Rail vehicle brake device

0001The invention relates to a rail vehicle braking device with at least one first electrodynamic brake, which comprises a drive unit, which has at least one drive motor and a power supply unit for supplying power to the drive motor in a traction mode of the drive unit, and at least one brake control unit, which has the respective power supply unit and at least one brake control unit. which controls the respective power supply unit to provide a braking effect in a first braking mode.

0002Rail vehicles are known in which a braking force is generated by electric motors. The kinetic energy of the vehicle, which is converted into electrical energy by the motors during braking, is converted into heat via a braking resistor, for example, or fed back into the railway supply network or into a mobile storage device.

0003In addition to the electrodynamic, regenerative brake, rail vehicles usually also have a full-fledged friction brake, in which the braking effect is achieved pneumatically, hydraulically and/or mechanically.

0004In the case of braking systems, it is common to distinguish between the types of braking "service braking" and "emergency braking" (also called "rapid braking" or "emergency braking"). While service braking is used to reduce the speed of the train - even to a standstill - emergency braking is used more restrictive than this requirement to ensure the greatest possible safety for passengers, staff and third parties. Usually, the electrodynamic brake is preferably used for service braking.

0005In the case of emergency braking, the regenerative brake is generally not used without the friction brake being actuated at the same time. The reason for this lies in the hitherto lower reliability of the electrodynamic brake compared to the pneumatic or hydraulic friction brake, so that the greatest possible braking safety can only be achieved with the friction brakes.

0006However, in the extreme case, which is usually the case with metro trains, this means that a motor vehicle of a train with the friction brake and the electrodynamic brake basically has two full-fledged brake units, each of which can generate a sufficiently large braking torque within a wide travel speed range to cover the specified braking distances to be complied with, so that in this respect one braking unit could be used instead of the other.

0007The two braking units have different advantages. While the friction brake ensures greater safety in the event of emergency braking, the regenerative brake has economic advantages. For example, there is no wear on the brake pads and brake discs. In addition, partial use of the transformed kinetic energy is possible.

0008The object of the invention is to increase the safety of the electrodynamic brake.

0009To this end, it is proposed that the rail vehicle brake device has at least one sensor unit, which is provided for detecting at least one braking effect parameter for the first braking mode of the brake, and at least one first brake monitoring device which is assigned to the first brake and is independent of the brake control unit and is provided for in a first monitoring mode, the braking effect parameter for initiating a fallback measure relating to the brake is to be taken into account, with the brake monitoring device having at least two monitoring devices which differ from one another in terms of their design and/or algorithmic design. As a result, a rail vehicle brake device can be provided which has an advantageous ability to differentiate in the detection and treatment of faults in the brake control and a high level of security with regard to systematic faults.

0010Compared to a conventional solution, in which an overall deceleration of the rail vehicle is detected and, depending on this, an undifferentiated fallback measure is initiated with regard to all braking systems of the rail vehicle, faulty operation of the brake control unit can advantageously be recognized as affecting the drive unit and a fallback measure can be taken for the brake to which the drive unit belongs must be introduced separately.

0011If the rail vehicle has at least one second drive unit, which with its power supply unit and at least one assigned drive motor is part of a second electrodynamic brake, the brake monitoring device assigned to the first brake can be used to advantageously localize a loss of braking effect in the drive unit of the first brake. wherein the fallback measure is advantageously initiated for the first brake and the second brake preferably remains unaffected when the fallback measure is initiated.

0012“Taking into account” the braking effect parameter by the brake monitoring device is to be understood in particular as meaning that an evaluation and decision-making process, which is expediently implemented in the brake monitoring device, takes place on the basis of the braking effect parameter. If the fallback measure is initiated on the basis of several evaluation and decision-making processes, all of the rail vehicle units participating in these are to be regarded as belonging to the brake monitoring system.

0013A brake monitoring device “independent of the brake control unit” should be understood in particular to mean that the evaluation and decision-making processes implemented in the brake monitoring device are independent of processes in the brake control unit of the first brake. Due to the independence of the brake monitoring device from the brake control unit, an advantageous separation of the control functions and the monitoring functions of the first brake can be achieved, with a high degree of security with regard to the spread of systematic errors from a control or regulation unit to a monitoring unit being able to be achieved. In comparison to a solution in which the drive control device assigned to the drive unit takes part in an evaluation and decision-making process of a monitoring, an advantageous reaction-free activation and monitoring of the electrodynamic brake can be achieved.

0014The brake monitoring device assigned to the first brake and the brake control unit of the first brake are expediently designed as units that are physically separate from one another.

0015For example, the brake monitoring device can compare the braking effect parameter or a parameter determined on the basis thereof with a target value for an adequate braking effect of the brake. “Take into account” can be understood in particular as “processing” or “evaluating”.

0016A “braking effect parameter for the first braking mode of the brake” is to be understood in particular as a parameter by means of which at least information about a braking effect of the electrodynamic brake in its first braking mode can be obtained. On the basis of the braking effect parameter, the braking effect assigned to the drive unit can expediently be determined by the brake monitoring device, which braking effect is generated or can be generated during the execution of the first braking mode.

0017A "braking effect" can be understood in particular as a braking force or a braking torque which can be transmitted to a rail vehicle wheel set. If the drive unit is coupled in terms of drive technology to a drive axle, the braking effect related to this drive axle can be determined and taken into account using the braking effect parameter. If the drive unit is coupled in terms of drive technology to all drive axles of a bogie, the braking effect related to the bogie can be determined and taken into account with the braking effect parameter. In this way, the brake monitoring device can advantageously determine and take into account a braking effect on an axle or bogie basis.

0018The braking effect can be a braking effect achieved by means of the electrodynamic brake or a braking effect that can be achieved by operating the brake control unit. In the first-mentioned alternative, the sensor unit is used to record at least one operating parameter, such as an instantaneous acceleration parameter, a braking force parameter, a braking torque parameter, etc. In the latter alternative, the sensor unit can be used to evaluate control signals generated by the active brake control unit for controlling the power supply unit, in order to determine a braking effect that can be achieved with the control signals.

