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KR-20260064715-A - Functional unit having an alternative operating mode for a railway vehicle braking system

KR20260064715AKR 20260064715 AKR20260064715 AKR 20260064715AKR-20260064715-A

Abstract

A functional unit (10) of a braking system of a railway vehicle is disclosed, said functional unit is configured to provide a function of a braking path of the braking system or a function of a part of the braking path of the braking system. Additionally, a braking system, a railway vehicle, and a method are disclosed.

Inventors

  • 레베르거 세바스티안
  • 슈탄코 미하엘

Assignees

  • 크노르-브렘제 시스테메 퓌어 쉬에넨파쩨우게 게엠베하

Dates

Publication Date
20260507
Application Date
20240909
Priority Date
20230918

Claims (20)

  1. A functional unit (10) for a braking system (1) of a railway vehicle, configured to provide a function of a braking path of the braking system (1) or a function of a part of the braking path of the braking system (1), - Input interface (13) configured to receive at least one input variable (6); - An output interface (18) configured to output at least one output variable (17); - A first processing unit (11) configured to generate at least one first intermediate variable (14) based on at least one input variable (6); - A second processing unit (12) configured to generate at least one second intermediate variable (15); - An output unit (16) configured to generate the at least one output variable (17) from the at least one first intermediate variable (14) and the at least one second intermediate variable (15) and transmit it to the output interface (18) Includes, The above function unit (10) is configured to switch from a first operating mode to a second operating mode depending on a switching command, and in the second operating mode, the output unit (16) generates at least one output variable (17) independently of the at least one first intermediate variable (14).
  2. In paragraph 1, The above function unit (10) is a function unit configured to generate a switching command from an input status message.
  3. In paragraph 1 or 2, The first processing unit (11) is in a state where there is no reverse action with respect to the output unit and the second processing unit (12) in the second operating mode, or the output unit (16) is a functional unit that does not consider the at least one first intermediate variable (14) when generating the output variable (17).
  4. In any one of paragraphs 1 through 3, The above-mentioned function unit (10) is a function unit having a limited function range or the same function range compared to the first operation mode in the second operation mode.
  5. In any one of paragraphs 1 through 4, The above function unit (10) is a function unit having a limited function provision in a second operating mode, in particular a limited remaining duration of function provision or a limited number of function executions.
  6. In any one of paragraphs 1 through 5, A function unit in which the first operating mode is the normal operating mode of the function unit, and the second operating mode is the emergency operating mode of the function unit (10).
  7. In any one of paragraphs 2 through 6, The above-mentioned function unit (10) is a function unit comprising a first monitoring unit (19, 22, 23) configured to generate an input status message.
  8. In Paragraph 7, The above-mentioned first monitoring unit (19, 22, 23) is a functional unit configured to generate an input status message based on at least one of the following data: - Diagnostic data of the first processing unit (11) above; - Diagnostic data of the second processing unit (12) above; - External control input; - Instructions for other functional units or monitoring units (26) for a higher level (28).
  9. In any one of paragraphs 1 through 8, A function unit in which an input status message may include one of the following information: - That a preceding function unit or a processing unit of a preceding function unit, on which at least one of the input variables depends, is in a normal operating mode immediately before termination; - That a preceding function unit, on which at least one of the input variables depends, is in emergency operation mode; - That the preceding function unit or the processing unit of the preceding function unit on which at least one of the input variables depends is broken, blocked, or no longer available.
  10. In any one of paragraphs 1 through 9, A functional unit comprising an output status message interface (18), wherein the functional unit (10) is configured to output an output status message (8) through the output status message interface (18).
  11. In any one of paragraphs 1 through 10, The above function unit (10) is a function unit configured to generate the output status message (8), particularly through the second monitoring unit.
  12. In Article 10 or Article 11, The above output status message (8) is a functional unit that is generated based on at least one of the following data: - Diagnostic data of the first processing unit (11) above; - Diagnostic data of the second processing unit (12) above; - External control input; - Instructions for monitoring units (26) for other functional units or higher level (28); - Operation mode of the above function unit (10).
  13. In any one of paragraphs 10 through 12, The above output status message (8) is a functional unit that includes at least one piece of information regarding what follows: - Operating mode of the above function unit (10); - Available functional range of the above functional unit (10); - Provides limited functionality; - Status of the first processing unit (11) and/or the second processing unit (12).
  14. In any one of paragraphs 7 through 13, A functional unit in which the first monitoring unit and the second monitoring unit are identical.
  15. In any one of paragraphs 1 through 14, The first processing unit (11) is a functional unit that has no safety integrity or has a lower or equal level of safety integrity compared to the second processing unit (12).
  16. In any one of paragraphs 1 through 15, The output unit (16) is a functional unit having a higher or equal level of safety integrity compared to the second processing unit (12).
  17. In any one of paragraphs 1 through 16, The above-mentioned function unit (10) is a function unit that is a brake control unit (2), an actuator control unit (3), a braking force generating unit (4), or an energy supply unit (5).
  18. In any one of paragraphs 1 through 17, The second processing unit (12) is a functional unit having the same structure or same functional range as the first processing unit (11) and configured to generate at least one second intermediate variable (14) based on at least one input variable.
  19. As a braking system (1) for railway vehicles, A braking system comprising a braking path, wherein a first functional unit (10) according to any one of claims 1 to 18 is disposed therein or is formed by a first functional unit (10) according to any one of claims 1 to 18.
  20. In Paragraph 19, A braking system comprising a braking system monitoring unit (26) configured to monitor the first function unit (10), generate an input status message, and transmit the input status message to the function unit (10).

