Railway track system and method for operating same

Abstract

The invention relates to a method for operating a rail vehicle (10, 10a) in a system section (20) of a railway system (30). According to the invention, at least one weather-affected measured value (M, M (Fx1), M (Fx2)) is detected locally in the region of the facility section (20), and weather-dependent friction data (R) is generated taking into account the measured value (M, M (Fx1), M (Fx2)), the friction data describe a friction relationship between the wheels and the track in the installation section under the corresponding weather conditions (WB), and the operation of the rail vehicle (10, 10a) in the installation section (20) takes into account the weather-dependent friction data (R).

Description

[0001] The invention relates to a method for operating a rail vehicle in a facility section of a railway track facility.

[0002] CBTC (Communication-based train control) train protection systems are used in short-distance transportation systems with dense train traffic. Traditionally, a guaranteed emergency brake rate (GEBR) is defined for the on-board part of the CBTC system installed on the train. For this purpose, train manufacturers and short-distance transportation operators use the worst-case braking parameters of the train as a basis. This value is then transmitted to the CBTC manufacturer in order to program its CBTC on-board unit.

[0003] For example, the nominal braking deceleration rate reaches 1.3m / s 2 The GEBR of the train running on the section outside the tunnel is 0.75m / s 2 , while the GEBR when running on the section in the tunnel is 0.85m / s 2 .

[0004] The object of the present invention is to provide a method for operating rail vehicles in an installation section of a railway track installation which allows particularly dense train sequences and particularly late braking before a standstill or critical position.

[0005] This object is achieved according to the invention by a method having the features of claim 1. Advantageous embodiments of the method according to the invention are specified in the dependent claims.

[0006] According to the invention, it is provided that at least one weather-influenced measured value is detected locally in the area of ​​the facility section, and weather-dependent friction data are generated taking into account the measured value, the friction data describing the friction relationship between wheels and rails in the facility section under corresponding weather conditions, and the operation of the rail vehicle in the facility section is carried out taking into account the weather-dependent friction data.

[0007] A significant advantage of the method according to the invention is that, since weather-dependent friction data are measured for the facility section or track section, a particularly realistic assessment of the actual driving conditions on this facility section or track section can be made and, for example, a weather-dependent braking deceleration rate can be used independently for this facility section as the basis for driving operations in this facility section.

[0008] Advantageously, force data measured by a measuring device arranged in the region of the installation section serve as the at least one weather-influenced measured value. The measuring device is therefore preferably a force measuring device.

[0009] Advantageously, the friction data are static friction data describing the static friction between the wheels and the rail in the facility section. The static friction data are preferably static friction values ​​or static friction coefficients.

[0010] It is also advantageous if, as described above, a weather-dependent braking deceleration rate is determined from the friction force data and the rail vehicle is operated in the facility section taking into account the weather-dependent braking deceleration rate.

[0011] With regard to determining the friction data as simply as possible, it is advantageous to move at least two mechanically contacting components relative to each other to form the friction data, and to measure the force required to implement the relative movement to generate force data, which generates at least one weather-influenced measurement value, and to calculate the friction data using the force data.

[0012] The aforementioned force measuring device arranged in the installation section therefore preferably comprises at least two mechanically contacting components, which move the components relative to each other for measuring the force required to implement the relative movement to generate force data and use the force data to calculate friction data.

[0013] In order to ensure that the friction force data reflect the friction conditions on the track as accurately as possible, it is advantageously provided that the two components are exposed to the same environmental and weather conditions as the installation section.

[0014] Two components are used as components of a measuring device for measuring weather-influenced measured values, which are preferably metal components, in particular steel components. It is particularly advantageous if one of the two metal components is a rail made of the same metal as the rail in the facility section, for example steel, and the other of the two metal components is a wheel made of the same metal as the wheels of the rail vehicle, for example steel.

[0015] The rails and wheels as components of the measuring device for measuring weather-dependent measured variables are preferably reduced-size versions of the rails of a railway track installation and of the wheels of a rail vehicle.

[0016] The at least one measured value is preferably detected repeatedly at regular or irregular intervals, and the weather-dependent friction data are preferably updated at regular or irregular intervals.

[0017] In a particularly preferred embodiment of the method, a plurality of previously acquired measured values ​​are used when generating or updating the weather-dependent friction data, wherein the previously acquired measured values ​​and the current measured values ​​are averaged, smoothed and / or filtered.

