Rail vehicle speed control auxiliary method, auxiliary rail vehicle speed control method and related rail vehicle

Abstract

A method (1000) for providing speed (V) control assistance for a rail vehicle (100, 200, 300), the rail vehicle having a regenerative brake (181, 281, 381, 383), a friction brake (182, 282, 382, ​​384, 386) and a control element (110, 210, 310), by means of which a total braking force (F) can be adjusted and which can be distributed between the regenerative brake (181, 281, 381, 383) and the friction brake (182, 282, 382, ​​384, 386).

Description

Technical Field

[0001] The present invention relates to a method for providing control assistance to the speed of a rail vehicle (especially such a traction vehicle) having regenerative brakes and friction brakes and a method for assisting in controlling the speed of a rail vehicle (especially such a traction vehicle) having regenerative brakes and friction brakes, and related rail vehicles. Background Art

[0002] Currently, rail vehicle drivers, especially those of traction vehicles, often have difficulty braking their vehicles in such a way that as much braking energy as possible is fed back into the system. However, for rail-mounted battery-powered vehicles, it is particularly important to convert as little kinetic energy as possible into heat when braking in order to achieve the longest possible range.

[0003] Two separate brake levers can be provided for braking the vehicle, one for the mechanical brake and the other for the electric brake. Furthermore, it can be provided that the driver monitors the pressure of the pneumatic mechanical brake via a pressure gauge. These solutions require a high degree of attention and experience from the driver. In addition, operators often want to simplify rail vehicle operation as much as possible in order to be able to increase safety and / or deploy less expensive personnel. Therefore, vehicle control with only one combined drive / brake lever is often required.

[0004] For example, EP 1 400 426 B1 describes an improved drive switch which can integrate all basic functions for driving a rail vehicle into a single device. In particular, the drive switch can be operated in two directions to activate two mutually independent functions, such as a drive function and a brake function. For this purpose, the drive switch can be connected to the brake system and the drive system of the rail vehicle. The driver can select the pneumatic brake system or the electric brake system of the rail vehicle individually, or the driver can set the rail vehicle to an automatic brake system to select and / or combine these systems according to a predetermined program.

[0005] Furthermore, EP 3 219 560 B1 describes a procedure for providing a train driver with a brake selection recommendation during train operation, wherein the train has at least one electric brake and at least one friction brake, and wherein the method has the following steps: defining a brake priority ratio between the at least one electric brake and the at least one friction brake; determining an energy-optimized speed profile for a travel section of the train, wherein the energy-optimized speed profile has a plurality of braking sections, and assigning each of the plurality of braking sections to a corresponding brake selection recommendation, wherein the determination of the energy-optimized speed profile and the assignment of each of the plurality of braking sections to the corresponding brake selection recommendation is limited by a maximum travel time, and the brake priority ratio is limited by at least one electric brake of the travel section; and providing the train driver with the corresponding brake selection recommendation for the plurality of braking sections. In this case, the brake priority ratio may be a priority value representing a ratio between the braking application time of the at least one electric brake and the at least one friction brake or a ratio between the braking energy of the at least one electric brake and the at least one friction brake, and / or a brake maintenance interval based on the at least one electric brake and the at least one friction brake.

[0006] Disadvantages of existing technology

[0007] Previously known solutions for manual braking of rail vehicles having regenerative brakes and friction brakes are complex and / or inadequate for energy-saving braking.

[0008] question

[0009] The problem underlying the invention is to make vehicle operation as simple and / or intuitive as possible for a rail vehicle driver of a rail vehicle having regenerative brakes and friction brakes, thereby achieving the most energy-efficient driving mode.

[0010] Solution according to the invention

[0011] The above-mentioned problem is solved by a method and a rail vehicle.

[0012] According to one embodiment, a method for providing control assistance for the speed of a rail vehicle is provided, the rail vehicle comprising: at least one regenerative brake, at least one friction brake and a control element, by means of which a total braking force can be adjusted, the total braking force being distributed between the at least one regenerative brake and the at least one friction brake, the method comprising: determining a current travel speed of the rail vehicle; determining an expected position of the control element based on a predefined dependency of a braking force portion (or component) of at least one regenerative brake of the total braking force on the speed of the rail vehicle and the position of the control element, at which expected position the braking force portion (or component) of at least one regenerative brake reaches a maximum value for the current travel; and using the expected position of the control element to output a recommendation related to the position of the control element to a driver of the rail vehicle and / or to control the behavior of the control element.

[0013] This enables the driver of the rail vehicle (also referred to as rail vehicle driver or driver for short) to manually brake the rail vehicle in a simple and / or intuitive manner using only one control element and thus to apply the maximum (possible) braking force via one or more regenerative brakes without requiring lengthy brake training.

