 and EN50129, and independently generate and control each emergency brake air pressure for each bogie bogie. It is left to the above modules BCA1 to BCAN.

This method is also used by units BCA1-BCAN to control various functions, namely anti-skid function, diagnostic function, serial communication function in complex protocols such as Ethernet, in addition to producing normal braking pressure. It is not feasible because it is so complicated that it can be used. This hardware and software complexity results in unrealizable costs when development is carried out according to safety levels of SIL 3 and above as described in Standards EN50128 and EN50129.

Therefore, it is an object of the present invention to provide an electro-pneumatic control system for emergency and regular brakes, especially for at least one rail vehicle. With this electro-pneumatic control system, for each channel according to a safety level of SIL 3 or higher, without increasing the complexity and overall cost of the system, as compared to a similar system described, for example, in European Registered Patent No. 3148853. The pressure can be controlled independently.

The system can also provide a common emergency braking pressure for all channels in the event of a local failure in the components that make up the system.

According to aspects of the invention, the electronic control system for emergency braking of rail vehicles having the characteristics defined in the independent claims provides the above and other purposes and advantages. The preferred practice of the present invention is set forth in the dependent claims. This dependent claim is presented as a composite part of the specification.

The functional and structural properties of some preferred embodiments of the electronic control system for emergency and regular braking described in the present invention are described. Referred to the attached drawings.
FIG. 1 shows a simple method of a pneumatic braking system that integrates regular and emergency brakes as described in Prior Art European Registered Patent No. 3148853. FIG. 2 is an alternative method for the non-limiting module ECCA. FIG. 3 shows a first embodiment of an electronic control system for emergency and regular braking according to the present invention. FIG. 4 shows a second embodiment of the electronic control system for emergency and regular braking described in the present invention. FIG. 5 shows a pneumatic module EPDA manufactured in a simplified manner according to another illustrated method described in Prior Art European Registered Patent No. 3148853. FIG. 6 shows a pneumatic module EPDA manufactured in a simplified manner according to another illustrated method described in Prior Art European Registered Patent No. 3148853.

Prior to elaborating on the plurality of embodiments of the invention, it is clear that the invention is not limited to the details of the structure described or illustrated below, as well as the composition of the components in the application. The present invention may be practiced or achieved in particular different ways, with other embodiments obtained. It also turns out that terms and terminology have descriptive purposes and should not be structured in a limited way. The use of "contains", "provides", and variants thereof is understood to include the elements and equivalents described below.

According to a first embodiment of the present invention, as shown in FIG. 3, an electropneumatic control system 300 for emergency and regular braking, particularly for at least one rail vehicle, comprising a plurality of bogie bogies is illustrated.

The electro-pneumatic control system 300 for emergency and regular brakes is configured to generate brake pressures 309, 309', ~ 309 n for each brake unit 310, 310', ~ 310 n, respectively. A pneumatic brake pressure generating module 311, 311', to 311n is provided.

The electric pneumatic modules 311, 311', to 311n for generating these brake pressures are operated, for example, by an air supply pressure 304 coming from an auxiliary tank (not shown in FIG. 3).

The electric-pneumatic modules 311, 311', to 311n for generating the brake pressure are not limited, and for example, the embodiment of the electric-pneumatic module EPCA shown in FIG. 1 may be obtained.

Further, the electric pneumatic brake pressure generating modules 311, 311', to 311n can be, for example, the embodiment of the electric pneumatic module ECCA shown in FIG. 2 without limitation. Within the module ECCA, solenoid valves 200, 201 are used to directly fill and drain the cylinder BC, respectively. By properly coding the control signals for the solenoid valves 200, 201, the electronic unit BCU may increase, maintain or decrease the direct pressure on the brake cylinder BC.

In FIG. 3, two or more pairs of electrical signals 312, 312', ~ 312n drive the solenoid valves in the respective electric pneumatic modules 311, 311', ~ 311n that generate brake pneumatics. This solenoid valve is not shown in FIG. The functional mode of the solenoid valve is the same as that described for the module ECCA in FIGS. 1 and 2.