[0018] The rail vehicle is preferably operated taking into account the respectively most recently updated weather-dependent friction data.

[0019] A plausibility check is preferably performed after the weather-dependent friction data have been generated or updated, and implausible friction data are preferably ignored.

[0020] With regard to the operation of a rail vehicle in a facility section, it is advantageous if a minimum distance between the rail vehicle and a rail vehicle travelling ahead is determined taking into account weather-dependent friction data.

[0021] With regard to the operation of the rail vehicle within the facility section, it is also advantageous if the braking process of the rail vehicle within the facility section is controlled taking into account weather-dependent friction data.

[0022] With regard to higher safety requirements, it is advantageous if at least one weather-influenced measured value is detected by a redundantly operating measuring device.

[0023] With regard to higher safety requirements, it is also advantageous if the weather-dependent friction data are generated by a redundantly operating evaluation device.

[0024] The invention also relates to a railway track facility. In the railway track facility, according to the invention, a measuring device is present locally in the region of a facility section of the railway track facility, which detects at least one weather-affected measured value. In addition, a transmission device is present on the track side, which transmits the weather-affected measured value, the weather-dependent friction data calculated from the measured value and / or other data derived therefrom, in particular the weather-dependent braking deceleration rate, to a rail vehicle approaching the facility section or already traveling in the facility section.

[0025] With regard to the advantages of the railway track installation according to the invention and its advantageous embodiments, reference is made to the above description of the method according to the invention and its advantageous embodiments.

[0026] Advantageously, the measuring device arranged in the region of the installation section is a force measuring device, which detects force data as at least one weather-influenced measured value. The force measuring device preferably has at least two mechanically contacting components, which moves the installation components relative to one another, wherein the measuring device measures the force required to be applied for the relative movement to generate force data, which generate at least one weather-influenced measured value.

[0027] Advantageously, the railway track facility also has an analysis device on the track section side, which uses at least one measured value to generate weather-dependent friction data and / or other data derived therefrom, which describe the friction conditions between the wheels and the rails in the facility section under corresponding weather conditions.

[0028] If there is no section-side evaluation device, the rail vehicles traveling on the railway track system are preferably each equipped with a vehicle-side evaluation device. Such a vehicle-side evaluation device preferably receives weather-influenced measured values ​​from the section-side transmission device and calculates weather-dependent friction data or other data derived therefrom, in particular weather-dependent braking deceleration, from these measured values.

[0029] The invention also relates to a rail vehicle. In terms of the rail vehicle, it is provided according to the invention that the rail vehicle has a receiving device for receiving at least one weather-influenced measured value, weather-dependent friction data or data derived therefrom, which describes the friction relationship between the wheel and the rail in the facility section under corresponding weather conditions. In addition, the rail vehicle has a vehicle control device, which controls the operation of the rail vehicle in the facility section taking into account the at least one weather-influenced measured value, weather-dependent friction data or data derived therefrom.

[0030] The present invention is explained in detail below based on embodiments; exemplarily in the accompanying drawings:

[0031] Figure 1 An exemplary embodiment of a railway track installation according to the invention is shown, a facility section of which has a measuring device for measuring weather-related measured values, an evaluation device for generating weather-dependent friction data, and a transmission device for transmitting the friction data to the track side of a rail vehicle,

[0032] Figure 2-7 An embodiment of a measuring device for measuring weather-related measured values ​​and an analysis device for generating weather-dependent friction data is shown, and

[0033] Figure 8 An example of a railway track facility according to the invention is shown, a facility section of which has a measuring device for measuring weather-related measured values ​​and a transmission device for transmitting the weather-related measured values ​​to a track side of a rail vehicle, wherein an analysis device suitable for generating weather-dependent friction data is provided on the vehicle side.

[0034] For clarity, the same reference numbers are used in the drawings for the same or similar components.

[0035] Figure 1 An example of a rail vehicle 10 according to the invention is shown, travelling on a facility section 20 of a railway track facility 30 (not shown in detail) in a travel direction P. The facility section 20 may also be referred to as a track section.

[0036] The rail vehicle 10 is equipped with a receiving device 11 which receives weather-dependent friction data R and / or data Ra derived from the friction data R, which describe the friction relationship between the wheels and the rail in the installation section 20 under the respective weather conditions WB there.

