Title of Invention	AN IMPROVED BRAKING DEVICE FOR A RAIL VEHICLE
Abstract	The invention relates to a braking device for a rail vehicle, in which a braking control unit is linked to braking units via a data bus system. According to the invention, the data bus system is designed to transmit telegrams and a fail-safe unit is assigned to the data bus system to identify transmission errors. Said fail-safe unit is linked on the output side to braking units of the service brake and the emergency brake, in order to trigger the braking units in the event of a transmission error.

Title of Invention

AN IMPROVED BRAKING DEVICE FOR A RAIL VEHICLE

Abstract

The invention relates to a braking device for a rail vehicle, in which a braking control unit is linked to braking units via a data bus system. According to the invention, the data bus system is designed to transmit telegrams and a fail-safe unit is assigned to the data bus system to identify transmission errors. Said fail-safe unit is linked on the output side to braking units of the service brake and the emergency brake, in order to trigger the braking units in the event of a transmission error.

Full Text	PCT/EP2006/050929 - 1 - 2005P00020WOUS Braking device for a rail vehicle The invention relates to a braking device for a rail vehicle, wherein a brake control unit is connected to brake units via a data bus system. A braking device is provided in every rail vehicle. Said braking device is triggered either by the driver of the vehicle who activates a switch or a valve, or by a safety device. For use under particularly hazardous conditions, for example when there is a fire, a quick-acting braking device is provided in a rail vehicle. Known quick-acting braking devices are always configured in such a way that the rail vehicle is braked immediately to a standstill and that it is difficult to release the brake during the braking process or else in the stationary state. The intention is to make the rail vehicle particularly safe. A quick-acting braking device has previously been implemented by, for example in the case of a compressed air brake, completely venting the main air line. This venting activates the brake units and achieves the maximum braking force. According to another known example of a quick acting braking device, an electrical loop into which all the brake units are connected is installed through a train. If the voltage at the brake units drops due to an interruption in the electrical loop, these brake units close with maximum braking force. DE 101 28 897 Cl discloses a braking device in which a data bus system" connects a brake control unit and braking units. PCT/EP2006/050929 - 2 - 2005P00020WOUS With such a braking device it was previously not possible to bring about the maximum braking force at short notice when there was a defect in the brake system. The invention is based on the object of specifying a braking device which is quick acting through use of a data bus system and nevertheless makes it possible for the maximum braking force to be available quickly in the event of a defect in the brake system. The object is achieved according to the invention by virtue of the fact that the data bus system is used to transmit telegrams and that the data bus system is assigned a fail-safe device in order to detect transmission errors, which fail-safe device is connected at the output end to brake units of the service brake and of the emergency brake, in order to trigger brake units if a transmission error occurs. This provides the advantage that the brake units are actuated directly by means of signals which are generally digital signals. These are less susceptible to faults than variables such as, for example, the air pressure in a line or the electrical voltage, which were previously used to actuate the brake units. Nevertheless it is ensured that the maximum braking force is achieved immediately in the event of a defect in the brake system. For example, a device for detecting the time period between the outputting of a telegram and its arrival via the data bus system is provided, which device is connected to a threshold value transmitter and a control device, in order to trigger the brake units if the time period is longer than the threshold value of the threshold value transmitter. The advantage is achieved that a defect in the brake system can PCT/EP2006/050929 - 2a - 2005P00020WOUS easily be perceived solely through the detection of an excessively long time period. PCT/EP2006/050929 - 3 - 2005P00020WOUS For example, the brake units have modules for checking the telegrams which have arrived. It is therefore possible to transmit messages with the telegrams. For example, the telegrams each contain an indication of the outputting brake control unit. Therefore, in the case of a motive power unit with two driver's cabs it is possible to detect which driver's cab is activated at a particular time. Telegrams which then appear to originate from the driver's cab which is not activated can be disregarded. For example, a brake control unit, which is assigned a switch for the purpose of activation, is arranged in the driver's cab. This makes it possible, in the particularly simple way, for the driver of the vehicle to be able to switch off the brake control unit, and thus the entire quick-acting brake device if necessary. This is particularly appropriate if the train would otherwise come to a standstill in a tunnel, which would be hazardous, for example, in the event of a fire in the train. For example, the data bus system is connected via a first gateway to a train bus which is connected via a second gateway to a data bus system of another, coupled rail vehicle. The use of this train bus makes it possible to connect to one another a plurality of complete motive power units which, for example, each have two driver's cabs, in which case all the brake units are operated from one driver's cab. For example, the telegrams which arrive via the train bus contain an indication of the first gateway which is assigned to the outputting brake control unit. This indirectly ensures that in the coupled train only those telegrams which come from the driver's cab of the other train are considered. Faults are thus largely avoided. PCT/EP2006/050929 - 4 - 2005P00020WOUS In order to improve the reliability, the telegrams can, for example, be transmitted redundantly. The at least one brake control unit is, for example, part of a train protection device. This train protection device permits driverless operation and ensures that the brake control unit is incorporated for automated braking with all the previously known advantages. For example, the brake units have their own voltage supplies. As a result, a power supply line which would have to be routed through the entire rail vehicle is advantageously not required. In fact, it is possible for no power supply to be provided via the data bus system. For example, the brake units have sensors for the brake pressure, which sensors are connected to the at least one