The electropneumatic control system 300 for emergency and regular braking is also configured to convey multiple weight signals 302, 302', ~ 302n, emergency braking requirements indicating the weight acting on the corresponding bogie trolley. Brake request signal 315, a plurality of actual pressure signals 313, 313 indicating the pressure values obtained by the respective brake air pressures 309, 309', to 309 n generated by the respective brake pressure generating modules 311, 311', and 311 n. ', Equipped with an emergency pressure control and monitor unit 301 configured to receive 313n.

The actual pressure signals 313, 313', to 313n are generated by, for example, a pressure sensor (not shown in FIG. 3). The pressure sensor is configured to read the brake pressures 309, 309', to 309n, respectively.

The emergency brake request signal 315 may come from, for example, an emergency loop of a rail vehicle (not shown).

The emergency pressure control and monitor unit 301 is also configured to generate a plurality of continuous emergency brake pressure request signals 316,316', to 316n in time. The emergency brake pressure request signals 316,316', to 316n are instantaneous values of the corresponding signals 302, 302', to 302n, indicating the weight acting on the corresponding bogie bogie according to an equation known to those skilled in the art. And calculated based on a predetermined wheel and rail adhesion coefficient in μ in the dry state.

Preferably, the emergency pressure control and monitor unit 301 also has a speed signal 320 indicating the instantaneous speed of the vehicle, a plurality of weight signals 302, 302', ~ 302n indicating the weight acting on the corresponding bogie trolley, an emergency brake requirement. Emergency brake request signal 315 configured to convey Can be configured to receive the actual pressure signals 313, 313', ~ 313n.

The emergency pressure control and monitor unit 301 may be configured to generate a plurality of continuous emergency brake pressure request signals 316,316', to 316n in time. The respective brake pressure request signals 316,316', ~ 316n are predetermined in the instantaneous values of the corresponding signals 302, 302', ~ 302n indicating the weight acting on the corresponding bogie bogie, and in the dry state μ. Calculated based on the adhesion coefficient of wheels and rails. This adhesion coefficient is obtained in real time from the functions performed by the emergency pressure control and the monitor unit 301. Further, this adhesion coefficient is in the non-volatile memory of the control and monitor unit 301. The above function shows the mapping of the value of the adhesion coefficient of the wheel and the rail in the dry state μ based on the speed of the train indicated by the speed signal 320.

The emergency pressure control and monitor unit 301 has an electronic structure.

The electropneumatic control system 300 for emergency and regular brakes is also equipped with an emergency pressure generating module 303 and is operated by the supply pressure 304. The emergency pressure generation module 303 is configured to generate an emergency brake pressure 306 supplied to a plurality of electric pneumatic brake pressure generation modules 311, 311', to 311n.

For example, the supply pressure 304 may be provided by an auxiliary tank (not shown).

Further, the electric pneumatic control system 300 for emergency and normal brakes includes weight signals 302, 302', to 302n, emergency brake request signal 315, normal brake request signal 308, actual pressure signals 313, 313', to 313n. Includes a brake control unit 307 configured to receive emergency brake pressure request signals 316,316', 316n. The value of the normal brake request signal 308 indicates the level of the normal brake request.

The emergency brake pressure request signals 316,316', to 316n generated by the emergency brake pressure control and monitor unit 301 are not limited, for example, through serial communication means, or by a set of analog signals in voltage, current, or PWM. It is sent to the brake control unit 307.

The brake control unit 307 is configured to provide a pair of control signals 312, 312', to 312n. By properly coding the control signal pairs 312, 312', ~ 312n, the brake control unit 307 can increase, maintain or decrease the brake pressures 309,309', ~ 309n.

The increase, maintenance, and decrease of the brake pressures 309,309', to 309n may be obtained by driving the solenoid valves provided in the above-mentioned electropneumatic brake pressure generation modules 311, 311', to 311n. good.

The brake control unit 307 also has an electronic structure. The electronic structure of the brake control unit 307 is independent of the electronic structure of the emergency pressure control and monitor unit 301.