[0014] Thus, a particularly high proportion of the rail vehicle's kinetic energy can be recovered in a simple manner during manual braking or, depending on the design and / or operating state of the vehicle, fed back into the vehicle battery and / or an external power supply system.

[0015] This applies regardless of whether the driver actively initiates the braking process himself or is guided by a driver assistance system during driving which specifies a target speed and / or a target traction / braking force.

[0016] In the following, the braking force portion of the friction brake is also referred to as the friction braking force portion and the friction braking force component, respectively, and the braking force portion of the regenerative brake is also referred to as the regenerative braking force portion and the regenerative braking force component, respectively.

[0017] The method may comprise the step of determining a current position of the control element.

[0018] Furthermore, the current position of the control element and / or the deviation of the current position from the desired position of the control element to output the recommendation may be used for determining the recommendation to output and / or the suggestion of the behavior of the control element.

[0019] This enables the driver to operate the control elements particularly intuitively.

[0020] For example, it can be provided that the recommended output intensity and / or the behavior of the control element changes in proportion to the deviation of the current position from the desired position.

[0021] However, this may also depend on the type of output or behavior.

[0022] For example, the output intensity can be adjusted to a medium sensitivity or even a driver-specific sensitivity.

[0023] According to one embodiment, a method for assisting in controlling the speed of a rail vehicle, the rail vehicle comprising at least one regenerative brake, at least one friction brake, and a control element, by means of which the total braking force of the at least one regenerative brake and the at least one friction brake can be adjusted, the method comprising: determining a current position of the control element; determining a current travel speed of the rail vehicle; using the current position of the control element and the current travel speed to determine a current braking force portion (or component) of at least one regenerative brake (or at least one regenerative brake and at least one friction brake) of a current total braking force of the rail vehicle, which corresponds to the current position of the control element, and according to the braking force of the at least one regenerative brake; The invention relates to a method for controlling the braking force of at least one friction brake of a rail vehicle according to the present invention, wherein the braking force portion (or component) of at least one friction brake is determined based on a predefined dependency of the power portion (or component) and the braking force portion (or component) of at least one friction brake on the speed of the rail vehicle and the position of a control element; and an expected position of the control element is determined based on the predefined dependency of the braking force portion (or component) of at least one regenerative brake on the speed of the rail vehicle and the position of the control element, at which the braking force portion (or component) of at least one regenerative brake reaches a maximum value for the current driving speed; and using the expected position of the control element to output a recommendation related to the position of the control element to a driver of the rail vehicle and / or to control the behavior of the control element.

[0024] When using a desired position, the current position of the control element and / or a deviation of the current position of the control element from the desired position of the control element may also be taken into account accordingly.

[0025] The output of recommendations may be performed acoustically, optically, and / or tactilely in the methods described herein.

[0026] Furthermore, it can be provided that the corresponding method is executed multiple times.

[0027] For example, it can be arranged that the corresponding method is repeated periodically, at least once per second, typically at least twice per second, or even at least five times per second, and / or for example while the rail vehicle is moving, at least if the current travel speed is greater than or equal to a typically vehicle-specific predefined threshold of 25 km / h or 30 km / h.

[0028] In this context, it is noted that for safety reasons it may be expected, desired or required to use only friction brakes when braking at vehicle speeds below a predefined threshold, such as when approaching a red signal.

[0029] Furthermore, the control element can be designed as a drive brake lever, for example as a corresponding operating lever.

[0030] In these embodiments, it can be configured to execute methods for providing control assistance, and / or methods for assisting in controlling vehicle speed, or methods for determining a desired position of a control element, and / or methods for using the desired position only when the current position of the control element corresponds to a braking and / or neutral position.

[0031] If the current position of the control element corresponds to the drive position, these steps can be omitted.

[0032] According to one embodiment, a rail vehicle comprises: at least one regenerative brake, at least one friction brake, a control element, by the position of which the total braking force of the at least one regenerative brake and the at least one friction brake is adjustable, and an auxiliary device connected to the control element, the auxiliary device being configured to determine a desired position of the control element based on a predefined dependency of a braking force portion (or component) of at least one regenerative brake of the total braking force on a speed of the rail vehicle and the position of the control element, at which desired position the braking force portion (or component) of at least one regenerative brake reaches a maximum value for the current travel speed, wherein the auxiliary device is configured to transmit the desired position and / or a signal related to the desired position to the control element, and / or wherein the auxiliary device has an output unit for outputting the desired position and / or a value related to the desired position.

[0033] The position of the control element can be linearly correlated with the total braking force. This allows for particularly intuitive controllability.

[0034] However, the total braking force may also be non-linearly dependent on the position of the control element.

[0035] Furthermore, for a given position of the control element, for total braking force values ​​less than the maximum total braking force, the total braking force may depend on the current speed of the rail vehicle (also referred to herein as current vehicle speed).

