Search

US-12617376-B2 - Parking brake system, computer-implemented method of controlling a parking brake system of a rail vehicle, computer program and non-volatile data carrier

US12617376B2US 12617376 B2US12617376 B2US 12617376B2US-12617376-B2

Abstract

A parking brake system for a rail vehicle ( 100 ) contains a brake actuator ( 120 ) for receiving a parking-brake command (cmd P ) and producing an electric brake-force signal (BF). A brake unit ( 200 ) contains first and second pressing members ( 211, 212 ) and a rotatable member ( 110 ) being mechanically linked to a wheel ( 105 ) of the rail vehicle ( 100 ). When receiving the electric brake-force signal (BF), the brake unit ( 200 ) causes the first and second pressing members ( 211, 212 ) to apply a braking force to the rotatable member ( 110 ) to keep the wheel ( 105 ) immobile. A gear assembly ( 220 ) in the brake unit ( 200 ) operates mechanically on the first and second pressing members ( 211; 212 ). In response to the electric brake-force signal (BF), an electric motor ( 230 ) acts on the gear assembly ( 220 ) to cause the first and second pressing members ( 211; 212 ) to attain a specified position interrelationship. An acceleration sensor ( 125 ) registers movements of the rail vehicle ( 100 ). If movements of the rail vehicle ( 100 ) above a magnitude threshold level are registered during a period when the parking-brake command (cmd P ) has instructed the at least one wheel ( 105 ) to be immobile, the brake actuator ( 120 ) reproduces the electric brake-force signal (BF) to reapply the braking force to the rotatable member ( 110 ).

Inventors

  • Viktor PRIM

Assignees

  • DELLNER BUBENZER AB

Dates

Publication Date
20260505
Application Date
20221124
Priority Date
20220218

Claims (20)