Returning to FIG. 3, the electro-pneumatic control system 300 for emergency and regular braking is a set of a plurality of contacts 317,317', which are connected between the brake control unit 307 and the brake pressure generating modules 311, 311', ~ 311n. Includes a first emergency switching device 318 comprising ~ 317n.

The first emergency switching device 318 is controlled by the drive signal 319 generated by the emergency pressure control unit 301.

When the contact pair 317,317', ~ 317n is in the closed state, the pair of control signals directed from the brake control unit 307 to the respective brake pressure generating modules 311, 311', ~ 311n, ~ Since the brake control unit 307 is configured to be able to connect 312n, the brake pressure generation modules 311, 311', to 311n so that the brake control unit 307 can apply, maintain, and release the brake pressures 309, 309', to 309n. Can be controlled.

When the contact pair 317, 317', to 317n is in the open state, the control signal pair 312, 312', to 312n from the brake control unit 307 to the respective brake pressure generating modules 311, 311', to 311n. Since it is configured to prevent the connection between the two, the brake pressure generating modules 311, 311', and 311n are forced to transmit the value of the emergency brake pressure 306 toward the brake pressures 309, 309', and 309n.

In one embodiment, the contact pair 317,317', ~ 317n of the first emergency switching device 318 is such that when the emergency brake request signal 315 does not indicate an emergency brake request, and the emergency brake request signal 315 is an emergency brake request. , When the actual pressure signals 313, 313', which indicate the values of the brake pressures 309, 309', and 309n corresponding to the respective values of the emergency brake pressure request signals 316, 316', and 316n are shown. , It is in a closed state by the emergency pressure control unit 301.

The pair of contacts 317,317', ~ 317n of the first emergency switching device 318 is at least one fruit that indicates a value of brake pressure 309,309', ~ 309n when the emergency brake request signal 315 indicates an emergency brake request. When the values of the pressure signals 313, 313', ~ 313n do not correspond to the respective signals between the emergency brake pressure request signals 316, 316', ~ 316n, they are normally opened by the emergency pressure control unit 301. As described above, the connection of the control signals 312, 312', to 312n is hindered by the brake control unit 307 for the electric pneumatic brake pressure generating modules 311, 311', to 311n. As a result, the solenoid valves of the brake pressure generating modules 311, 311', to 311n are put into a non-operating state, and the value of the emergency braking pressure 306 supplied by the emergency pressure module 303 is set to the brake pressures 309, 309', to 309n. Forced to tell towards.

In another embodiment, referring to FIG. 4, the electropneumatic control system for emergency and regular brakes also has a pair of contacts 330, 330', ~ 330n and an emergency brake request signal 315. A second emergency switching device 314 controlled by the above may be provided.

The pair of contacts 330, 330', to 330n of the second emergency switching device 314 is connected between the brake control unit 307 and the brake pressure generating modules 311, 311', to 311n, and the first emergency switching device 318 is connected. It is parallel to the pair of contacts 317, 317', to 317n of each of the above.

The pair of contacts 330, 330', ~ 330n of the second emergency switching device 314 is closed when the emergency brake request signal 315 has a value that does not indicate a request for an emergency brake, and the emergency brake request signal 315. Is normally open when has a value indicating an emergency brake requirement.

As shown in FIG. 4, a pair of control signals 312, 312'from the brake control unit 307 to the electric pneumatic brake pressure generating modules 311, 311', to 311n by the contacts 330, 330', to 330n in the closed state. , ~ 312n can be connected, so that the brake control unit 307 can increase, maintain, and decrease the brake pressures 309,309', ~ 309n independently of each other, as described above.

The contacts 330, 330', to 330n in the open state prevent the connection of the control signal pairs 312, 312', to 312n from the brake control unit 307 to the brake pressure generating modules 311, 311', to 311n. In this way, the control of the electric pneumatic brake pressure generating modules 311, 311', to 311n by the brake control unit 307 is prevented. In this state, the electric pneumatic brake pressure generating modules 311, 311', to 311n have the non-operating state shown in FIG. 4, and the value of the pressure obtained by the emergency pressure 306 is the brake pressure 309, 309', ... Tell towards 309n.