[0036] The control element can have a drive brake lever, a drive switch or a joystick.

[0037] Furthermore, the control element may be configured as an electronic drive-by-wire control.

[0038] Furthermore, the behavior of actuating a brake lever, actuating a switch or a joystick may depend on a desired position and / or a signal associated with the desired position.

[0039] Specifically, the control element can have a controllable actuator, such as an electric or pneumatic actuator, and / or a controllable vibration generator, which can generate a reaction force and / or vibration of a joystick or handle of the control element according to the current position, the desired position and / or a signal related to the desired position.

[0040] In particular, it can be provided that a desired position of the control element (related to the vehicle speed) is also referred to below as an optimal or ideal regenerative brake position (of the control element), at which the braking force portion of the regenerative brake is at its maximum value (maximum), which desired position is indicated by the resistance of the control element (towards the driver) generated by means of the controllable actuator. This can be achieved, for example, in a similar manner to 'pressing' the accelerator pedal of a car with an automatic transmission.

[0041] This allows the driver to simply direct the control element along the optimum regenerative brake position when braking (and therefore during vehicle speed changes).

[0042] Therein, it can be provided that the actuator changes the layout and / or design of the control element as a function of the current vehicle speed. This is usually implemented in such a way that the change / deflection of the actuator can be manually overridden at any time.

[0043] Furthermore, it may be provided that the distance of the current position of the control element from the desired position (optimal regenerative brake position) is made visible / tangible (indicative) by increasing or decreasing the resistance during the movement of the control element.

[0044] Furthermore, provision can be made to introduce a reward system for the driver in order to motivate the driver to brake with an optimal regenerative brake position where possible.

[0045] Alternatively or additionally, provision can be made for the desired position and / or the distance of the current position of the control element from the desired position of the control element (dependent on the vehicle speed) to be haptically evident / tangible (for the driver) by means of vibration.

[0046] The output unit may have a light source, a screen, a vibration generator and / or a loudspeaker.

[0047] Specifically, it may be arranged that the desired position of the control element and / or the distance between the current position of the control element and the desired position of the control element is indicated via the output unit.

[0048] For example, it can be arranged to indicate the desired position and / or the distance of the current position of the control element from the desired position acoustically (e.g. by means of spacing and / or volume) or optically (e.g. by means of color coding of LEDs or displayed geometric shapes, bars or bar graphs, dots, circles and / or geometric elements indicating direction on a screen, such as arrows or triangles).

[0049] Furthermore, the auxiliary device can be integrated into a control and auxiliary unit of the rail vehicle, which is designed to operate at least one regenerative brake with a portion of the current total braking force corresponding to the current position of the control element, which corresponds to a predefined dependency of the braking force portion of the at least one regenerative brake at the current speed of the rail vehicle, and is designed to operate at least one friction brake with a portion of the current total braking force corresponding to a predefined dependency of the braking force portion of the at least one friction brake on the speed of the rail vehicle and the position of the control element at the current speed of the rail vehicle.

[0050] The rail vehicle may be a battery-assisted rail vehicle, in particular a battery-powered vehicle (battery vehicle).

[0051] Typically, a rail vehicle has a traction vehicle, such as an electric car, or is implemented as a traction vehicle, such as a multiple unit group.

[0052] Furthermore, the rail vehicle may have an electrical energy storage device, in particular a traction battery, an electric brake, typically connected to the electrical energy storage device as at least one regenerative brake or at least one of the regenerative brakes, and / or a generator-operable traction machine, typically connected to the energy storage device, which can be used in generator mode as at least one regenerative brake or at least one of the regenerative brakes.

[0053] Furthermore, the rail vehicle, in particular auxiliary devices and / or a control and auxiliary unit of the rail vehicle, is typically configured to carry out the method described herein.

[0054] According to a further embodiment, a computer program product and / or a computer-readable data carrier (such as a magnetically, electrically or optically readable data carrier) has program commands suitable for causing one or more processors of a rail vehicle control, auxiliary devices of a rail vehicle and / or a control and auxiliary unit to perform the method described herein.

[0055] The above-mentioned embodiments can be combined with each other as needed. BRIEF DESCRIPTION OF THE DRAWINGS

[0056] The accompanying drawings illustrate embodiments and, together with the description, serve to explain the principles of the present invention.The elements of the drawings are shown relative to each other and are not necessarily drawn to scale.

[0057] Identical reference signs and reference signs that differ only within the first digit refer to similar parts, respectively.

[0058] Figure 1A The respective dependencies of the braking force portions of the regenerative brake and the friction brake as percentages of the total braking force of the rail vehicle are shown as a function of the speed of the rail vehicle.

[0059] Figure 1B The desired position of a control element expressed as a percentage as a function of the speed of a rail vehicle according to an exemplary embodiment is shown.