brake control unit. This provides the advantage that the driver of the vehicle can be informed of a reduced brake pressure. For example, the at least one brake control unit has an input interface for signals. It is therefore advantageously possible for this brake control unit also to be switched automatically without a driver of a vehicle intervening. For example, an emergency travel mode switch for bypassing braking commands is connected to the input interface. Activation of the emergency travel mode switch, for example by the driver of the vehicle, causes all the previous commands to be cancelled so that a rail vehicle can still leave a hazardous point before it stops. Such a hazardous point may be a tunnel. For example, two emergency travel mode switches on which an AND logic operation has been carried out are provided. PCT/EP2006/050929 - 5 - 2005P0002pwOUS For example, an OR logic operation is carried out on signals for braking and an AND logic operation is carried out on signals for the emergency travel mode, at the input interface. This provides the advantage that emergency braking can be triggered very quickly by a single signal while interruption in the emergency braking is possible only if a plurality of signals on which an AND logic operation has been carried out require the brake to be released. Consequently, undesired interruption of the emergency braking is ruled out. For the driverless operating mode, for example a sensor system for monitoring the track region is connected to the input interface. Such a sensor system, which may be, for example, an image-recording camera, reliably ensures undisrupted driverless operation since obstacles in the track region can be detected in such good time that the rail vehicle can stop before the obstacle. For example, the at least one brake control unit is part of a control center which is connected to its input interface and to the data bus system in a wireless fashion. This makes central evaluation of the braking processes possible even outside the rail vehicle. The braking device according to the invention provides, in particular, the advantage that the brake units can be activated quickly and reliably, and rapid braking is possible even when there is a defect in the brake system. Furthermore, when necessary it is also possible to interrupt the braking process at short notice so that the rail vehicle does not stop in a tunnel. PCT/EP2006/050929 2005P00020WO Patent claims 1. A braking device for a rail vehicle, wherein at least one brake control unit is connected to brake units via a data bus system which is used to transmit telegrams and which is assigned a fail-safe device, characterized in that the fail-safe device is used to detect transmission errors, in that the fail-safe device is connected, for this purpose, at the output end to brake units of the service brake and of the emergency brake, in order to trigger brake units if a transmission error occurs, in that the at least one brake control unit has an input interface for signals, and in that an OR logic operation is carried out on signals for braking and an AND logic operation is carried out on signals for emergency travel mode, at the input interface. 2. The braking device as claimed in claim 1, characterized in that a device for detecting the time period between the outputting of a telegram and its arrival via the data bus system is provided, which device is connected to a threshold value transmitter and a control device, in order to trigger the brake units if the time period is longer than the threshold value of the threshold value transmitter. 3. The braking device as claimed in one of claims 1 or 2, characterized in that the brake units have modules for checking the telegrams which have arrived. 4. The braking device as claimed in one of claims 1 to 3, characterized in that the telegrams contain an indication of the outputting brake control unit. 5. The braking device as claimed in one of claims 1 to 4, characterized in that a brake control unit, which is assigned a switch for the purpose of activation, is arranged in the driver's cab. PCT/EP2006/050929 - 6a - 2005P00020WOUS 6. The braking device as claimed in one of claims 1 to 5, characterized in that the data bus system is connected via a first gateway to a train bus which is connected via a second gateway to a data bus system of another, coupled rail vehicle. PCT/EP2006/050929 - 7 - 2005P00020WOUS 7. The braking device as claimed in claim 6, characterized in that the telegrams which arrive via the train bus contain an indication of the first gateway which is assigned to the outputting brake control unit. 8. The braking device as claimed in one of claims 1 to 7, characterized in that the telegrams can be transmitted redundantly. 9. The braking device as claimed in one of claims 1 to 8, characterized in that the at least one brake control unit is part of a train protection device. 10. The braking device as claimed in one of claims 1 to 9, characterized in that the brake units have their own voltage supplies. 11. The braking device as claimed in one of claims 1 to 10, characterized in that the brake units have sensors for the brake pressure, which sensors are connected to the at least one brake control unit. 12. The braking device as claimed in one of claims 1 to 11, characterized in that an emergency travel mode for bypassing braking commands switch is connected to the input interface. 13. The braking device as claimed in claim 12, characterized in that two emergency travel mode switches on which an AND logic operation has been carried out are provided. 14. The braking device as claimed in one of claims 1 to 13, characterized in that a sensor system for monitoring the track region is connected for driverless operation to the input interface. PCT/EP2006/050929 - 7a - 2005P00020WOUS 15. The braking device as claimed in one of claims 1 to 14, characterized in that the at least one brake control unit is part of a control center which is connected to an input interface and to the data bus system in a wireless fashion. PCT/EP2006/050929 - 8 - 2005P00020WOUS 16. The braking device as claimed in one of claims 12 to 15, characterized in that a sensor system for monitoring the track region is connected for driverless operation to the input interface. 17. The braking device as claimed in one of claims 12 to 16, characterized in that the at least one brake control unit is part of a control center which is connected to an input interface and to the data bus system in a wireless fashion. The invention relates to a braking device for a rail vehicle, in which a braking control unit is linked to braking units via a data bus system. According to the invention, the data bus system is designed to transmit telegrams and a fail-safe unit is assigned to the data bus system to identify transmission errors. Said fail-safe unit is linked on the output side to braking units of the service brake and the emergency brake, in order to trigger the braking units in the event of a transmission error.