0019The sensor unit can be formed by a sensor which is expediently coupled to a rail vehicle wheel set which is drive-wise coupled to the drive unit in order to record the braking effect parameter. The sensor unit can also have a set of sensors which each output a braking effect parameter, it being possible for the braking effect parameters to be designed differently from one another. This braking performance parameters can, for example a braking force, a braking torque, a deceleration, a power in an intermediate circuit, etc. The sensor unit can be used by a number of independent brake monitoring devices and/or other functional systems of the rail vehicle, with a further increase in safety being able to be achieved in that the sensor unit is used in a reaction-free manner. This can e.g be achieved in that lines between the sensor unit and the different systems are galvanically decoupled in order to keep the systems independent of one another.

0020The power supply unit preferably has controllable electronic elements which, in traction mode, are controlled according to a control strategy—with regard to a specific drive torque to be achieved—to supply at least one associated drive motor with appropriate electrical power. The controllable elements are designed in particular as switching or valve elements which, by means of switching operations according to a switching strategy, generate a power flow with an adapted voltage, frequency and/or current intensity, with which the associated drive motor is driven. In particular, the power supply unit can be embodied as an inverter which, in traction mode, obtains the necessary energy from an intermediate circuit, for example a DC voltage intermediate circuit.

0021In a braking mode of the electrodynamic brakes, the respective power supply unit or its controllable elements are expediently controlled by means of the associated brake control unit in such a way that a braking torque that can be transmitted to an axle of the rail vehicle is generated by means of the at least one drive motor that is operatively connected to the power supply unit.

0022The at least two monitoring devices according to the invention make it possible to achieve an advantageous redundancy in the monitoring task of the brake monitoring device.

0023The inventive use of different technologies for the monitoring devices of the brake monitoring device, which according to the invention differ from one another in terms of their structural and/or algorithmic design, allows a particularly high level of security to be achieved since a system with diverse redundancy can be created. The propagation of a possible systematic error specific to a specific technology from a first monitoring device to a second monitoring device can be avoided in a particularly advantageous manner. The term "constructive" preferably refers to hardware used for the monitoring device and the term "algorithmic" preferably refers to an implementation of at least one monitoring function using software. Due to the structural and/or algorithmic differences between the monitoring devices of the brake monitoring device, different implementations of the first monitoring mode can advantageously be achieved.

0024In an advantageous embodiment of the invention, it is proposed that the monitoring devices are provided to carry out at least one monitoring function of the first monitoring mode at least partially in cooperation. Execution of a monitoring function that is carried out by several units "at least partially in cooperation" should be understood in particular to mean that the monitoring function has at least one function step, which is carried out by each unit to provide an independent result, and at least one function step whose Execution based on a combination of the results. As a result, a high level of protection against systematic errors can be achieved, for example by combining the results of independent evaluations of the braking effect parameter in each unit before the fallback measure is initiated.

0025In a particularly advantageous manner, the sensor unit can detect at least two braking effect parameters that are different in type and are each evaluated by a different monitoring device. In this case, the braking effect parameters are preferably recorded independently of one another, as a result of which increased protection against systematic errors can be achieved. The type of brake effect parameters detected can be expediently determined by the implementation of the respective monitoring mechanism of the monitoring devices.

0026With regard to the algorithmic execution of the monitoring devices, it is proposed that the monitoring devices each have software for the execution of a monitoring function, with the software being implemented differently. A “different implementation” of a monitoring function can be understood in particular to mean that the software of the first monitoring device intended for executing this monitoring function differs from the software of the second monitoring device intended for executing the monitoring function with regard to the algorithm and/or the programming code. It is advantageous here if the software for the first and second monitoring devices is created using different design tools. It is also advantageous if the software for the monitoring devices is developed by different people.

0027With regard to the structural design, it is also proposed that one of the monitoring devices be designed as a pure hardware control. In this context, it should be understood in particular that the hardware control relevant to the execution of the monitoring function takes place without the use of software.

0028The protection against systematic errors when executing the first monitoring mode can also be increased if the rail vehicle braking device has a monitoring unit which is used to carry out the first monitoring mode at least partially in cooperation with the monitoring devices. The monitoring devices and the monitoring unit are preferably formed by separate structures or by separate hardware.

0029An advantageous high, diverse redundancy can be achieved in a monitoring mode if the monitoring devices and the monitoring unit differ from one another with regard to their design and/or algorithmic design.

0030In an advantageous development of the invention, it is proposed that the monitoring devices of the brake monitoring device and the monitoring unit are each intended to output an error signal when the first monitoring mode is executed, depending on a braking effect parameter, with this brake monitoring device having at least one triggering unit that is connected to the monitoring devices and the monitoring unit is operatively connected in such a way that that the initiation of the fallback measure presupposes the presence of at least two error signals. A high level of protection against incorrect initiation of the fallback measure can advantageously be achieved as a result. An error signal is expediently output by a monitoring device or by the monitoring unit if an evaluation of the first braking effect parameter in the monitoring device or a faulty braking effect of the brake is detected in the monitoring unit. The monitoring devices and the monitoring unit can take into account the same braking effect parameter. Alternatively, a different braking effect parameter can be taken into account for at least two of these units. In particular, the monitoring devices and the monitoring unit can each take into account a different braking effect parameter.

0031In a further embodiment of the invention, it is proposed that the brake control unit has at least two brake control units and a switching unit, which is provided for carrying out the fallback measure between the first braking mode of the brake control unit, in which the first brake control unit controls the power supply unit to provide a braking effect, and to switch to a second braking mode of the braking control unit, in which the second brake control unit controls the power supply unit to provide a braking effect. In this way, an advantageous redundancy can be provided in the control function of the brake control unit, with the execution of the second braking mode advantageously being able to serve as a fallback measure in the event of an insufficient braking effect in the first braking mode.

0032In the second braking mode of the brake control unit, the respective first brake control unit can continue to be operated by switching on the second brake control unit by means of the switching unit. In this case, a lack of braking action is to be compensated for by means of the second brake control unit. In a preferred embodiment of the invention, however, it is proposed that the first brake control unit be in an inactive state in the second braking mode. As a result, undesired effects of incorrect operation of the first brake control unit can be largely avoided. In this case, the switching unit expediently causes switching between the two brake control units.

0033In order to increase the reliability of the electrodynamic brake, it is proposed in a further embodiment of the invention that the rail vehicle brake device has a test mode in which the switching unit of the brake control unit is tested.