[0060] Figure 1C The total braking force of the rail vehicle expressed as a percentage is shown as a function of the speed of the rail vehicle for different positions of the control element according to an exemplary embodiment in which the total braking force has a non-proportional dependence on the control element.

[0061] Figure 2A A schematic diagram of a rail vehicle is shown according to an exemplary embodiment.

[0062] Figure 2B A schematic diagram of a rail vehicle is shown according to an exemplary embodiment.

[0063] Figure 2C A schematic diagram of a rail vehicle is shown according to an exemplary embodiment.

[0064] Figure 3A A schematic diagram of a display of a rail vehicle is shown according to an exemplary embodiment.

[0065] Figure 3B A block diagram of a method for providing speed control assistance for a rail vehicle is shown in accordance with an exemplary embodiment.

[0066] Figure 3C A block diagram of a method for assisting in controlling the speed of a rail vehicle is shown according to an exemplary embodiment.

[0067] Exemplary Embodiments

[0068] Figure 1A The respective predefined dependencies of the percentage of the braking force portion F1 of the regenerative brakes of an exemplary rail vehicle and the percentage of the braking force portion F2 of the friction brakes of the rail vehicle of the total braking force of the rail vehicle as a function of the rail vehicle's passing speed v are shown. It should be noted that due to the performance limitations of the regenerative brakes in general, the use of friction brakes may be necessary, in particular at high vehicle speeds v.

[0069] Figure 1B The desired position S of the control element of the rail vehicle is shown in percentage form g , at the desired position, when assuming the usual linear dependence (F-S) between the total braking force F of the rail vehicle and the position S of the control element (within the braking range), according to Figure 1A The dependence F1(v)=F-F2(v) (or 100%-F2(v)) on the speed v of the rail vehicle is shown, the braking force portion of the regenerative brake reaching the highest corresponding value.

[0070] in other words, Figure 1B shows the ideal regenerative brake position S of the control element g , such as the ideal position or offset of the (travel) brake lever in order to maximize the use of the regenerative brakes as a function of the vehicle speed v. Specifically, from an energy point of view, it is clearly shown that the ideal position of the (travel) brake lever varies with the speed v. In addition, Figure 1B shows that without the right assistance systems, it is difficult or requires a lot of experience for the driver to fully utilize the regenerative brakes from an energetic point of view.

[0071] According to various embodiments, tactile, audible, and / or optical signals may be used to indicate to the driver the ideal regenerative brake position S during braking. g and / or to the desired regenerative brake position S g distance to guide the driver towards the ideal regenerative brake position S during vehicle speed changes g and / or towards and / or along the ideal regenerative brake position S g guide.

[0072] Optical or acoustic implementations are relatively easy to implement.

[0073] Haptic implementations, such as vibration of the control element or a part thereof (e.g. the actuating brake lever) or an additional element (e.g. the driver's wristband), may be slightly more complex but can be implemented in a very intuitive way. In addition, a haptic implementation has the advantage that the driver cannot be distracted as easily as with an optical implementation, since both the control element / signaling element and the track must be viewed simultaneously.

[0074] This also applies to implementations in which the control element or the actuating brake lever is equipped with an actuator which indicates the ideal regenerative brake position in relation to the vehicle speed by a resistance similar to 'pressing' the accelerator pedal of a car with automatic transmission. This allows the driver to reach the ideal regenerative brake position in a simple manner as the speed of the rail vehicle varies.

[0075] Among other things, it may be advantageous if the actuator can change the layout of the control element or the actuating brake lever. However, in these embodiments, the driver should generally be able to manually override the deflection performed by the actuator at any time.

[0076] Since only braking with the regenerative brake is desirable from an energy point of view, it is also advantageous if the control element is designed such that in a lower position range only the regenerative brake is used for braking and the ideal regenerative brake position is independent of the vehicle speed. However, this may mean that the total braking force no longer depends linearly on the position of the control element.

[0077] This is through Figure 1C The example in FIG. 1 shows the total braking force F of a rail vehicle expressed in percentage as a function of the speed for different positions or deflections S of the actuating brake lever expressed in percentage.

[0078] Figure 2A A schematic diagram shows a part of the control of a rail vehicle 100. In the exemplary embodiment, the controller comprises a control element 110 for the driver of the rail vehicle 100, an auxiliary device 170 connected to the control element 110 and a control unit for outputting a desired position S connected to the auxiliary device 170. g and the expected position S g The relevant value E(S g ) output unit 150, which can also be part of the auxiliary device 170.

[0079] like Figure 2A As shown, the control element 110 can have a lever 111, which is usually designed as a brake lever, even more usually as a driving brake lever of the control element 110, and can have a signal transmission or control unit 115. Among them, the unit 115 is usually used at least to determine the position S of the lever 111 relative to the unit 115 or relative to the housing of the unit 115.