  1. 1 . A parking brake system for a rail vehicle ( 100 ), which parking brake system comprises: a brake actuator ( 120 ) configured to receive a parking-brake command (cmdP), and in response thereto produce an electric brake-force signal (BF), and a brake unit ( 200 ) comprising first and second pressing members ( 211 , 212 ), a rotatable member ( 110 ) being mechanically linked to at least one wheel ( 105 ) of the rail vehicle ( 100 ), the brake unit ( 200 ) being configured to receive the electric brake-force signal (BF), and in response thereto cause the first and second pressing members ( 211 , 212 ) to apply a braking force to the rotatable member ( 110 ) to keep the at least one wheel ( 105 ) immobile, a gear assembly ( 220 ) arranged to operate mechanically on the first and second pressing members ( 211 ; 212 ), and an electric motor ( 230 ) configured to, in response to the electric brake-force signal (BF), act on the gear assembly ( 220 ) to cause the first and second pressing members ( 211 ; 212 ) to move towards or away from the rotatable member ( 110 ) and attain a specified position interrelationship, wherein the brake system further comprises an acceleration sensor ( 125 ) configured to register movements of the rail vehicle ( 100 ) and produce an output signal indicative of a magnitude of the movements of the rail vehicle ( 100 ), and the brake actuator ( 120 ) is configured to receive the output signal; and if, during a period when the parking-brake command (cmdP) has instructed the at least one wheel ( 105 ) to be immobile, the output signal indicates movements of the rail vehicle ( 100 ) at a magnitude above a threshold level, and control the brake actuator ( 120 ) to reproduce the electric brake-force signal (BF) to the electric motor ( 230 ) to cause the first and second pressing members ( 211 , 212 ) to reapply the braking force to the rotatable member ( 110 ) to keep the at least one wheel ( 105 ) immobile.
  2. 2 . The parking brake system according to claim 1 , wherein the brake actuator ( 120 ) is further configured to generate a first alarm message (A 1 ) if, during the period when the parking-brake command (cmd P ) has instructed the at least one wheel ( 105 ) to be immobile, the acceleration sensor ( 125 ) registers a movement of the rail vehicle ( 100 ) at a magnitude above the threshold level.
  3. 3 . The parking brake system according to claim 2 , wherein the brake actuator ( 120 ) is connected to at least one data bus ( 150 , 160 ) in the rail vehicle ( 100 ), which at least one data bus ( 150 , 160 ) is configured to communicate at least one of control signals (CS) and status messages (SS).
  4. 4 . The parking brake system according to claim 3 , wherein the brake actuator ( 120 ) is configured to send the first alarm message (A 1 ) as one of the status messages (SS) over one of the at least one data bus ( 160 ).
  5. 5 . The parking brake system according to claim 1 , wherein the brake actuator ( 120 ) further comprises a wireless interface ( 340 ) configured to send a second alarm message (A 2 ) on a wireless format if, during the period when the parking-brake command (cmd P ) has instructed the at least one wheel ( 105 ) to be immobile, the acceleration sensor ( 125 ) registers a movement of the rail vehicle ( 100 ) at a magnitude above the threshold level.
  6. 6 . The parking brake system according to claim 1 , wherein the brake actuator ( 120 ) further comprises an alarm signal generator ( 350 ) configured to emit at least one of an acoustic signal and a visual signal (A 3 ) if, during the period when the parking-brake command (cmd P ) has instructed the at least one wheel ( 105 ) to be immobile, the acceleration sensor ( 125 ) registers a movement of the rail vehicle ( 100 ) at a magnitude above the threshold level.
  7. 7 . The parking brake system according to claim 1 , further comprising a backup power unit ( 130 ) configured to accumulate electric power (W) from a power line ( 140 ) in the rail vehicle ( 100 ) during operation of the rail vehicle ( 100 ), and in case of an outage of the electric power (W) provide the accumulated electric power to the brake actuator ( 120 ) and the brake unit ( 200 ) thus enabling the electric motor ( 130 ) to maintain the specified position interrelationship between the first and second pressing members ( 211 ; 212 ) resulting from the electric brake-force signal (BF) also during said outage.
  8. 8 . The parking brake system according to claim 7 , wherein the backup power unit ( 130 ) comprises at least one rechargeable battery ( 433 ), and a battery charger ( 431 ) connected to the power line ( 140 ) and configured to transfer electric power (W) received from the power line ( 140 ) to the at least one rechargeable battery ( 433 ), wherein the at least one rechargeable battery ( 433 ) is arranged to feed electric power to the brake actuator ( 120 ) and the brake unit ( 200 ) if the electric power (W) on the power line ( 140 ) fails.
  9. 9 . The parking brake system according to claim 7 , wherein the backup power unit ( 130 ) comprises: at least one capacitive element ( 533 ), and a rectifier ( 531 ) connected to the power line ( 140 ) and configured to transfer electric power (W) received from the power line ( 140 ) to the at least one capacitive element ( 533 ), wherein the at least one capacitive element ( 533 ) is arranged to feed electric power to the brake actuator ( 120 ) and the brake unit ( 200 ) if the electric power (W) on the power line ( 140 ) fails.
