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1. (US20130338860) Method for controlling an antiskid-regulated friction brake system of a rail vehicle
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Claims

1. A method for controlling an emergency brake device of a rail vehicle or of a rail vehicle train which is composed of a plurality of rail vehicles, which rail vehicle or rail vehicle train has a number of axles which are braked by friction brakes, wherein emergency braking is started by an emergency braking request, the method comprising:
using an evaluation unit to identify at least one axle which has inadmissible brake slip during the emergency braking and at which inadmissible brake slip occurs outside a predefined optimum brake slip range,
using the evaluation unit to identify at least one axle which has no, or admissible, brake slip during the emergency braking and by which a larger friction braking force can be transmitted than by the at least one axle with inadmissible brake slip,
under control of an electronic control unit that actuates the brake actuator or the brake actuators at the at least one axle, adapting the friction braking forces at the at least one axle which has no, or admissible, brake slip such that, by at least partially compensating the friction braking force which is lost at the at least one axle owing to the inadmissible brake slip, a deviation of the actual deceleration of the rail vehicle or of the rail vehicle train from a setpoint deceleration predefined by the emergency braking request is kept within a tolerable range.
2. The method of claim 1, wherein the compensation of the friction braking force lost at the at least one axle with inadmissible brake slip during the emergency braking takes place directly after operation b) or still during the emergency braking but after operation b) by a predetermined time period.
3. The method of claim 1, wherein an intervention by the antiskid regulating means at an axle is used as a criterion for the fact that inadmissible brake slip is occurring at this axle during the emergency braking.
4. The method of claim 1, wherein the emergency brake device is actuated by a pressure medium and for at least one axle a deceleration-regulated emergency brake pressure or a deceleration-regulated pilot control pressure (Cv 1) is generated as a function of the deviation of the actual deceleration from the setpoint deceleration, and a further emergency brake pressure or a further pilot control pressure (Cv 2) is generated independently and in parallel therewith.
5. The method of claim 1, wherein the further emergency brake pressure or the further pilot control pressure (Cv 2) is load-corrected.
6. The method of claim 4, wherein the respective higher pressure of the deceleration-regulated emergency brake pressure or of the deceleration-regulated pilot control pressure (Cv 1) and of the further emergency brake pressure or of the further pilot control pressure (Cv 2) is used to generate the friction braking force at the at least one axle.
7. An emergency brake device of a rail vehicle or of a rail vehicle train composed of a plurality of rail vehicles, which rail vehicle or rail vehicle train has a number of friction-braked axles, the emergency brake device comprising:
brake actuators generating friction braking forces at the friction-braked axles during emergency braking,
an evaluation unit that identifies at least one axle which has inadmissible brake slip during emergency braking and at which brake slip occurs outside a predefined optimum brake slip range, wherein the evaluation unit identifies at least one axle which has no, or admissible, brake slip during the emergency braking and by which a larger friction braking force can be transmitted than by the at least one friction-braked axle with inadmissible brake slip,
d) at least one sensor that determines the actual deceleration of the rail vehicle or of the rail vehicle train during the emergency braking,
e) an electronic control unit which actuates the brake actuator or the brake actuators at the at least one axle which has no, or admissible, brake slip during the emergency braking in such a way that by at least partially compensating the friction braking force which is lost at the at least one axle as a result of the inadmissible brake slip, a deviation of the actual deceleration of the rail vehicle or of the rail vehicle train from a setpoint deceleration predefined by the emergency braking request is kept within a tolerable range.
8. The emergency brake device of claim 7, further comprising an antiskid regulating device, and in that an intervention by the antiskid regulating means at a friction-braked axle during emergency braking is used as a criterion for whether brake slip outside the predefined optimum brake slip range occurs at this friction-braked axle.
9. The emergency brake device of claim 7, wherein said device is actuated by a pressure medium and comprises, for at least one axle, a first valve device which is controlled by the electronic control unit and which generates, for the at least one axle, a deceleration-regulated emergency brake pressure or a deceleration-regulated pilot control pressure (Cv 1) representing the latter as a function of the deviation of the actual deceleration from the setpoint deceleration.
10. The emergency brake device of claim 9, wherein the first valve device contains at least one ventilating valve which is connected to a pressure medium supply and a venting valve which is connected to a pressure sink.
11. The emergency brake device of claim 9, further comprising a second valve device which is controlled by the electronic control unit and which generates, for the at least one axle, a further emergency brake pressure or a further pilot control pressure (Cv 2) representing the latter, independently of and in parallel with the deceleration-regulated emergency brake pressure or the deceleration-regulated pilot control pressure (Cv 1) representing the latter.
12. The emergency brake device of claim 9 further comprising selection means which, during emergency braking, pass on the higher emergency brake pressure or the higher pilot control pressure (Cv 1, Cv 2) of the deceleration-regulated emergency brake pressure or of the deceleration-regulated pilot control pressure (Cv 1) representing the latter and of the further emergency brake pressure or of the pilot control pressure (Cv 2) representing the latter.
13. The emergency brake device of claim 12, wherein the selection means contain at least one double non-return valve ( 28), to whose pressure inlet the deceleration-regulated emergency brake pressure or the deceleration-regulated pilot control pressure (Cv 1) and to whose further pressure inlet the further emergency brake pressure or the further pilot control pressure (Cv 2) is applied.
14. The emergency brake device of claim 12, wherein the selection means contain at least one relay valve device (EDU) with two pneumatic control inlets, wherein the deceleration-regulated pilot control pressure (Cv 1) is present at the one pneumatic control inlet, as a first control pressure, and the further pilot control pressure (Cv 2) is present as a second control pressure at the other pneumatic control inlet, and the relay valve device is designed to generate an emergency brake pressure for the at least one axle, independently of the respectively higher control pressure (Cv 1, Cv 2).