0034The brake control units advantageously differ from one another with regard to their design and/or algorithmic design. The differences in the constructive design and/or in the algorithmic design preferably relate to functions of the brake control units that are relevant to the activation of the power supply unit or its controllable elements. In this proposed embodiment, the brake control units—in an embodiment of the power supply unit with switching or valve elements—can control the switching or valve elements according to two different switching strategies. Here, the switching strategy of the first brake control unit is advantageously different from the switching strategy of the second brake control unit.

0035In this context, it is proposed that the brake monitoring device in the first monitoring mode has a first monitoring function, in which this brake monitoring device is embodied as a first braking effect monitoring unit that is intended to monitor the brake in its first braking mode, and at least a second monitoring function, in which this Brake monitoring device is designed as a second braking effect monitoring unit, which is intended to monitor the brake in its second braking mode. As a result, the first brake can advantageously be monitored both in its first braking mode and in its second braking mode by the same brake monitoring device and thus advantageously by the same structure or hardware.

0036If a monitoring unit is provided which is used to carry out the first monitoring mode at least partially in cooperation with the monitoring devices of the brake monitoring device, the monitoring devices and the monitoring unit can each be provided to output an error signal when the first monitoring function is carried out, depending on the first braking effect parameter, wherein the first braking effect monitoring unit has a triggering unit for actuating the switching unit, which is operatively connected to the monitoring devices, the monitoring unit and the switching unit in such a way that the actuation requires the presence of at least two error signals.

0037According to a further embodiment of the invention, the rail vehicle braking device has a further braking device and a switching device, with this further braking device being actuated by means of the switching device as a fallback measure depending on the braking effect parameter. In this way, an additional braking effect can be provided by means of the additional braking device in the event of faulty operation of the brake control unit.

0038In a structurally simple embodiment, it is proposed that this braking device be designed as a parking brake.

0039It is also possible to provide alternative brakes as an embodiment of the further braking device, which in particular have a higher performance than a parking brake. For example, to provide a sufficient braking effect, brakes can be used that deviate from the generator principle of an electrodynamic brake and develop their braking effect by increasing the pressure in pneumatic or hydraulic brake cylinders. In addition, a magnetic rail brake can be used as a further braking device, which is operated by pneumatic, hydraulic and/or mechanical actuation of an actuator in connection with a magnetic or permanent magnetic field generated by a current. A braking system based on the principle of eddy currents is also possible. The braking effects can be switched on or increased by means of at least one further braking device until all available brakes are switched on completely.

0040It is further proposed that the switching device can be actuated by the second braking effect monitoring unit while the second monitoring function is being carried out. In this way, an advantageous monitoring of the second brake control unit of the brake control unit to be monitored and a further fallback measure can be achieved in addition to the execution of the second braking mode.

0041If a monitoring unit is provided which is used to carry out the first monitoring mode at least partially in cooperation with the monitoring devices of the brake monitoring device, the monitoring devices and the monitoring unit can each be provided to output an error signal when the second monitoring function is carried out, depending on the first braking effect parameter, wherein the second braking effect monitoring unit has a triggering unit for actuating the switching device, which is operatively connected to the monitoring devices, the monitoring unit and the switching device in such a way that the actuation requires the presence of at least two error signals.

0042In a further advantageous embodiment of the invention, it is proposed that the rail vehicle braking device comprises at least one second electrodynamic brake, which comprises a drive unit, which has at least one drive motor and a power supply unit for supplying power to the drive motor in a traction mode of the drive unit, and at least one brake control unit. which has the respective power supply unit and at least one brake control unit, which controls the respective power supply unit to provide a braking effect in a first braking mode.

0043In this context, it is proposed that the rail vehicle brake device has at least one sensor unit, which is provided for detecting at least one braking effect parameter for the first braking mode of the second brake, and at least one second brake monitoring device assigned to the second brake and independent of the brake control unit of the second brake, which is intended to in a second monitoring mode, to take into account this braking effect parameter for initiating a fallback measure relating to the second brake. In this way, an advantageous differentiation capability can be achieved in error detection and error handling in relation to two different electrodynamic brakes.

0044The sensor unit for detecting the braking effect parameter for the first brake and the sensor unit for detecting the braking effect parameter for the second brake can be formed by separate structures or at least partially by the same structure or the same hardware.

0045In addition, it is proposed that the rail vehicle brake device has a monitoring unit that is a common component of the first brake monitoring device and the second brake monitoring device. The structure or the hardware of the monitoring unit is expediently used in combination with the various brake monitoring devices for different electrodynamic brakes, as a result of which installation space and components can be saved.

0046In addition, it is proposed that the first brake monitoring device assigned to the first brake is formed at least by the brake control unit of the second brake. As a result, the braking mode of the second brake and the monitoring mode of the brake monitoring device for the first brake can be carried out using the same physical structure—or, to put it another way, using the same hardware—of the second brake. In this way, reaction-free monitoring of the first brake can be achieved.

0047Advantageously, the brake control unit of the second brake has at least two brake control units and a switching unit that is provided for carrying out the fallback measure between the first braking mode of the brake control unit, in which the first brake control unit controls the respective power supply unit to provide a braking effect, and a second braking mode switch brake control unit, in which the second brake control unit controls the respective power supply unit to provide a braking effect, wherein the monitoring devices of the first brake monitoring device are each formed by a different brake control unit of the brake control unit forming this brake monitoring device of the second brake.

0048The first brake monitoring device assigned to the first brake is expediently formed at least by the brake control unit of the second brake, the second brake monitoring device assigned to the second brake being formed at least by the brake control unit of the first brake. In this way, an advantageous mutual, in particular crossed, monitoring of the electrodynamic brakes can be achieved.

0049With regard to the advantageous effects of the proposed method, in order to avoid unnecessary repetitions, reference is made to the statements above regarding the rail vehicle braking device.