[0080] The unit 115 can transmit a specified position S of the rail vehicle 100 or even a total braking force F(S) determined according to this position to the auxiliary device 170. Figure 2A This is represented by a dashed arrow between unit 115 and auxiliary device 170.

[0081] Based on the current position S transmitted at a given time t t or the total braking force F(S) determined based on the position and the current vehicle speed V which is also transmitted to the auxiliary unit 170 t , the auxiliary unit 170 can usually determine the corresponding ideal (current) regenerative brake position S by calculating these g .

[0082] In addition, the auxiliary unit 170 can adjust the ideal (current) regenerative brake position S g Or its related value E(S G ) is transmitted to the output unit 150 for general processing output to assist the driver during braking, and / or to transmit the desired (current) regenerative brake position S g Or the signal R(S g ) to unit 115 for changing the behavior of lever 111 during driver operation.

[0083] It can be provided that in the correlation signal R(Sg ) and / or the associated value E(S g ) in the driver's reaction time. This can be done, for example, with the aid of a trained neural network and / or in a driver-specific manner.

[0084] Figure 2B A portion of the control of a rail vehicle 200 is shown schematically. In an exemplary embodiment, the controller comprises a control element 210 for the driver of the rail vehicle 200, which may be equivalent to Figure 2A The invention relates to a control element 110 in the embodiment, an auxiliary device 270 connected to the control element 210, and an output unit 250 connected to the auxiliary device 270 for outputting a desired position and / or a value E related to the desired position.

[0085] exist Figure 2B In the exemplary embodiment shown, the auxiliary device 270 has a calculation module (computing unit) 271 and a control module (control unit) 275 connected to the calculation module 271 .

[0086] For a given position of the control element or the corresponding total braking force F', the calculation module 271 is used to calculate the braking force component F'1 of the regenerative brake and the braking force component F'2 of the friction brake for the current speed v of the rail vehicle 200 t Typical vehicle-specific predetermined dependencies F1(v,F(S)), F2(v,F(S)).

[0087] like Figure 2B As shown, the control module 275 may use the calculation module 271 to calculate the total braking force F T Determine the current braking force fraction F of the regenerative brake 281 and the friction brake 282 of the brake system 280 of the rail vehicle 200 1t and F 2t and transmits the portion to the brake.

[0088] In addition, the control module 275 is typically established (configured to) determine the ideal (current) regenerative brake position S based on, for example, the total braking force F' transmitted to the calculation module 271 and the changes in the braking force portions F'1, F'2 transmitted back by the calculation module 271. g and transmits these or the values / signals E, R derived therefrom to an output unit 250 or a control element 210, as shown.

[0089] Figure 2CA schematic diagram shows a part of the control of a rail vehicle 300. In the exemplary embodiment, the controller further comprises a control element 310 for the driver of the rail vehicle 300, an auxiliary device 370 connected to the control element 310, which can be designed in a similar or even identical manner to the auxiliary device 270, and an output unit 350 connected to the auxiliary device 370 for outputting the desired position and / or a value E associated with the desired position.

[0090] exist Figure 2C In the exemplary embodiment shown, the drive brake lever 311 is designed in the manner of a joystick, the position S of which can be changed by a movement in the directions A, B relative to the control unit 315 .

[0091] exist Figure 2C In the exemplary embodiment of the present invention, the indication of direction B with time t' is intended to indicate that the position S at time t' corresponds to the driving operation of the rail vehicle 300 (S>90°), and the indication of direction A with time t is intended to indicate that the position S at time t corresponds to the braking operation of the rail vehicle 300 (S<90°), during which the unit 315 will correspond to the current total braking force F corresponding to the current position t (or related values) are transmitted to the control module 375.

[0092] In driving mode (traction mode), the driving force F can be set At’ Or a related value is determined by unit 315 at the corresponding time t' and transmitted to a traction machine 390 of rail vehicle 300. In this embodiment, the traction machine is typically a traction machine not used to feed electrical energy back into the system during braking, such as a non-electric traction machine.

[0093] Alternatively or additionally, the rail vehicle 300 can also have one or more electric traction machines 381 , 383 which can be used as regenerative brakes in generator mode.

[0094] Depending on the type of vehicle, provision may be made for the electric traction machine 381 and / or the electric brake 383 to be connected to an electrical energy storage device 389, in particular a traction battery, which is Figure 2C Indicated by solid arrows.

[0095] like Figure 2C As further shown, depending on the vehicle type and / or vehicle length, the rail vehicle 300 or the brake and drive system 380 may have a plurality of friction brakes 382, ​​384, 386, which partially contribute to the current friction brake braking force portion F 2t In addition, a separate module 382c may be used to partially divide the current friction brake braking force portion F 2t .