Full Text

PCT/EP2006/050929 - 1 -
2005P00020WOUS
Braking device for a rail vehicle
The invention relates to a braking device for a rail vehicle,
wherein a brake control unit is connected to brake units via a
data bus system.
A braking device is provided in every rail vehicle. Said
braking device is triggered either by the driver of the vehicle
who activates a switch or a valve, or by a safety device. For
use under particularly hazardous conditions, for example when
there is a fire, a quick-acting braking device is provided in a
rail vehicle. Known quick-acting braking devices are always
configured in such a way that the rail vehicle is braked
immediately to a standstill and that it is difficult to release
the brake during the braking process or else in the stationary
state. The intention is to make the rail vehicle particularly
safe.
A quick-acting braking device has previously been implemented
by, for example in the case of a compressed air brake,
completely venting the main air line. This venting activates
the brake units and achieves the maximum braking force.
According to another known example of a quick acting braking
device, an electrical loop into which all the brake units are
connected is installed through a train. If the voltage at the
brake units drops due to an interruption in the electrical
loop, these brake units close with maximum braking force.
DE 101 28 897 Cl discloses a braking device in which a data bus
system" connects a brake control unit and braking units.

PCT/EP2006/050929 - 2 -
2005P00020WOUS
With such a braking device it was previously not possible to
bring about the maximum braking force at short notice when
there was a defect in the brake system.
The invention is based on the object of specifying a braking
device which is quick acting through use of a data bus system
and nevertheless makes it possible for the maximum braking
force to be available quickly in the event of a defect in the
brake system.
The object is achieved according to the invention by virtue of
the fact that the data bus system is used to transmit telegrams
and that the data bus system is assigned a fail-safe device in
order to detect transmission errors, which fail-safe device is
connected at the output end to brake units of the service brake
and of the emergency brake, in order to trigger brake units if
a transmission error occurs.
This provides the advantage that the brake units are actuated
directly by means of signals which are generally digital
signals. These are less susceptible to faults than variables
such as, for example, the air pressure in a line or the
electrical voltage, which were previously used to actuate the
brake units. Nevertheless it is ensured that the maximum
braking force is achieved immediately in the event of a defect
in the brake system.
For example, a device for detecting the time period between the
outputting of a telegram and its arrival via the data bus
system is provided, which device is connected to a threshold
value transmitter and a control device, in order to trigger the
brake units if the time period is longer than the threshold
value of the threshold value transmitter.
The advantage is achieved that a defect in the brake system can

PCT/EP2006/050929 - 2a -
2005P00020WOUS
easily be perceived solely through the detection of an
excessively long time period.