0050Exemplary embodiments of the invention are explained with reference to the drawings. Show it:<dl id="dl0001" compact="compact"><dt>Figure 1:</dt><dd>a rail vehicle with drive axles and drive units assigned to them and</dd><dt>Figure 2:</dt><dd>a control circuit for controlling a drive unit in a braking mode, with two different brake control units,</dd><dt>Figure 3:</dt><dd>the control circuit off<figref idref="f0001">figure 2</figref> and another control circuit equipped with a monitoring function,</dd><dt>Figure 4:</dt><dd>an alternative embodiment of the circuits of Figure 3 and</dd><dt>Figure 5:</dt><dd>an alternative implementation of control circuits with monitoring functions.</dd></dl>

0051<figref idref="f0001">figure 1</figref> shows a rail vehicle 10 designed as a traction vehicle in a highly schematic side view. It has running axles 12 and drive axles 14 which are driven in a traction mode by means of drive units 16, 116. The rail vehicle 10 is braked by means of the drive units 16, 116, which each have the function of an electrodynamic brake. For braking operations at low speeds, a further braking device 17, 117 is provided in each case, which is designed as a parking brake in the form of a spring-loaded brake and shown schematically in the figure.

0052The control of the drive unit 16 as part of an electrodynamic brake is based on the<figref idref="f0001">figure 2</figref> explained in more detail. The drive unit 16 has at least one drive motor 18, which can be designed as a three-phase machine. To supply the drive motor 18 with electrical power, the drive unit 16 also includes a power supply unit 20 that is operatively connected to the drive motor 18. In an embodiment that is not shown, the drive unit 16 can have a plurality of drive motors that are supplied by the same power supply unit 20. The power supply unit 20 is known from the prior art and has an inverter, not shown in detail, which, in a traction mode of the drive unit 16, generates a current variable in voltage and frequency by activating electronic switching elements - also known as "valves" - starting from a DC voltage link of the power to be provided for the drive motor 18 is generated. The energy available in the intermediate DC circuit is drawn from a high-voltage mains supply 26 which is actively connected to a railroad mains supply via other electrical conversion devices (not shown), such as in particular a transformer or a voltage converter, a rectifier, etc. In the traction mode of the drive unit 16, the switching elements of the inverter are controlled according to a switching strategy in order to generate a drive torque on the associated drive axles 14 via the drive motor 18.

0053The drive motor 18, together with a brake control unit 22, forms an electrodynamic brake 24. In addition to the power supply unit 20, the brake control unit 22 comprises two brake control units 28 and 30, each of which is intended to control the power supply unit 20 for a braking operation of the electrodynamic brake 24 in an active state . The brake control units 28, 30 are each provided to control the switching elements of the inverter of the power supply unit 20 according to a switching strategy in a braking mode of the drive unit 16 in such a way that a braking torque is exerted on the associated drive axle 14 via the drive motor 18. During a braking process using the electrodynamic brake 24 , the drive motor 18 acts as a generator, with the energy converted into electrical current during the braking process being converted into heat by means of a braking resistor 31 . Alternatively or additionally, the energy can be fed back into the high-voltage mains supply 26, used on the vehicle or stored in a mobile memory.

0054The first brake control unit 28 is operatively connected to the power supply unit 20 via a switching unit 32, the function of which is explained further below. In addition to an interface to the power supply unit 20 , the brake control unit 28 has other interfaces through which it is operatively connected to a sensor unit 34 . The sensor unit 34 serves to detect a speed parameter v and a mass parameter m, which represent input signals for the generation of control signals by the brake control unit 28 . The brake control unit 28 is also operationally connected to the rail vehicle control system via additional interfaces, in that it is connected to a data bus 36 of the rail vehicle 10 and to the main rail vehicle air line 38. Additional input parameters for the brake control unit 28 can be made available via these additional interfaces, such as in particular a parameter which, in the case of service braking, represents a braking effect set by the vehicle driver or by an automatic vehicle control system. The brake control unit 28 is supplied with electrical energy via an on-board power supply 40 and is also operatively connected via an interface 41 to a vehicle emergency brake line 42, via which emergency braking of the rail vehicle 10 can be initiated.

0055On the basis of the input parameters mentioned above, brake control unit 28 generates control signals 44 in a first braking mode, in which it is in an active state, which power supply unit 20 controls in accordance with a specific braking effect to be achieved, in particular in accordance with a specific braking torque to be achieved . For this purpose, the operating control unit 28 has at least one computing unit 46 and one memory unit 48 in which software is stored. In particular, the braking mode switching strategy for the switching elements of the inverter is programmed in this software.

0056The brake control unit 28 is assigned a first braking effect monitoring unit 50 of a first brake monitoring device 53 which is provided to monitor the braking effect achieved or achievable by means of the electrodynamic brake 24 . For this purpose, a braking effect parameter, in particular a braking torque parameter, is used and compared with a target value. The braking effect parameter can, for example are detected by means of an acceleration sensor and/or are determined by means of an evaluation of the speed parameter v. Alternatively or additionally, the braking effect parameter can be determined by monitoring the control signals 44 generated by the brake control unit 28 . An exemplary detection of the braking effect parameter, which is denoted by the reference sign B1, is shown in FIG<figref idref="f0002">figure 3</figref> represented schematically by a sensor unit 58 or 158.

0057As already mentioned above, the brake control unit 22 comprises a second brake control unit 30. This is intended to execute at least the control function described above for the first brake control unit 28 for controlling the power supply unit 20 in a second braking mode of the drive unit 16. It serves in particular to take over the control of the power supply unit 20 in the event of faulty operation of the first brake control unit 28 .

0058If the first braking effect monitoring unit 50 detects that the braking force generated or achievable braking effect is not sufficient, brake control unit 28 is considered faulty and, as a fallback measure, switching unit 32 is used to switch to a second braking mode of electrodynamic brake 24, in which second brake control unit 30, in its active state, controls power supply unit 20 to provide a braking effect. In this second braking mode, the first faulty brake control unit 28 is switched to an inactive state.

0059In order to prevent driving during the operation of the second brake control unit 30 in the second braking mode, it is advantageous if the switchover by the switching unit 32 is also disconnected from the high-voltage mains supply 26 . This is done using a mains circuit breaker 51.