In this embodiment, the pair of contacts 317, 317', to 317n of the first emergency switching device 318 is opened or closed by the drive signal 319 when the emergency brake request signal 315 does not indicate an emergency brake request. ..

The pair of contacts 317, 317', to 317n of the first emergency switching device 318 is in the closed state when the emergency brake request signal 315 indicates an emergency brake request. Further, the values of the actual pressure signals 313, 313'and to 313n indicating the values of the brake pressures 309, 309'and to 309n correspond to the values of the emergency brake pressure request signals 316, 316' and to 316n, respectively.

The pair of contacts 317, 317', to 317n of the first emergency switching device 318 is normally opened by the emergency pressure control unit 301 when the emergency brake request signal 315 indicates an emergency brake request. Further, at least one of the values of the actual pressure signals 313, 313', and 313n indicating the values of the brake pressures 309, 309', and 309n is the emergency brake pressure request signals 316, 316', and 316n, respectively. Does not correspond to.

That is, when the contact pair 317,317', ~ 317n is closed, the values of the emergency brake pressure request signals 316,316', ~ 316n are transmitted toward the corresponding brake pressures 309,309', ~ 309n. , The pair of control signals 312, 312', to 312n from the brake control unit 307 to the brake air pressure generating modules 311, 311', to 311n can be connected.

As a result, when the contact pair 317,317', ~ 317n is open, the brake pressure generating modules 311, 311', ~ 311n are brought into the inoperable state shown in FIG. 4 and supplied by the emergency pressure module 303. The value of the emergency brake pressure 306 is forced to be transmitted to the brake pressures 309, 309', to 309n.

In all embodiments, the first switching device 318 and the second switching device 314 are relays, for example, by an optical circuit breaker that separates the emergency brake request signal 315 from the signal coming out of the brake control unit 307. Alternatively, it may have a solid state component.

Since the emergency pressure 306 has a common supply pressure of the solenoid valves provided in all the brake pressure generating modules 311, 311', to 311n, the above modules 311, 311', to 311n have the emergency brake pressure 306. A value of maximum pressure equal to the value can be produced. As a result, the emergency brake pressure 306 is an emergency pressure request signal 316,316', considering that the value of the emergency pressure for each brake channel usually indicates the maximum value that can be reached by the regular brake for each of the above channels. , ~ 316n must always have a value that is at least equal to or greater than the maximum value.

This object can be achieved without limitation, for example, by giving the emergency pressure module 303 an equivalent form of the pneumatic module EPDA in FIG. 1, FIG. 5, or FIG.

The emergency pressure module 303 is controlled by the emergency pressure control and monitor unit 301, the control indicating the control signals of the solenoid valves 5 and 7 in FIG. 1, the feedback signal 305 , and the feedback signal provided from the pressure sensor 9. The control function is configured to prepare the emergency pressure 306 in a continuous manner over time. The emergency pressure control and monitor unit 301 results in controlling the emergency pressure module 303 by always obtaining the largest value between the emergency brake pressure demands 316,316', 316n of the emergency brake pressure 306. The above values are always calculated according to the weights 302, 302', ~ 302n, and the maximum value of stickiness available, based on the instantaneous speed of the vehicle indicated by the speed signal 320.

The emergency pressure module 303 may be a pneumatic module obtained by the value of the air pressure for producing a constant value of the emergency brake pressure 306.

A very simple second method for producing the emergency braking pressure 306 is to use, without limitation, the value of the safety valve to obtain the emergency pressure module 303, which is greater than the expected emergency pressure at maximum weight. It consists of permanently calibrating the value of the safety valve with respect to the value of the pressure corresponding to the value. The above values are calculated during the system design stage. In the case of the above embodiments, the control and feedback signal 305 is reduced for a simple feedback function for continuously monitoring the pressure 306.