[0096] As already explained above, depending on the vehicle type and / or vehicle length, the rail vehicle 300 or the brake and drive system 380 may also have a plurality of regenerative brakes 381, 383 which contribute proportionally to the braking force portion F of the current friction brake. 2t The separate module 381c can also be used to proportionally distribute the current friction brake braking force portion F 2t , the module can also be used to distribute the current driving force F in traction mode At’ , provided that there are a plurality of corresponding traction machines in the rail vehicle 300 .

[0097] Figure 3A A schematic diagram of a display 450 is shown, which may be used as a reference above. FIG. 2A to FIG. 2C Displays or optical outputs in rail vehicles 100 to 300 are explained.

[0098] exist Figure 3A In the exemplary embodiment of the present invention, the driving force F of the rail vehicle is shown in a bar graph. A and a (total) braking force F of the rail vehicle can be or is adjustable by means of a control element which is usually realized as an actuating brake lever.

[0099] Here, it is possible to specify the current (total) braking force F which is encoded in the lever height. t In addition, at least in braking mode the expected (total) braking force F (depending on the speed) is displayed. g .

[0100] Furthermore, it is possible to additionally specify that additional symbols (e.g. Figure 3A The triangle shown in the figure indicates to the driver the direction of the driving brake lever position to be changed, and the front is the current braking force F t and the expected braking force F g Deviate from each other.

[0101] Figure 3B A block diagram of a method 1000 is shown for assisting in controlling the speed of a rail vehicle using one or more regenerative brakes and one or more friction brakes, as described above with reference to FIG. Figures 2A to 3A Explained.

[0102] In block 1200, the current travel speed v of the rail vehicle is first determined, for example by measuring t .

[0103] In another block 1400, a current speed v for determining the current speed v is determined, typically by calculation. t Desired position S of a control element for adjusting the total braking force of a rail vehicle g, wherein the braking force portion of the regenerative brake can achieve a maximum value according to a predetermined dependency of the braking force portion of the regenerative brake on the total braking force (F).

[0104] In another block 1500 , the desired position of the control element is used to output a recommendation regarding the position of the control element to a driver of the rail vehicle and / or to control the behavior of the control element.

[0105] like Figure 3B As shown by the dashed arrow on the left side of the figure, the current position S of the control element can be determined in box 1100. t , and the current location may be taken into account when determining or outputting recommendations in block 1500 .

[0106] like Figure 3B As shown by the dashed arrow on the right side of the figure, the frame is usually repeated multiple times during the braking process.

[0107] Figure 3C A block diagram of a method 2000 for assisting in controlling the speed of a rail vehicle using one or more regenerative brakes and one or more friction brakes is shown, as described above with reference to FIG. Figures 2A to 3A Explained.

[0108] In blocks 2100 , 2200 , firstly the current position S of a control element for adjusting the total braking force of the rail vehicle is determined, for example by measuring t and the current speed v of the rail vehicle t .

[0109] In another frame 2300, the current position S t and the current travel speed v t The current braking force portion F of the regenerative brake is usually used to determine the actual total braking force of the rail vehicle by calculation according to the speed of the rail vehicle and the position S of the control element according to the respective predefined dependencies of the respective braking force portion. 1t The current braking force portion F of the friction brake and the current total braking force 2t .

[0110] like Figure 3C As shown, the current braking force portion F determined in box 2300 1t 、F 2t Typically output or used for operation of regenerative brakes and friction brakes.

[0111] In another block 2400 that may be executed simultaneously or nearly simultaneously with block 2200, a current speed v for determining the current speed v is determined, typically by calculation. t Desired position S of a control element for adjusting the total braking force of a rail vehicle g, wherein the braking force portion of the regenerative brake can achieve a maximum value according to a predetermined dependency of the braking force portion of the regenerative brake on the total braking force (F).

[0112] Finally, in another block 2500, the desired position of the control element may be used to output a recommendation to a driver of the rail vehicle regarding the position of the control element and / or to control the behavior of the control element.

[0113] like Figure 3C As shown by the dashed arrow on the left side of the figure, the current position S of the control element may be considered when determining or outputting the recommendation in block 2500. t .

[0114] like Figure 3C As shown by the dotted arrow on the right side of the figure, the frame shown here can also be repeated multiple times during the braking process.

[0115] Although specific embodiments have been shown and described herein, it belongs within the scope of the present invention that the embodiments shown can be modified in appropriate ways without departing from the scope of protection of the present invention.