0060A second braking effect monitoring unit 52 of the brake monitoring device 53 is assigned to the second brake control unit 30 . The braking effect monitoring units 50, 52 can be formed by physically separate units or they can be formed at least partially by a common structure. In particular, the braking effect monitoring units 50, 52 can be formed entirely by the same structure. The second braking effect monitoring unit 52 is provided to monitor the braking effect achieved or achievable by means of the electrodynamic brake 24 in its second braking mode with the second brake control unit 30 . For this purpose--as already described above--a braking effect parameter, in particular a braking torque parameter, is recorded or determined and compared with a target value. This braking effect parameter can in particular correspond to the braking effect parameter B1.

0061If the second braking effect monitoring unit 52 detects that the braking effect generated or achievable by the electrodynamic brake 24 is not sufficient, the brake control unit 30 is considered faulty and the further braking device 17 is actuated as a fallback measure by means of a switching device 54 controlled by the second braking effect monitoring unit 52 .

0062The brake control units 28, 30 are based on different technologies. A technology includes the constructive - or hardware - and/or the algorithmic - or software - execution. In an example configuration, the first brake control unit 28 may be in the form of a signal processor (also called "SIP"), where the algorithmic implementation may correspond to field-oriented control. The second brake control unit 30 can be in the form of a Field Programmable Gate Array (FPGA) or “in the field programmable gate arrangement”, in which case the algorithmic implementation can correspond to a switching-oriented regulation.

0063According to an alternative embodiment, the second brake control unit 30 is designed in such a way that the power supply unit 20 is controlled exclusively by a functionality implemented using hardware—without the use of software—while the first brake control unit 28 is based on a hardware and software implementation of the control functions.

0064If both brake control units 28, 30 are based on a software implementation with regard to at least one control function, the corresponding software in the brake control units 28, 30 is implemented differently. In particular, the programming codes provided for executing the control function differ in that the codes are created, for example, by different people and/or different tools.

0065Due to the different designs of brake control units 28, 30, the switching elements of the inverter of power supply unit 20 are controlled by first brake control unit 28 according to a first switching strategy and by second brake control unit 30 according to a second switching strategy that differs from the first switching strategy.

0066So that switching from one brake control unit to the other takes place reliably, the switching unit 32 assigned to the drive unit 16 is checked for its functionality at regular and sufficiently short time intervals. For example, when the rail vehicle 10 is stationary, for example during the setup or the brake test, the switching elements of the inverters are activated according to a specific test pattern by one of the brake control units 28, 30. At least one sensor unit is provided for this purpose, which has, for example, a phase current converter and/or an intermediate circuit voltage converter and which detects an effect of the activation. After the test has been carried out with the first brake control unit 28, the second brake control unit 30 is switched to its active state by means of the switching unit 32 and the test is repeated—preferably with a different test pattern. If an expected implementation of the respective test pattern is detected, the switching unit 32 is considered error-free.

0067The above description also applies in relation to the drive unit 116 which is part of a second electrodynamic brake 124 of the rail vehicle 10 . The power supply unit of the drive unit 116 forms a brake control unit 122 with brake control units 128, 130, as in FIG<figref idref="f0002">figure 3</figref> shown. The brake control units 22, 122 of the rail vehicle 10, each with their brake control units and their power supply unit, are designed in such a way that, in cooperation, they can effect emergency braking by means of the drive motors 18 assigned to them on the drive axles 14 of the rail vehicle 10. In other words, the brake control units 22, 122 are designed to interact to generate a braking torque that is necessary for carrying out emergency braking, at least on the drive axles 14.

0068An exemplary implementation of the brake monitoring device 53 with its braking effect monitoring units 50, 52 is now based on the<figref idref="f0002">figure 3</figref> described.

0069<figref idref="f0002">figure 3</figref> shows on the left side the drive unit 16 which, as described above, comprises at least the drive motor 18 and the power supply unit 20 (see FIG<figref idref="f0001">figure 2</figref>). The brake control units 28, 30 are also shown, which together with the power supply unit 20 form the brake control unit 22. Together with the drive motor 18, the brake control unit 22 forms the electrodynamic brake 24, which is referred to below as “first electrodynamic brake 24”.

0070Brake control unit 22 has switching unit 32, which is provided for carrying out a fallback measure for first brake 24 to switch between the first braking mode of brake control unit 22, in which first brake control unit 28 controls power supply unit 20 to provide a braking effect, and a second braking mode switch brake control unit 22, in which the second brake control unit 30 controls the power supply unit 20 to provide a braking effect. An actuator 33 for actuating the switching unit 32 is shown in FIG.

0071The rail vehicle 10 has, as also in<figref idref="f0001">figure 1</figref> shown, the further drive unit 116 on. Drive unit 116, which, like drive unit 16, includes at least one drive motor and one power supply unit, is part of an electrodynamic brake 124, which is designed largely, in particular completely, identically to electrodynamic brake 24. Therefore, in order to avoid unnecessary repetitions, reference is made to the description above for the electrodynamic brake 24 .

0072The electrodynamic brake 124, referred to below as "second electrodynamic brake 124", comprises the drive motor of the drive unit 116 and a brake control unit 122. This includes the power supply unit of the drive unit 116 and two brake control units 128, 130, which are each provided to control this power supply unit for a braking operation of the electrodynamic brake 124 in an active state. The brake control unit 122 has a switching unit 132 with an actuator 133, which has the same function as the switching unit 32 in the first electrodynamic brake 24: In order to carry out the respective fallback measure, it is intended to switch between the first braking mode of brake control unit 122, in which first brake control unit 128 controls the power supply unit of drive unit 116 to provide a braking effect, and a second braking mode of brake control unit 122, in which second brake control unit 130 controls this power supply unit to provide a braking effect.

0073In addition, the mechanical braking device 17, which is associated with the first electrodynamic brake 24, and the other mechanical braking device 117, which is associated with the second electrodynamic brake 124, are shown.

0074The above, based on the<figref idref="f0001">figure 2</figref> The described monitoring of the first electrodynamic brake 24 takes place in the exemplary embodiment under consideration at least by means of the brake control unit 122 of the second electrodynamic brake 124. The brake monitoring device 53 assigned to the first brake 24 is thus formed at least by the brake control unit 122 of the second brake 124.

0075In the<figref idref="f0001">figure 2</figref> The brake monitoring device 53 shown is formed by the brake control units 128, 130 of the brake control unit 122 of the second brake 124 and by a further monitoring unit 56 that is separate from these.