To an advantage, the relatively simple emergency pressure control and monitor unit 301 can be developed according to the safety level of SIL 3 or higher as described in Standards EN50128 and EN50129. Also, the brake control unit 307 can be developed in a very complicated manner according to the safety level of SIL 2 or less described in the standards EN50128 and EN50129.

Therefore, while the brake control unit 307 was developed according to a safety level below SIL 2 and is not suitable for handling emergency brakes independently, it is subject to continuous control and monitoring by emergency pressure control and monitor unit 301. , Emergency pressure management can be performed. This emergency pressure control and monitor unit 301 has been developed according to a safety level of SIL 3 or higher. As mentioned above, the emergency pressure control and monitor unit 301 is expected to have brake pressures of 309,309', 309n during the emergency brake, i.e., within predetermined tolerances, respectively, values 316,316. ', Confirm that it corresponds to ~ 316n. When the brake pressures 309, 309', to 309n do not correspond to the expected values, that is, when they correspond to the respective values 316,316', to 316n within the margin of the tolerance, the brake control unit 307 can be considered. Failures are identified as "safe" by the emergency pressure control and monitor unit 301. The emergency pressure control and monitor unit 301 "safely" sets the brake pressures 309,309', to 309n to the values of the emergency brake pressure 306 by stopping the supply of electricity to the first switching device 318 and the second switching device 314. To.

Brake groups 310, 310', ~ 310n, respectively, may brake different axles of the same rail car. In addition, the brake groups 310, 310', to 310n, respectively, may brake different bogies of the same railroad vehicle or trains of the railroad vehicle.

Thus, according to the embodiments described above, one is a system that responds to different weights of different bogies during emergency braking, according to a safety level of SIL 3 or higher with continuous monitoring and a backup solution in case the brake control unit 307 fails. The output pressure can be identified. This is provided by the emergency pressure control and monitor unit 301, which is configured to operate at a safety level of SIL 3 and above.

INDUSTRIAL APPLICABILITY According to the present invention, different embodiments and embodiments of an electropneumatic control system for emergency and regular braking, in particular for at least one rail vehicle, are described. It can be seen that each embodiment can be combined with other embodiments. Further, the present invention is not limited to the embodiments described, and can be modified within the range specified by the accompanying claims.

Claims (15)