PCT/EP2006/050929 - 3 -
2005P00020WOUS
For example, the brake units have modules for checking the
telegrams which have arrived. It is therefore possible to
transmit messages with the telegrams.
For example, the telegrams each contain an indication of the
outputting brake control unit. Therefore, in the case of a
motive power unit with two driver's cabs it is possible to
detect which driver's cab is activated at a particular time.
Telegrams which then appear to originate from the driver's cab
which is not activated can be disregarded.
For example, a brake control unit, which is assigned a switch
for the purpose of activation, is arranged in the driver's cab.
This makes it possible, in the particularly simple way, for the
driver of the vehicle to be able to switch off the brake
control unit, and thus the entire quick-acting brake device if
necessary. This is particularly appropriate if the train would
otherwise come to a standstill in a tunnel, which would be
hazardous, for example, in the event of a fire in the train.
For example, the data bus system is connected via a first
gateway to a train bus which is connected via a second gateway
to a data bus system of another, coupled rail vehicle. The use
of this train bus makes it possible to connect to one another a
plurality of complete motive power units which, for example,
each have two driver's cabs, in which case all the brake units
are operated from one driver's cab.
For example, the telegrams which arrive via the train bus
contain an indication of the first gateway which is assigned to
the outputting brake control unit. This indirectly ensures that
in the coupled train only those telegrams which come from the
driver's cab of the other train are considered. Faults are thus
largely avoided.

PCT/EP2006/050929 - 4 -
2005P00020WOUS
In order to improve the reliability, the telegrams can, for
example, be transmitted redundantly.
The at least one brake control unit is, for example, part of a
train protection device. This train protection device permits
driverless operation and ensures that the brake control unit is
incorporated for automated braking with all the previously
known advantages.
For example, the brake units have their own voltage supplies.
As a result, a power supply line which would have to be routed
through the entire rail vehicle is advantageously not required.
In fact, it is possible for no power supply to be provided via
the data bus system.
For example, the brake units have sensors for the brake
pressure, which sensors are connected to the at least one brake
control unit. This provides the advantage that the driver of
the vehicle can be informed of a reduced brake pressure.
For example, the at least one brake control unit has an input
interface for signals. It is therefore advantageously possible
for this brake control unit also to be switched automatically
without a driver of a vehicle intervening.
For example, an emergency travel mode switch for bypassing
braking commands is connected to the input interface.
Activation of the emergency travel mode switch, for example by
the driver of the vehicle, causes all the previous commands to
be cancelled so that a rail vehicle can still leave a hazardous
point before it stops. Such a hazardous point may be a tunnel.
For example, two emergency travel mode switches on which an AND
logic operation has been carried out are provided.

PCT/EP2006/050929 - 5 -
2005P0002pwOUS
For example, an OR logic operation is carried out on signals
for braking and an AND logic operation is carried out on
signals for the emergency travel mode, at the input interface.
This provides the advantage that emergency braking can be
triggered very quickly by a single signal while interruption in
the emergency braking is possible only if a plurality of
signals on which an AND logic operation has been carried out
require the brake to be released. Consequently, undesired
interruption of the emergency braking is ruled out.
For the driverless operating mode, for example a sensor system
for monitoring the track region is connected to the input
interface. Such a sensor system, which may be, for example, an
image-recording camera, reliably ensures undisrupted driverless
operation since obstacles in the track region can be detected
in such good time that the rail vehicle can stop before the
obstacle.
For example, the at least one brake control unit is part of a
control center which is connected to its input interface and to
the data bus system in a wireless fashion. This makes central
evaluation of the braking processes possible even outside the
rail vehicle.
The braking device according to the invention provides, in
particular, the advantage that the brake units can be activated
quickly and reliably, and rapid braking is possible even when
there is a defect in the brake system. Furthermore, when
necessary it is also possible to interrupt the braking process
at short notice so that the rail vehicle does not stop in a
tunnel.

PCT/EP2006/050929
2005P00020WO

Patent claims
1. A braking device for a rail vehicle, wherein at least one
brake control unit is connected to brake units via a data
bus system which is used to transmit telegrams and which
is assigned a fail-safe device, characterized in that the
fail-safe device is used to detect transmission errors, in
that the fail-safe device is connected, for this purpose,
at the output end to brake units of the service brake and
of the emergency brake, in order to trigger brake units if
a transmission error occurs, in that the at least one
brake control unit has an input interface for signals, and
in that an OR logic operation is carried out on signals
for braking and an AND logic operation is carried out on
signals for emergency travel mode, at the input interface.
2. The braking device as claimed in claim 1, characterized in
that a device for detecting the time period between the
outputting of a telegram and its arrival via the data bus
system is provided, which device is connected to a
threshold value transmitter and a control device, in order
to trigger the brake units if the time period is longer
than the threshold value of the threshold value
transmitter.
3. The braking device as claimed in one of claims 1 or 2,
characterized in that the brake units have modules for
checking the telegrams which have arrived.
4. The braking device as claimed in one of claims 1 to 3,
characterized in that the telegrams contain an indication
of the outputting brake control unit.
5. The braking device as claimed in one of claims 1 to 4,
characterized in that a brake control unit, which is
assigned a switch for the purpose of activation, is
arranged in the driver's cab.