0076Brake monitoring device 53 is equipped with a first monitoring function, in particular programmed, in which this brake monitoring device 53 - in addition to the above-described control tasks of brake control units 128, 130 for controlling the power supply unit of drive unit 116 - is designed as a first brake effect monitoring unit 50, which is provided for monitor first brake 24 in the first braking mode.

0077This monitoring function is based on a monitoring task described below, which is performed by each of the brake control units 128, 130 and the monitoring unit 56 in parallel and largely, in particular completely independently. These units are each operatively connected to a sensor unit 58 which is provided for detecting or determining a first braking effect parameter B1 for the first braking mode of the first electrodynamic brake 24 .

0078The braking effect parameter B1 can, in particular, be a braking torque parameter, in which case the sensor unit 58 can be mechanically coupled, for example, to an axle 14 that can be driven by the drive motor 18 and can be designed, for example, as a torque sensor. The sensor unit 58 is shown schematically and can consist of one or more sensors, with the sensor unit 58 providing the braking effect parameter B1 from one or more measured variables.

0079In a further embodiment, the sensor unit 58 can detect a number of braking effect parameters which differ from one another in terms of their type and are each evaluated by a different unit of the brake monitoring device 53, as described in more detail below.

0080As already described above, the brake control units 28, 30 of the first brake 24 are based on different technologies. This applies correspondingly to the brake control units 128, 130. A technology is defined as the design—or hardware—and/or the algorithmic—or software—design. In an exemplary configuration, the first brake control unit 128 may be in the form of a signal processor (also called "SIP"), with the algorithmic implementation corresponding to field-oriented control. The second brake control unit 130 can be embodied as a field programmable gate array (FPGA) or “in the field programmable gate arrangement”, with the algorithmic implementation corresponding to a switching-oriented regulation.

0081According to an alternative embodiment, second brake control unit 130 is designed in such a way that the power supply unit of drive unit 116 is controlled exclusively by a functionality implemented using hardware—without the use of software—while first brake control unit 128 is based on a hardware and software implementation of the control functions.

0082If both brake control units 128, 130 are based on a software implementation with regard to at least one control function, the corresponding software in brake control units 128, 130 is implemented differently. In particular, the programming codes provided for executing the control function differ in that the codes are created, for example, by different people and/or different tools.

0083Due to these differences, which apply to the control function of the brake control units in the respective braking mode, each of the brake control units 128, 130 can monitor the braking effect of the first brake 24 in its first braking mode according to an individual method that differs from the methods of the other brake control unit. When executing monitoring functions, the brake control units 128, 130 of the brake control unit 122 of the second brake 124 therefore correspond to two monitoring devices 127, 129 of the brake monitoring device 53, which differ from one another in the features described above. In particular, they differ from one another with regard to their constructive and/or algorithmic execution. If they each have software for performing monitoring functions, this software is implemented differently.

0084The monitoring unit 56 is based on a technology that differs from the technologies of the brake control units 128, 130 or the monitoring devices 127, 129. For example, the monitoring unit 56 can be based on CPLD technology ("Complex Programmable Logic Device"). The monitoring of the braking effect generated by the first brake 24 can therefore be carried out according to a method which differs from the methods of the brake control units 128, 130 or Monitoring devices 127, 129 are different.

0085The monitoring task to be performed by each brake control unit 128, 130 and by the monitoring unit 56 is to determine, based on the braking effect parameter B1, whether the braking effect generated by the first brake 24 in its first braking mode is sufficient. Due to the different technologies, the monitoring mechanism in the exemplary embodiment considered, with which brake control units 128, 130 and monitoring unit 56 are equipped for executing the first monitoring function, is implemented in a different way or is different for each of these units. In particular, the different monitoring mechanisms can be implemented using different monitoring software. The monitoring task is therefore performed largely separately, in particular completely separately, in each case by means of a different method, ie by means of a different implementation of the task by these units.

0086As already mentioned above, in a special embodiment, the sensor unit 58 can detect a plurality of braking effect parameters which differ from one another in terms of their type and are each evaluated by a different unit of the brake monitoring device 53 . The type of movement parameters is determined here by the technology of the respective unit of brake monitoring device 53 .

0087The brake control units 128, 130 of the second brake 124, ie the monitoring devices 127, 129 and the monitoring unit 56 are each provided to output an error signal when completing this monitoring task depending on the first braking effect parameter B1 or the respective braking effect parameter. This is issued by each of these units when the evaluation of the braking effect parameter B1 or the respective braking effect parameter by the respective unit leads to the result that an insufficient braking effect of the first brake 24 in its first braking mode is considered to be recognized. Due to the different implementation of the monitoring task in each of the units mentioned, an error signal can be output by the units of the brake monitoring device 53 largely independently, in particular completely independently.

0088The switching unit 32 is actuated as described above only when at least two error signals are output. A triggering unit 60 is used for this purpose, which as a component of the first brake monitoring device 53 is operatively connected to an output of the brake control units 128, 130 (or monitoring devices 127, 129) and the monitoring unit 56 on the one hand and to the switching unit 32, in particular to the actuator 33, on the other hand. The tripping unit 60 (also called a “voter” device) has three lines connected in parallel with one another, which can be electrically connected to a common voltage source 62 and together with the actuator 33 . Two switches are arranged in each line, the switches being in an open position while the monitoring task is being performed by the brake control units 128, 130 and the monitoring unit 56--and accordingly in the first braking mode of the first brake 24. As a result, an electrical connection between the voltage source 62 and the actuator 33 is separated. This electrical connection can be established by closing both switches in at least one line, whereby the switching unit 32 is actuated. The switches are each closed by means of an error signal which is present at the output of a unit of the brake monitoring device 53 . In each line, the switches are each operatively connected to a different unit of this line, so that both switches in this line are closed and therefore the switching unit 32 is only actuated if an error signal is output by two different units of the brake monitoring device 53 .

0089The monitoring task, namely the individual evaluation of the braking effect parameter B1 or the respective braking effect parameter by the brake control units 128, 130 and the monitoring unit 56, is performed by these units largely independently of one another, as described above. The monitoring function includes this monitoring task and with the actuation of the switching unit 32 through an interaction of the units of the brake monitoring device 53, ie of the monitoring devices 127, 129 and the monitoring unit 56, in particular by a combination of the results of the individual monitoring tasks.