Description

Functional unit having an alternative operating mode for a railway vehicle braking system The present invention relates to a functional unit for a braking system of a railway vehicle according to claim 1, wherein the availability of the braking system is improved by design. Furthermore, the present invention relates to a braking system comprising such functional unit, and a railway vehicle comprising such braking system. Furthermore, the present invention relates to a method for operating such functional unit, such braking system, and/or such railway vehicle. Different brakes and braking systems are used in railway vehicles. They are designed according to different physical operating principles. On the one hand, non-wear brakes may be mentioned here, such as regenerative motors that obtain energy from the movement of the railway vehicle, which can be supplied to a storage device for future use or converted into heat through braking resistors. Another type of non-wear brake is the eddy current brake. In addition, there are wear brakes. These include friction brakes, which can be designed differently. In practice, at least two pairs of friction components are combined to generate a frictional force that causes braking action. This includes, in particular, electromechanical, pneumatic, and electro-pneumatic brakes. Furthermore, magnetic rail brakes also belong to the category of wear brakes. Different boundary conditions are applied to these brakes or braking systems, and a Safety Integrity Level (SIL) is assigned partially due to the components and/or subsystems used by the function of the braking system. Additionally, brake control is achieved by a control input that controls the corresponding brake through a braking path, which includes intermediate units, each of which has a different SIL. Typically, the unit with the lowest SIL determines the SIL of the entire braking path. The lower the SIL, the higher the probability of failure for the corresponding unit and, consequently, the entire braking path. Consequently, the reliability of the relevant unit decreases. FIG. 1 is a drawing illustrating a braking system having a plurality of functional units. FIG. 2 is a drawing illustrating a first embodiment of a functional unit. FIG. 3 is a drawing illustrating a second embodiment of a functional unit. FIG. 4 is a drawing illustrating a specific embodiment of a functional unit. FIGS. 5A and FIGS. 5B are drawings illustrating two finite state machines. FIG. 1 illustrates a braking system equipped with a plurality of functional units. A braking system (1) is shown, comprising functional units including a brake control unit (2), an actuator control unit (3), a braking force generating unit (4), and an energy supply unit (5). The braking force generating unit (4) is also divided into a braking force unit (4a) and an ultra-high reliability functional unit (4b). In the drawing, input variables (6) are transmitted from the left to the braking system (1). In this case, they may be control inputs, vehicle state variables, braking system state variables, or energy supply variables. These input variables (6) are subsequently transmitted as input variables to function units (2, 3, 4, 5) as needed. That is, vehicle state variables such as speed, acceleration, etc. are transmitted to the brake control unit (2), for example, but not necessarily. Control inputs such as set deceleration, user braking requests, or emergency braking requests are transmitted to the brake control unit (2), for example, but not necessarily. Braking system state variables such as clamping force and clamping force, piston or braking pressure, braking torque, and rotational speed are transmitted to the brake control unit (2) and/or actuator control unit (3), for example, but not necessarily. Energy supply state variables such as the charge state or temperature of the energy storage device are transmitted to the energy supply unit (5), for example, but not necessarily. The function units (2, 3, 4, 5) each provide functions based on the input variables transmitted as described above. In the drawing, the braking system (1) itself also forms a functional unit as described above. The functional unit receives input variables (6) as described above. These input variables are processed by the braking system (1), and in this case, to achieve braking action, the braking system (1) provides an output variable (7), in this case, the clamping force or clamping force of the clamping part of the friction brake. In this regard, the functional units (2, 3, 4, 5) are used as sub-units of the upper functional unit, the "braking system (1)". The functional units (2, 3, 4, 5) are further subdivided into the remaining processing units not shown here. Now, it is provided that the illustrated function units (2, 3, 4, 5) and/or the braking system (1) itself output a status message (8) (also referred to as "output status message" in the above description of the function units). T