  10. 10 . A computer-implemented method of controlling a parking brake system of a rail vehicle ( 100 ), which parking brake system comprises: a brake actuator ( 120 ) configured to receive a parking-brake command (cmd P ), and in response thereto produce an electric brake-force signal (BF), and a brake unit ( 200 ) comprising first and second pressing members ( 211 , 212 ) and a rotatable member ( 110 ) being mechanically linked to at least one wheel ( 105 ) of the rail vehicle ( 100 ), which brake unit ( 200 ) is configured to receive the electric brake-force signal (BF), and in response thereto cause the first and second pressing members ( 211 , 212 ) to apply a braking force to the rotatable member ( 110 ) to keep the at least one wheel ( 105 ) immobile, the brake unit ( 200 ) further comprising a gear assembly ( 220 ) arranged to operate mechanically on the first and second pressing members ( 211 ; 212 ), and an electric motor ( 230 ) configured to, in response to the electric brake-force signal (BF), act on the gear assembly ( 220 ) to cause the first and second pressing members ( 211 ; 212 ) to move towards or away from the rotatable member ( 110 ) and attain a specified position interrelationship, said method comprising the steps of registering movements of the rail vehicle ( 100 ), producing an output signal indicative of a magnitude of the movements of the rail vehicle ( 100 ), receiving the output signal, and if, during a period when the parking-brake command (cmd P ) has instructed the at least one wheel ( 105 ) to be immobile, the output signal indicates movements of the rail vehicle ( 100 ) at a magnitude above a threshold level, and controlling the brake actuator ( 120 ) to reproduce the electric brake-force signal (BF) to the electric motor ( 230 ) to cause the first and second pressing members ( 211 , 212 ) to reapply the braking force to the rotatable member ( 110 ) to keep the at least one wheel ( 105 ) immobile.
  11. 11 . The method according to claim 10 , further comprising generating a first alarm message (A 1 ) if, during the period when the parking-brake command (cmd P ) has instructed the at least one wheel ( 105 ) to be immobile, the acceleration sensor ( 125 ) registers a movement of the rail vehicle ( 100 ) at a magnitude above the threshold level.
  12. 12 . The method according to claim 10 , further comprising generating a second alarm message (A 2 ) on a wireless format if, during the period when the parking-brake command (cmd P ) has instructed the at least one wheel ( 105 ) to be immobile, the acceleration sensor ( 125 ) registers a movement of the rail vehicle ( 100 ) at a magnitude above the threshold level.
  13. 13 . The method according to claim 10 , further comprising emitting at least one of an acoustic signal and a visual signal (A 3 ) if, during the period when the parking-brake command (cmd P ) has instructed the at least one wheel ( 105 ) to be immobile, the acceleration sensor ( 125 ) registers a movement of the rail vehicle ( 100 ) at a magnitude above the threshold level.
  14. 14 . The method according to claim 10 , further comprising accumulating electric power (W) from a power line ( 140 ) in a backup power unit ( 130 ) in the rail vehicle ( 100 ) during operation of the rail vehicle ( 100 ), and in case of an outage of the electric power (W), and providing the accumulated electric power to the brake actuator ( 120 ) and the brake unit ( 200 ) thus enabling the electric motor ( 130 ) to maintain the specified position interrelationship between the first and second pressing members ( 211 ; 212 ) resulting from the electric brake-force signal (BF) also during said outage.
  15. 15 . A computer program ( 325 ) loadable into a non-volatile data carrier ( 320 ) communicatively connected to at least one processor ( 330 ), the computer program ( 325 ) comprising software for executing the method according to claim 10 when the computer program ( 325 ) is run on the at least one processor ( 330 ).
  16. 16 . A non-volatile data carrier ( 320 ) containing the computer program ( 325 ) of claim 15 .
  17. 17 . The parking brake system according to claim 4 , wherein the brake actuator ( 120 ) further comprises a wireless interface ( 340 ) configured to send a second alarm message (A 2 ) on a wireless format if, during the period when the parking-brake command (cmd P ) has instructed the at least one wheel ( 105 ) to be immobile, the acceleration sensor ( 125 ) registers a movement of the rail vehicle ( 100 ) at a magnitude above the threshold level.
  18. 18 . The parking brake system according to claim 3 , wherein the brake actuator ( 120 ) further comprises a wireless interface ( 340 ) configured to send a second alarm message (A 2 ) on a wireless format if, during the period when the parking-brake command (cmd P ) has instructed the at least one wheel ( 105 ) to be immobile, the acceleration sensor ( 125 ) registers a movement of the rail vehicle ( 100 ) at a magnitude above the threshold level.
  19. 19 . The parking brake system according to claim 2 , wherein the brake actuator ( 120 ) further comprises a wireless interface ( 340 ) configured to send a second alarm message (A 2 ) on a wireless format if, during the period when the parking-brake command (cmd P ) has instructed the at least one wheel ( 105 ) to be immobile, the acceleration sensor ( 125 ) registers a movement of the rail vehicle ( 100 ) at a magnitude above the threshold level.
  20. 20 . The parking brake system according to claim 17 , wherein the brake actuator ( 120 ) further comprises an alarm signal generator ( 350 ) configured to emit at least one of an acoustic signal and a visual signal (A 3 ) if, during the period when the parking-brake command (cmd P ) has instructed the at least one wheel ( 105 ) to be immobile, the acceleration sensor ( 125 ) registers a movement of the rail vehicle ( 100 ) at a magnitude above the threshold level.