0090When the switching unit 32 is actuated, if the braking effect of the first electrodynamic brake 24 is insufficient in its first braking mode, a fallback measure is initiated which corresponds to the assumption of control of the power supply unit 20 by the second brake control unit 30 described above.

0091Brake monitoring device 53 is equipped with a second monitoring function, in particular programmed, in which it is designed as a second brake effect monitoring unit 52 (see Fig<figref idref="f0001">figure 2</figref>), which is intended to monitor the first brake 24 in its second braking mode.

0092This second monitoring function is based on a monitoring task that is performed largely separately by each of the brake control units 128, 130 and the monitoring unit 56 and is identical to the monitoring task of the first monitoring function. The second monitoring function differs from the first monitoring function by the use of a further triggering unit 64 which, as part of the brake monitoring device 53, is connected to an output of the brake control units 128, 130 or the monitoring unit 56 on the one hand and to the switching device 54 (see also<figref idref="f0001">figure 2</figref>), In particular with the actuator 55 is in operative connection. The tripping unit 64 (also called a “voter” device) has three series-connected pairs of parallel lines which can be electrically connected to the common voltage source 62 and together with the actuator 55 . A switch is arranged in both lines for each pair of lines, the switches being in a closed position while the monitoring task is being performed by the brake control units 128, 130 and the monitoring unit 56--and accordingly during the second braking mode of the first brake 24. This establishes an electrical connection between the voltage source 62 and the actuator 55 . This electrical connection can be interrupted by opening both switches in at least one line pair, as a result of which the switching unit 54 is actuated.

0093The switches are each opened by means of an error signal which is present at the output of a unit of the brake monitoring device 53 . In each line pair, the switches are operatively connected to a different unit of this line pair, so that both switches in this line pair are opened and therefore the switching device 54 is only actuated if an error signal is output by two different units of the brake monitoring device 53.

0094During the second braking mode of the first brake 24, the switching unit 54 is in a closed position, as a result of which an electrical connection is established between a voltage source 66 and the braking device 17. Here, a signal "Release the braking device 17" is set. If the switching unit 54 is actuated, this electrical connection is separated, as a result of which a signal "apply the braking device 17" is generated.

0095The figure also shows a control line 67, through which the braking device 17 can be actuated at any time by means of a command from the driver of the vehicle.

0096The monitoring task, namely the individual evaluation of the braking effect parameter B1 or the respective braking effect parameter by the brake control units 128, 130 and by the monitoring unit 56, is performed by these units largely independently of one another, as described above. The monitoring function includes this monitoring task and is completed with the actuation of the switching unit 54 through an interaction of these units, in particular through a combination of the results of the individual monitoring tasks.

0097When the switching device 54 is actuated, if the braking effect of the first electrodynamic brake 24 is insufficient in its second braking mode, a fallback measure is initiated which corresponds to the actuation of the mechanical brake 17 described above. The second braking mode should continue to work until the braking process is over.

0098When executing the first braking mode, in which the first monitoring function can be performed by means of the triggering unit 60, the triggering unit 64 provided for the second monitoring function is inactive in that a permanent electrical connection, independent of the configuration of the triggering unit 64, is established between the voltage source 62 and the Actuator 55 is made. During the transition to the second braking mode, this electrical connection is interrupted by a switch 68 which is opened by the actuator 33 when the switching unit 32 is actuated. The electrical connection then only remains via the triggering unit 64, which is therefore placed in an active state.

0099When executing the second braking mode, in which the second monitoring function can be performed by means of the triggering unit 64, the triggering unit 60 provided for the first monitoring function is inactive, in that a permanent electrical connection, independent of the configuration of the triggering unit 60, is established between a voltage source 70 and the Actuator 33 is made. A resetting unit 72 is also provided for the switching unit 32, which is used to put the first brake control unit 28 back into operation after the end of the second braking mode or after the end of a braking process by means of the braking device 17. This is done by means of a signal S, which actuates an actuator 74, through which a switch 76 disconnects the electrical connection between the actuator 33 and the voltage source 70. With this disconnection, the actuator 33 is activated, which performs the following switching operations: the switching unit 32 is reset so that the brake control unit 28 is again effectively connected to the power supply unit 20; The switch 68 is actuated so that the voltage source 62 is electrically connected to the actuator 55, thereby deactivating the trip unit 64; A switch 78 disconnects an electrical connection between a voltage source 80 and the actuator 74 so that the reset unit 72 is deactivated or the switch 76 cannot be actuated by the actuator 74 using the signal S. Actuating the switch 78 to activate the reset unit 72 presupposes a termination of the state which led to the monitoring being activated.

0100The first and second monitoring functions, which are performed by the brake monitoring device 53, belong to a first monitoring mode of the braking device of the rail vehicle 10, in which the first brake 24 is monitored. In this case, a monitoring role for the initiation of one of the fallback measures described above relating to the first brake 24 is assumed by the second brake 124, in particular by its brake control unit 122.

0101The braking device of the rail vehicle 10 is provided with a second monitoring mode in which the second brake 124 is monitored. In the exemplary embodiment considered, a monitoring role for the initiation of one of the fallback measures described above relating to the second brake 124 is assumed by the first brake 24, in particular by its brake control unit 22. The brake control unit 22 of the first brake 24 forms, together with the monitoring unit 56, a second brake monitoring device 153 which is provided to take into account a braking effect parameter B2 for initiating a fallback measure relating to the second brake 124. Like the brake monitoring device 53, the brake monitoring device 153 is equipped with two monitoring functions which are each provided for monitoring the second brake 124 when it is executing its first braking mode or second braking mode. The brake control units 28, 30 are designed as monitoring devices 27, 29 of the brake monitoring device 153 when executing the monitoring functions. When executing the first monitoring function and the second monitoring function, brake monitoring device 153 is designed as a braking effect monitoring unit 150 or 152 for the first or second braking mode of brake control unit 122 of second brake 124 . This monitoring is carried out as a function of a second braking effect parameter B2 or of a plurality of braking effect parameters which differ from one another in terms of their nature and which is or are detected by a sensor unit 158 ​​. The above description of sensor unit 58 applies accordingly to sensor unit 158.