[0116] Reference numerals list

[0117] 110, 210, 310 Control element / command generator for total braking force adjustment / selection

[0118] 111, 211, 311 (service brake) control element lever

[0119] 115, 215, 315 signal transmission control unit

[0120] 150, 250, 350, 450 Indicator / Display

[0121] 170, 270, 370 Auxiliary devices / modules

[0122] 271, 371 Calculation module / unit for calculating a braking force part / component (F1) of a regenerative brake and a braking force part / component (F2) of a friction brake with a predefined dependency (F1(v, F(S)), F2(v, F(S))) of the speed of the rail vehicle and the position of a control element

[0123] 275, 375 control module / unit

[0124] 180, 280, 380 Braking system / Braking and driving system

[0125] 181, 281, 381, 383 Regenerative brake

[0126] 182, 282, 382, ​​384, 386 Friction brakes

[0127] 360 Control and auxiliary units / devices

[0128] 383 Generator-operated traction machine

[0129] 389 Electrical energy storage device / traction battery

[0130] 390 (Non-electric) traction machine

[0131] 100–300 Rail vehicles

[0132] 1000–2500 Methods, method steps

[0133] A, B direction

[0134] F Total braking force

[0135] F t Current total braking force

[0136] S Control element position

[0137] S t Current position of the control element

Claims

1. A method for providing speed (v) control assistance for a rail vehicle, the rail vehicle comprising: At least one regenerative brake (181, 281, 381, 383), at least one friction brake (182, 282, 382, ​​384, 386) and a control element (110, 210, 310) by means of which a total braking force (F) can be adjusted, wherein the total braking force (F) can be distributed between the regenerative brake (181, 281, 381, 383) and the friction brake (182, 282, 382, ​​384, 386), wherein the method comprises the following steps: Determine the current speed of the rail vehicle (v t ); Based on a predefined dependency (F1(v, F(S))) of a braking force portion (F1) of at least one regenerative brake (181, 281, 381, 383) of the total braking force (F) on the speed (v) of the rail vehicle and the position (S) of the control element (110, 210, 310), a desired position of the control element (110, 210, 310) is determined, at which desired position the braking force portion (F1) of the at least one regenerative brake (181, 281, 381, 383) reaches the current travel speed (v) t ) and The desired position of the control element (110, 210, 310) is used to output a recommendation (E) regarding the position (S) of the control element (110, 210, 310) to a driver of the rail vehicle and / or to control the behavior of the control element (110, 210, 310).

2. The method according to claim 1, wherein: The method is performed a plurality of times, wherein the method is performed during a braking process of the rail vehicle and / or wherein the step of determining the desired position of the control element (110, 210, 310) and / or the step of using the desired position are performed only at the current travel speed (v t ) is greater than or equal to a predefined threshold.

3. The method according to claim 1, wherein: The method comprises: determining a current position (S) of the control element (110, 210, 310) t ), wherein the current position (S) of the control element (110, 210, 310) is used t ) outputs the recommendation (E), is used to determine the recommendation to be output, and / or controls the behavior of the control element (110, 210, 310), and / or wherein the current position (S t ) from the desired position of the control element (110, 210, 310) to determine the recommendation (E) and / or control the behavior of the control element (110, 210, 310).

4. The method according to claim 3, wherein: The method is performed a plurality of times, wherein the method is performed during a braking process of the rail vehicle and / or wherein the step of determining the desired position of the control element (110, 210, 310) and / or the step of using the desired position are performed only at the current travel speed (v t ) is greater than or equal to a predefined threshold.

5. A method for assisting in controlling the speed (v) of a rail vehicle, comprising at least one regenerative brake (181, 281, 381, 383), at least one friction brake (182, 282, 382, ​​384, 386) and a control element (110, 210, 310), by means of which a total braking force (F) of the at least one regenerative brake (181, 281, 381, 383) and the at least one friction brake (182, 282, 382, ​​384, 386) can be adjusted, wherein: The method comprises the following steps: Determine the current position (S) of the control element (110, 210, 310) t ); Determine the current speed of the rail vehicle (v t ); The present position (S) of the control element (110, 210, 310) is used according to respective predefined dependencies (F1(v, F(S)), F2(v, F(S))) of a braking force portion (F1) of the at least one regenerative brake (181, 281, 381, 383) and a braking force portion (F2) of the at least one friction brake (182, 282, 382, ​​384, 386) on the speed (v) of the rail vehicle and the position (S) of the control element (110, 210, 310) t ) and the current travel speed (v t ) to the position corresponding to the current position (S t ) of the rail vehicle's current total braking force (F t ) determines a current braking force portion (F 1t ), and the current total braking force (F t ) to determine a current braking force portion (F 2t ); According to a predefined dependency (F1(v, F(S))) of the braking force portion (F1) of the at least one regenerative brake (181, 281, 381, 383) on the speed (v) of the rail vehicle and the position (S) of the control element (110, 210, 310), a desired position of the control element (110, 210, 310) is determined, at which desired position the braking force portion (F1) of the at least one regenerative brake (181, 281, 381, 383) reaches the current travel speed (v t ) and The desired position of the control element (110, 210, 310) is used to output a recommendation (E) regarding the position (S) of the control element (110, 210, 310) to a driver of the rail vehicle and / or to control the behavior of the control element (110, 210, 310).