PCT/EP2006/050929 - 6a -
2005P00020WOUS
6. The braking device as claimed in one of claims 1 to 5,
characterized in that the data bus system is connected via
a first gateway to a train bus which is connected via a
second gateway to a data bus system of another, coupled
rail vehicle.

PCT/EP2006/050929 - 7 -
2005P00020WOUS
7. The braking device as claimed in claim 6, characterized in
that the telegrams which arrive via the train bus contain
an indication of the first gateway which is assigned to
the outputting brake control unit.
8. The braking device as claimed in one of claims 1 to 7,
characterized in that the telegrams can be transmitted
redundantly.
9. The braking device as claimed in one of claims 1 to 8,
characterized in that the at least one brake control unit
is part of a train protection device.
10. The braking device as claimed in one of claims 1 to 9,
characterized in that the brake units have their own
voltage supplies.
11. The braking device as claimed in one of claims 1 to 10,
characterized in that the brake units have sensors for the
brake pressure, which sensors are connected to the at
least one brake control unit.
12. The braking device as claimed in one of claims 1 to 11,
characterized in that an emergency travel mode for
bypassing braking commands switch is connected to the
input interface.
13. The braking device as claimed in claim 12, characterized
in that two emergency travel mode switches on which an AND
logic operation has been carried out are provided.
14. The braking device as claimed in one of claims 1 to 13,
characterized in that a sensor system for monitoring the
track region is connected for driverless operation to the
input interface.

PCT/EP2006/050929 - 7a -
2005P00020WOUS
15. The braking device as claimed in one of claims 1 to 14,
characterized in that the at least one brake control unit
is part of a control center which is connected to an input
interface and to the data bus system in a wireless
fashion.

PCT/EP2006/050929 - 8 -
2005P00020WOUS
16. The braking device as claimed in one of claims 12 to 15,
characterized in that a sensor system for monitoring the
track region is connected for driverless operation to the
input interface.
17. The braking device as claimed in one of claims 12 to 16,
characterized in that the at least one brake control unit
is part of a control center which is connected to an input
interface and to the data bus system in a wireless
fashion.

The invention relates to a braking device for a rail vehicle, in which a braking control unit is linked to braking
units via a data bus system. According to the invention, the data bus system is designed to transmit telegrams and a fail-safe unit is
assigned to the data bus system to identify transmission errors. Said fail-safe unit is linked on the output side to braking units of the
service brake and the emergency brake, in order to trigger the braking units in the event of a transmission error.

Documents:

02731-kolnp-2007-abstract.pdf

02731-kolnp-2007-claims 1.0.pdf

02731-kolnp-2007-claims 1.1.pdf

02731-kolnp-2007-correspondence others 1.1.pdf

02731-kolnp-2007-correspondence others 1.2.pdf

02731-kolnp-2007-correspondence others 1.3.pdf

02731-kolnp-2007-correspondence others.pdf

02731-kolnp-2007-description complete.pdf

02731-kolnp-2007-form 1.pdf

02731-kolnp-2007-form 18.pdf

02731-kolnp-2007-form 2.pdf

02731-kolnp-2007-form 3.pdf

02731-kolnp-2007-form 5.pdf

02731-kolnp-2007-gpa.pdf

02731-kolnp-2007-international publication.pdf

02731-kolnp-2007-international search report.pdf

02731-kolnp-2007-pct request form.pdf

02731-kolnp-2007-priority document.pdf

02731-kolnp-2007-translated copy of priority document.pdf

2731-KOLNP-2007-(02-05-2012)-CORRESPONDENCE.pdf

2731-KOLNP-2007-CORRESPONDENCE.pdf

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Patent Number

254385

Indian Patent Application Number

2731/KOLNP/2007

PG Journal Number

44/2012

Publication Date

02-Nov-2012

Grant Date

30-Oct-2012

Date of Filing

24-Jul-2007

Name of Patentee

SIEMENS AKTIENGESELLSCHAFT

Applicant Address

WITTELSBACHERPLATZ 2, 80333 MUNCHEN

Inventors:

#	Inventor's Name	Inventor's Address
1	WIESAND, MANFRED	VOGELHERDSTRASSE 11, 90559 BURGTHANN

PCT International Classification Number

B60T 8/88,B60T 17/22

PCT International Application Number

PCT/EP06/050929

PCT International Filing date

2006-02-14

PCT Conventions:

#	PCT Application Number	Date of Convention	Priority Country
1	102005007336.0	2005-02-17	Germany