0102In a particular embodiment, the sensor units 58 and 158 can be at least partially formed by the same sensor structure with regard to hardware.

0103For the sake of clarity, in<figref idref="f0002">figure 3</figref> only the monitoring of the first brake 24 by the second brake 124 is shown. The above description of the monitoring functions carried out by the brake monitoring device 53 applies accordingly to the first brake 24 with regard to the monitoring of the second brake 124 . The corresponding monitoring functions are carried out by the brake control units 28, 30 in their function as monitoring devices 27, 29 in cooperation with the monitoring unit 56.

0104In the exemplary embodiment considered, monitoring unit 56 is a common component of first brake monitoring device 53 and second brake monitoring device 153.

0105The monitoring functions can be executed in the brake control units 28, 30, 128, 130 in their function as monitoring devices 27, 29, 127, 129 in each case by means of a processor that is designed identically to or differently from the processor that is provided for executing a braking mode is.

0106With the interface to the vehicle emergency brake line 42, emergency braking can be triggered by means of the electrodynamic brakes 24, 124. A rail vehicle with an emergency brake device can be provided with the level of safety that can be achieved by the proposed design of the rail vehicle braking device, in particular when the brake control units are designed with at least two brake control units, with emergency braking being able to take place exclusively by means of the electrodynamic brakes with a sufficient level of safety. As a result, a fully-fledged, additional friction brake can advantageously be dispensed with. For lower speeds, the only friction brake that can be used is a parking brake, for example in the form of a spring-loaded brake, which prevents the parked vehicle from rolling away on a slope by means of a friction force generated by a spring-loaded brake. A significant reduction in the costs of brake components and the weight of the rail vehicle can thus be achieved.

0107<figref idref="f0003">figure 4</figref> 1 shows an embodiment variant in which the brake monitoring device 53 has two monitoring devices 127' and 129'. These are associated with the first brake 24 and are independent of a further brake of the rail vehicle 10 , in particular of the second brake 124 . It differs from the<figref idref="f0002">figure 3</figref> shown embodiment of the monitoring devices 127, 129 in that they deviate from a training as a brake control unit. In particular, they can be equipped exclusively for the execution of the monitoring functions of the brake monitoring device 53, which thus deviates from a role as a brake control unit. With regard to the execution of the monitoring functions and interaction with the monitoring unit 56, in order to avoid unnecessary repetitions, reference is made to the above description of the monitoring devices 127, 129.

0108<figref idref="f0004">figure 5</figref> shows an alternative embodiment of two electrodynamic brakes 80, 180 of the rail vehicle 10. The first brake 80 is formed by the drive motor 18 of the drive unit 16 and a brake control unit 82, which includes the power supply unit 20 of the drive unit 16 and a brake control unit 84, which in a braking mode Power supply unit 20 controls for providing a braking effect. The second brake 180 is formed by the drive motor of the drive unit 116 and a brake control unit 182, which includes the power supply unit of the drive unit 116 and a brake control unit 184, which in a braking mode controls the power supply unit of the drive unit 116 to provide a braking effect.

0109In contrast to the embodiment of the previous figures, the brake control units 82 and 182 each have a single brake control unit 84 and 184, respectively. The description above for the brake control units 28 and/or 30 applies correspondingly to the control function of the brake control units 84, 184 in the braking mode.

0110In addition to its control functions, the brake control unit 84 of the first brake 80 is equipped with a monitoring function for executing a first monitoring mode of the braking device of the rail vehicle 10, in which it monitors the second brake 180 during the execution of its braking mode and, depending on a braking effect parameter B2, a fallback measure for the second brake initiates. The brake control unit 82 of the first brake 80 serves as a brake monitoring device 90 for the second brake 180 . The above description of sensor unit 58 applies correspondingly to sensor unit 186 and sensor unit 86 described below. If an evaluation of the braking effect parameter B2 by brake control unit 84 shows that the braking effect generated by second brake 180 is insufficient, brake control unit 84 initiates a fallback measure for second brake 180, for example by braking device 117 by means of an actuator 188 a switching device 189 is activated.

0111In addition to its control functions, the brake control unit 184 of the second brake 180 is equipped with a monitoring function for executing a second monitoring mode of the braking device of the rail vehicle 10, in which it monitors the first brake 80 during the execution of its braking mode and, depending on a braking effect parameter B1, a fallback measure for the first brake 80 initiates. The brake control unit 182 of the second brake 180 serves as a brake monitoring device 190 for the first brake 80 . If an evaluation of the braking effect parameter B1 by brake control unit 184 reveals that the braking effect generated by first brake 80 is insufficient, brake control unit 184 initiates a fallback measure for first brake 80, for example by braking device 17 using an actuator 88 a switching device 89 is activated.

0112In the in the<figref idref="f0002 f0003 f0004">Figures 3 to 5</figref> In the embodiments shown, the drive units 16 and 116 can be assigned to the same bogie of the rail vehicle 10 or to separate bogies. in the in<figref idref="f0001">figure 1</figref> shown embodiment, the drive units 16, 116 are each assigned to a different bogie. In this case, the drive axles 14 of the same bogie are each driven by their own drive motor, with both drive motors being supplied by the same power supply unit. At the in the<figref idref="f0002 f0003 f0004">Figures 3 to 5</figref> In the braking devices shown, in this embodiment the electrodynamic brakes 24, 124 and 80, 180 are assigned to different bogies and therefore to a number of drive axles. The brake monitoring devices 53, 153, 90, 190 can therefore localize a loss of braking effect on a bogie by bogie basis and a differentiated back-up measure can be initiated in relation to the respective bogie.

0113In an alternative embodiment, a drive motor is provided for each driven axle of a bogie, with a different power supply unit being provided for each drive motor of this bogie. In this embodiment, a separate electrodynamic brake is assigned to each driven axle of the bogie. At the in the<figref idref="f0002 f0003 f0004">Figures 3 to 5</figref> In the braking devices shown, in this embodiment, the electrodynamic brakes 24, 124 or 80, 180 are assigned to the same bogie or to a different drive axle in this bogie. The brake monitoring devices 53, 153, 90, 190 can therefore localize a loss of braking effect on each axle, and a differentiated fallback measure can be initiated in relation to the respective drive axle.