6. The method according to claim 5, wherein: The method is performed a plurality of times, wherein the method is performed during a braking process of the rail vehicle and / or wherein the step of determining the desired position of the control element (110, 210, 310) and / or the step of using the desired position are performed only at the current travel speed (v t ) is greater than or equal to a predefined threshold.

7. The method according to claim 5, wherein: When using the desired position, the current position (S) of the control element (110, 210, 310) is taken into account. t ) and / or the current position (S) of the control element (110, 210, 310) t ) and the desired position of the control element (110, 210, 310).

8. The method according to claim 7, wherein: The method is performed a plurality of times, wherein the method is performed during a braking process of the rail vehicle and / or wherein the step of determining the desired position of the control element (110, 210, 310) and / or the step of using the desired position are performed only at the current travel speed (v t ) is greater than or equal to a predefined threshold.

9. The method (1000, 2000) according to any of the preceding claims, wherein: The outputting is performed acoustically, optically and / or tactilely.

10. The method according to claim 9, wherein: The method is performed a plurality of times, wherein the method is performed during a braking process of the rail vehicle and / or wherein the step of determining the desired position of the control element (110, 210, 310) and / or the step of using the desired position are performed only at the current travel speed (v t ) is greater than or equal to a predefined threshold.

11. A rail vehicle comprising: at least one regenerative brake (181, 281, 381, 383); at least one friction brake (182, 282, 382, ​​384, 386); a control element (110, 210, 310) whose position (S) can be used to adjust the total braking force (F) of the at least one regenerative brake (181, 281, 381, 383) and the at least one friction brake (182, 282, 382, ​​384, 386); and Auxiliary device, connected to the control element (110, 210, 310) and configured to determine a desired position of the control element (110, 210, 310) based on a predefined dependency (F1(v, F(S))) of the braking force portion (F1) of the at least one regenerative brake (181, 281, 381, 383) on the speed (v) of the rail vehicle and the position (S) of the control element (110, 210, 310), at which desired position the braking force portion (F1) of the at least one regenerative brake (181, 281, 381, 383) reaches a current travel speed (v) t ), wherein the auxiliary device is configured to send the desired position and / or a signal (R) associated with the desired position to the control element (110, 210, 310) and / or wherein the auxiliary device comprises an output unit (150) for outputting the desired position and / or a value (E(S) associated with the desired position g )).

12. The rail vehicle according to claim 11, wherein: The position (S) of the control element (110, 210, 310) is linearly or non-linearly related to the total braking force, wherein the control element (110, 210, 310) comprises a drive brake lever (111, 211, 311), a drive switch or a joystick (311) and / or is configured for electronic drive-by-wire control, wherein the drive brake lever, the drive switch or the joystick is dependent on the desired position and / or on the signal (R) associated with the desired position, wherein the control element (110, 210, 310) comprises a controllable actuator, which can generate a reaction force depending on the position (S), the desired position and / or the signal (R) associated with the desired position, wherein the output unit comprises a light source, a screen (450), a vibration generator and / or a loudspeaker, and / or wherein the auxiliary device is integrated into a control and auxiliary unit (360), which is configured to generate a reaction force corresponding to the current position (S) of the control element (110, 210, 310) t ) of the current total braking force (F t ) to operate the at least one regenerative brake (181, 281, 381, 383) at a current speed (v t ) corresponds to the predefined dependency (F1(v, F(S))) of the braking force portion (F1) of the at least one regenerative brake (181, 281, 381, 383) and is configured to be based on the current total braking force (F t ) to operate the at least one friction brake (182, 282, 382, ​​384, 386) at the current speed (v t ) corresponds to a predefined dependency (F2(v, F(S))) of the braking force portion (F2) of the at least one friction brake (182, 282, 382, ​​384, 386) on the speed (v) of the rail vehicle and the position (S) of the control element (110, 210, 310).

13. A rail vehicle according to claim 11 or 12, wherein: The rail vehicle is a battery-assisted rail vehicle, in particular a battery-powered vehicle, wherein the rail vehicle comprises a traction vehicle, and / or wherein the rail vehicle comprises an electrical energy storage device (389), in particular a traction battery; an electric brake, which is connected to the electrical energy storage device (389) as a regenerative brake; and / or a generator-operable traction machine, which is connected to the electrical energy storage device (389) and can be used as a regenerative brake when operating in generator mode.

14. The rail vehicle according to any one of claims 11 to 12, wherein: The rail vehicle is configured to carry out a method according to any one of claims 1 to 10.

15. The rail vehicle according to claim 13, wherein: The rail vehicle is configured to carry out a method according to any one of claims 1 to 10.

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