[0037] Furthermore, the rail vehicle 10 is equipped with a vehicle control device 12 which is connected to the receiving device 11 and controls the operation of the rail vehicle 10 taking into account the weather-dependent friction data R and / or data Ra derived therefrom. The derived data Ra can be, for example, a braking deceleration rate, in particular the aforementioned emergency braking deceleration rate GEBR.

[0038] In order to be able to transmit weather-dependent friction data R and / or data Ra derived therefrom to the rail vehicle, the railway track facility 30 is equipped locally in the region of the facility section 20 with a measuring device 40, which detects at least one weather-influenced measured value M in the region of the facility section 20. As will be explained in more detail below, the measured value M is preferably force data.

[0039] The measuring device 40 is connected to a route-side analysis device 50 which uses the at least one measured value M to generate weather-dependent friction data R. The analysis device 50 can also use the friction data R to generate the above-mentioned derived data Ra.

[0040] The analysis device 50 is connected on the output side to a transmission device 60 on the section side, which transmits weather-dependent friction data R and / or data Ra derived therefrom to rail vehicles heading towards the facility section 20 or already traveling on the facility section, i.e. the above-mentioned rail vehicle 10 and possible other rail vehicles present there, such as the rail vehicle 10a traveling ahead.

[0041] The friction data R are preferably static friction data, which are used to describe the static friction between the wheels and the rails in the facility section. The static friction data may be or include, for example, a static friction value or a static friction coefficient.

[0042] The analysis device 50 is preferably designed to determine a weather-dependent braking deceleration rate from the friction data R. The weather-dependent braking deceleration rate can be transmitted as the derived data Ra or one of the derived data Ra to the rail vehicles 10 and 10a in the installation section 20, thereby enabling the rail vehicles to perform vehicle control while taking into account the corresponding weather conditions WB.

[0043] The rail vehicle 10 can, for example, calculate a speed-dependent minimum distance A between itself and the rail vehicle 10a traveling ahead, taking into account the weather-dependent friction data R and / or the information Ra derived therefrom, and maintain this minimum distance A by corresponding vehicle control, such as Figure 1 As shown in the example.

[0044] Alternatively or additionally, the rail vehicle 10 can calculate the braking point BP taking into account the friction data R and / or the data Ra derived therefrom depending on the weather conditions, if, depending on the weather, it is to be ensured that the braking point BP Figure 1 If the vehicle stops at or before a stopping position or a critical position marked with the reference symbol HS, braking must be initiated at this braking point at the latest.

[0045] In order to ensure that the friction data R and / or the data Ra derived therefrom accurately characterize the interface between the wheel and the rail in the track section 20, the measuring device 40 is preferably subjected to the same environmental conditions and weather conditions WB as the track section 20, such as Figure 1 The effect of clouds and rain is shown. This results in the guide rails and the measuring device 40 being covered with similar dirt, leaves, snow and moisture.

[0046] In order to obtain friction data that is as accurate as possible, the measuring device 40, at least in Europe, should be no more than about 100 meters (preferably no more than 10 meters) away from the track of the respective facility section (track section) 20; the measured values ​​should also be updated at least every 10 minutes. In other parts of the world, such as desert areas with larger sections with constant weather conditions, larger spatial and temporal intervals can be selected, as long as the validity of the measured values ​​is not thereby affected to a greater extent than is specified.

[0047] It is also advantageous if the measured value update is triggered by a weather event, such as rain, a temperature drop below zero, or a temperature rise above zero. This triggering can be triggered by a rain sensor or a temperature sensor.

[0048] Figure 2 A first embodiment of a measuring device 40 and an analysis device 50 connected thereto is shown in detail, which can be used for Figure 1 The railway track facility 30 is shown in the facility section 20 .

[0049] The measuring device 40 includes two metal parts in mechanical contact. One of the two metal parts is a support plate 41 made of metal; the other of the two metal parts is a metal block 42 placed on the support plate 41 and capable of translating on the support plate 41. The metal block 42 is pressed on the support plate 41 due to its own weight; in addition, other forces can be applied to press the metal block 42 on the support plate 41. Figure 2 In FIG. 4 , the resultant force for pressing the metal block 42 against the support plate 41 and which can therefore be referred to as the contact pressure is denoted by reference symbol Fz1 .