An electro-pneumatic control system (300) for emergency and regular braking, especially for at least one rail vehicle with multiple bogies.
A plurality of brakes supplied by a supply pressure (304) configured to generate a plurality of brake pressures (309, 309', ~ 309n) for each brake group (310, 310', ~ 310n) respectively. With the pressure generation module (311, 311', ~ 311n),
A plurality of weight signals (302, 302', to 302n) indicating the weight acting on the bogie trolley, an emergency brake request signal (315) configured to convey an emergency brake request, and the brake pressure of each. Receives a plurality of actual pressure signals (313, 313', ~ 313n) indicating the pressure values of the respective brake pressures (309, 309', ~ 309n) generated by the generation module (311, 311', ~ 311n). Equipped with an emergency pressure control and monitor unit (301) configured to
The emergency pressure control and monitor unit (301) has an electronic structure and has an electronic structure.
The emergency pressure control and monitor unit (301) has a plurality of continuous units over time so as to indicate the value of the emergency brake pressure requirement for each of the brake pressure generating modules (311 and 311', to 311n). It is configured to give an emergency brake pressure request signal (316,316', ~ 316n).
The electropneumatic control system is
An emergency pressure module (306) supplied by the supply pressure (304) and configured to generate an emergency brake pressure (306) supplied to the brake pressure generating module (311, 311', ~ 311n). 303) and
A plurality of the weight signals (302, 302', to 302n), the emergency brake request signal (315), the normal brake request signal (308) configured to indicate the level of the normal brake request, and the actual pressure signal (the actual pressure signal). 313,313', ~ 313n), the value of the emergency brake pressure requirement generated by the emergency pressure control and monitor unit (301), and for each of the brake pressure generating modules (311, 311', ~ 311n). It comprises a brake control unit (307) configured to receive the plurality of emergency brake pressure request signals (316, 316', ~ 316n) configured as shown.
The brake control unit (307) is based on the value of the regular brake request signal (308) and corresponds to the weight signal (302, when the emergency brake request signal (315) does not indicate an emergency brake request. To generate the corresponding brake pressure (309,309', ~ 309n) based on 302', ~ 302n) and when the emergency brake request signal (315) has a value indicating the status of the emergency brake request. Each of the brake pressure generating modules (311 and 311) so as to generate the brake pressure (309,309', to 309n) based on the value of the emergency brake pressure request signal (316,316', to 316n). ', ~ 311n) is configured to give a plurality of control signal pairs (312, 312', ~ 312n) to control.
The brake control unit (307) is an electronic structure independent of the electronic structure of the emergency pressure control and monitor unit (301).
The electropneumatic control system is
A first emergency switching device (318) having a plurality of contact pairs (317,317', ~ 317n) connected between the brake control unit (307) and the brake pressure generating module (311, 311', ~ 311n). Equipped with
The first emergency switching device (318) is controlled by the emergency pressure control and monitor unit (drive signal (319) generated by 301).
When the pair of contacts (317, 317', ~ 317n) is in the closed state, the control from the brake control unit (307) toward the respective brake pressure generating module (311, 311', ~ 311n). Since the signal pair (312, 312', ~ 312n) is configured to be connected, the brake control unit (307) applies, maintains, and applies the brake pressure (309, 309', ~ 309n). It is possible to control the brake pressure generating module (311, 311', ~ 311n) so as to obtain a release.
When the pair of contacts (317, 317', ~ 317n) is in the open state, the control from the brake control unit (307) toward the respective brake pressure generating module (311, 311', ~ 311n). Since it is configured to prevent the connection of signal pairs (312, 312', ~ 312n), the value of the emergency brake pressure (306) is transmitted toward the brake pressure (309, 309', ~ 309n). An electropneumatic control system for emergency and regular brakes for vehicles, characterized in that it forces the brake pressure generating module (311, 311', ~ 311n). The pair of contacts (317, 317', ~ 317n) of the first emergency switching device (318) is the emergency brake request signal (315) when the emergency brake request signal (315) does not indicate an emergency brake request and the emergency brake request signal (315). ) Indicates the value of the brake pressure (309, 309', ~ 309n) corresponding to the respective values of the emergency brake request and the emergency brake pressure request signal (316, 316', ~ 316n). When the value of (313, 313', to 313n) is shown, it is in a closed state by the emergency pressure control and monitoring unit (301).
The pair of contacts (317,317', to 317n) of the first emergency switching device (318) is used when the emergency brake request signal (315) indicates an emergency brake request and the brake pressure (309,309'). , ~ 309n), respectively, where the value of at least one actual pressure signal (313, 313', ~ 313n) is between the value of the emergency brake pressure request signal (316, 316', ~ 316n). The electropneumatic control system for emergency and regular brakes for vehicles according to claim 1, characterized in that it is normally opened by the emergency pressure control and monitor unit (301) when it does not correspond to the above. The electropneumatic control system for emergency and regular brakes for vehicles has a plurality of contact pairs (330, 330', ~ 330n) and is controlled by the emergency brake request signal (315). 2 Equipped with an emergency switching device (314)