Description

TECHNICAL FIELD The present invention relates generally to immobilization of rail vehicles. Especially, the invention relates to a parking brake system for a rail vehicle according to the preamble of claim 1 and a corresponding computer-implemented method. The invention also relates to a computer program and a non-volatile data carrier storing such a computer program. BACKGROUND In operation of an electrically powered rail vehicle, the onboard motors are typically engaged as generators to decelerate the rail vehicle. However, for efficiency and safety reasons, one cannot rely solely on this braking strategy. In particular, a dedicated brake function will always be needed to ensure emergency braking functionality and that the rail vehicle remains stationary after that it has been brought to a stop. In many cases, the same brake units are used for different types of braking functionality, such as service braking, emergency braking and parking braking. Today's rail vehicle brakes characteristically use pneumatically regulated brakes. This is disadvantageous inter alia due to their slow and imprecise regulation, however also because the risk of leakages and resulting malfunction. Recently, electrically controlled brakes have been presented as an alternative to pneumatically regulated brakes. For example, US 2020/0198605 describes a microcomputer-controlled electromechanical braking system containing an electromechanical braking control device and an electromechanical braking unit. The electromechanical braking control device includes a braking microcomputer control unit, an electromechanical control unit and a standby power supply module. The braking microcomputer control unit receives a braking instruction signal sent by a driver or an automatic driving system, performs the calculation of a target braking force and braking management. If the electromagnetic brake is powered off, a screw-and-nut arrangement locks the brake to maintain the braking force. When a torque motor rotor rotates reversely, the nut makes a translational motion reversely, and the braking force is released. CN 111422174 discloses an automatic parking braking device for a passenger train, which avoids the need for so-called stop blocks to be arranged at the wheels of the vehicle when being parked for longer periods of time. The design contains two ends of a cam fixed swing rod and the ends of a cam gap adjusting swing rod of the braking device are movably connected with two braking connecting rods and a sliding seat correspondingly. The sliding seat is connected into a sliding groove of a self-locking mechanism base in a sliding mode, and a parking braking air cylinder is arranged in the sliding groove. The sliding seat is elastically connected with a gap adjusting wedge-shaped sliding block. The braking method comprises the following steps that the sliding seat slides into the sliding groove, the cam fixed swing rod and the cam gap adjusting swing rod move in the direction of the sliding groove, one ends of the two braking connecting rods get close to the sliding seat, the two braking pads get away from a braking wheel disc, automatic relieving is achieved, and otherwise braking parking is achieved. According to the invention, during braking and parking, the operation time is short, the efficiency is high, effective braking can be ensured, an anti-slip iron shoe does not need to be placed manually, the labor intensity is low, the possibility of omission when anti-slip measures are removed does not exist, and the safety is higher. EP 2 939 891 shows an electric parking brake device for a vehicle. The electric parking brake device includes an actuator device that is designed to actuate mechanical components of a wheel brake device; and a control device which controls the actuator device electrically. The control device is set up to detect whether a battery disconnect switch has been actuated and, if the battery disconnect switch has been actuated, the control device initiates partial braking by means of the actuator device within a latency period after the battery disconnect switch has been actuated, during which the actuator device can still be controlled electrically, such that that a full braking effect of the electric parking brake is delayed. Thus, electromechanical braking systems are known, which inter alia relate to parking brake functionality. For example, one design enables an electropneumatically controllable parking brake to be applied if a battery has been disconnected. However, there is no technical solution ensuring that a parking-braked rail vehicle actually remains immobilized until a brake-release command is generated. SUMMARY The object of the present invention is therefore to offer a solution that solves the above problem and provides an electric-based parking brake function of improved reliability. According to one aspect of the invention, the object is achieved by a parking brake system for a rail vehicle, which system