The contact pair (330, 330', ~ 330n) of the second emergency switching device (314) is between the brake control unit (307) and the brake pressure generating module (311 / 311', ~ 311n). And parallel to each of the contact pairs (317,317', ~ 317n) of the first emergency switching device (318).
The pair of contacts (330, 330', ~ 330n) of the second emergency switching device (314) is closed when the emergency brake request signal (315) has a value that does not indicate a request for an emergency brake. Yes, and when the emergency brake request signal (315) has a value indicating an emergency brake request, it is normally in the open state.
The contact pair (317,317', ~ 317n) of the first emergency switching device (318) is opened by the drive signal (319) when the emergency brake request signal (315) does not indicate an emergency brake request. Or closed,
The contact pair (317,317', ~ 317n) of the first emergency switching device (318) is in the closed state when the emergency brake request signal (315) indicates an emergency brake request, and the brake. The value of the actual pressure signal (313, 313', ~ 313n) indicating the value of the pressure (309, 309', ~ 309n) is the value of the respective emergency brake pressure request signal (316, 316', ~ 316n). It corresponds,
The pair of contacts (317, 317', ~ 317n) of the first emergency switching device (318) is the emergency pressure control and monitor unit (301) when the emergency brake request signal (315) indicates an emergency brake request. ), And at least one of the values of the actual pressure signal (313,313', ~ 313n) indicating the value of the brake pressure (309,309', ~ 309n) is the emergency. The electric pneumatic control for emergency and regular brakes for vehicles according to claim 1, characterized in that they do not correspond to the respective values between the values of the brake pressure request signal (316,316', ~ 316n). system. The emergency pressure module (303) is a pneumatic module obtained by a value of air pressure configured to generate a constant value of the emergency brake pressure (306). An electropneumatic control system for emergency and regular brakes for vehicles as described in either. The emergency pressure module (303) is configured to produce a constant value of said emergency braking pressure (306) corresponding to the emergency pressure associated with the greatest possible weight for a controlled bogie trolley. The electric pneumatic control system for emergency and regular brakes for a vehicle according to claim 4 , wherein the pneumatic module is a pneumatic module obtained by the value of the pneumatic pressure. The emergency pressure module (303) is configured to generate the value of the emergency brake pressure (306) based on the control and feedback signal (305) generated by the emergency pressure control and monitor unit (301). Pneumatic module,
The control and the feedback signal (305) are exchanged between the emergency pressure control and monitor unit (301) and the electropneumatic type emergency pressure module (303). An electropneumatic control system for emergency and regular brakes for vehicles according to any one of 3. The value of the emergency braking pressure (306) is preferred for wheels and rails in terms of the heaviest weight between the weight signals (302, 302', ~ 302n) and the dry state μ characteristics of the contact between the wheels and rails. The electropneumatic control system for emergency and regular brakes for vehicles according to claim 6, wherein the emergency pressure control and monitoring unit (301) calculates in real time according to the adhesion coefficient. .. The value of the emergency braking pressure (306) is based on the highest weight between the weight signals (302, 302', ~ 302n) and the instantaneous speed value of the vehicle indicated by the speed signal (320). Calculated in real time by the emergency pressure control and monitor unit (301) according to the adhesion coefficient of the wheel and rail in the dry state μ calculated in real time by the emergency pressure control and monitor unit (301). The electropneumatic control system for emergency and regular brakes for vehicles according to claim 6. The emergency and regular brakes for a vehicle according to any one of claims 1 to 8, wherein each of the brake groups (310, 310', to 310n) brakes different axles of the same railroad vehicle. Electric pneumatic control system for. 13. An electropneumatic control system for emergency and regular braking for vehicles. 13. An electro-pneumatic control system for emergency and regular braking for vehicles. The vehicle according to any one of claims 1 to 11, wherein the brake control unit (307) is developed according to a safety level of SIL 2 or less, which is referred to in the EN 50128 and EN 50129 standards. Electric pneumatic control system for emergency and regular brakes. The first emergency switching device (318) and / or the second emergency switching device (314) according to any one of claims 1 to 12, wherein the second emergency switching device (314) is formed of a relay or a solid state component. An electro-pneumatic control system for emergency and regular brakes for vehicles. The emergency pressure control and monitor unit (301) is characterized in that the value of the emergency brake pressure request signal (316, 316', to 316n) is transmitted to the brake control unit (307) by a serial communication channel. The electropneumatic control system for emergency and regular brakes for vehicles according to any one of claims 1 to 13. The emergency pressure control and monitor unit (301) sets the value of the emergency brake pressure request signal (316, 316', to 316n) to the brake control unit by modulation by an analog discrete voltage signal, an analog discrete current signal, or PWM. The electropneumatic control system for emergency and regular brakes for vehicles according to any one of claims 1 to 13, characterized in that it communicates towards (307).