[0050] In order to determine the static friction between the two metal parts, the force Fx1 is measured, which is the force required to push the metal block 42 to generate relative motion relative to the bearing support plate 41 when the relative speed between the metal parts is zero in a static state or zero, and this force can be called thrust accordingly. Figure 2 In FIG. 1 , the corresponding measured value quantifying the force Fx1 in the form of force data is denoted by reference symbol M(Fx1).

[0051] The analyzing device 50 analyzes the force data in the form of the measured value M(Fx1) by dividing the measured thrust force Fx1 by the contact pressure Fz1, thereby

[0052] μH=Fx1 / Fz1

[0053] The static friction value μH is generated.

[0054] The contact pressure Fz1 can be stored as a constant in the evaluation device 50 or alternatively be transmitted from the measuring device 40 to the evaluation device 50 , for example in the form of other measured values.

[0055] according to Figure 1 The static friction force value μH is transmitted as friction force data R to the transmission device 60 on the section side, and is transmitted to the rail vehicles 10 and 10a by the transmission device.

[0056] In order to ensure that the static friction force value μH generated in this way accurately represents the interface between the wheel and the rail in the track section 20, the support plate 41 and the metal block 42 are subjected to the following conditions: Figure 2 The same environment and weather conditions shown in the clouds and rain are the effects of WB.

[0057] The support plate 41 is preferably made of the same metal as the rails in the track section 20, and the metal block 42 is preferably made of the same metal as the wheels of the rail vehicles 10 and 10a to achieve measurement conditions as close as possible to the actual operating conditions of the rail vehicles 10 and 10a.

[0058] Figure 3A second embodiment of a measuring device 40 and an analysis device 50 connected thereto is shown in detail, which can be used for Figure 1 The railway track facility 30 is shown in the facility section 20 .

[0059] according to Figure 3 The measuring device 40 is redundantly constructed and comprises two or more measuring units 401 and 402, which can be constructed identically and can be connected to each other according to Figure 2 Corresponding to the measuring device 40.

[0060] Therefore, the measuring units 401 and 402 respectively include two contacting metal parts, for example, in the form of a support plate 41 made of metal and a metal block 42 placed on the support plate and capable of translation. In order to determine the static friction between the two metal parts, the force Fx1 or Fx2 is measured respectively, which is the force required for pushing the corresponding metal block 42 to generate relative movement relative to the corresponding support plate 41 when the relative speed between the metal parts is zero or the stationary state is zero. Figure 3 The corresponding measured values ​​for quantifying the thrust forces Fx1 and Fx2 are denoted by the reference characters M(Fx1) and M(Fx2).

[0061] The analyzing device 50 analyzes the measured values ​​M(Fx1) and M(Fx2) by dividing the measured thrusts Fx1 and Fx2 by the corresponding contact pressures Fz1 and Fz2, thereby obtaining the measured values ​​M(Fx1) and M(Fx2) according to

[0062] μHl=Fx1 / Fz1

[0063] μH2=Fx2 / Fz2

[0064] Static friction values ​​μH1 and μH2 are generated.

[0065] The contact pressures Fz1 and Fz2 can be stored as constants in the evaluation device 50 or alternatively be transmitted to the evaluation device 50 from the measuring units 401 and 402 , for example in the form of other quantities.

[0066] For example, the two static friction values ​​μH1 and μH2 can be averaged to generate friction data R, which is then transmitted to the Figure 1 The transmission device 60 on the section side of the track and transmitted to the rail vehicles 10 and 10a by the transmission device. A plausibility check can also be performed, and if the static friction values ​​μH1 and μH2 deviate from each other beyond a predetermined degree, the two static friction values ​​can be discarded.

[0067] The measurements can also be repeated regularly or irregularly in order to regularly or irregularly update the weather-dependent friction data R. A plurality of previously detected measurement values ​​can also be used when generating or updating the weather-dependent friction data, wherein the previously detected measurement values ​​and the current measurement values ​​are averaged, smoothed and / or filtered.

[0068] Figure 4 A third embodiment of a measuring device 40 and an analysis device 50 connected thereto is shown in detail, which can be used for Figure 1 The railway track facility 30 is shown in the facility section 20 .

[0069] according to Figure 4 The measuring device 40 is for example used in accordance with Figure 3 Corresponding to the measuring device 40.

[0070] and Figure 3 compared to, Figure 4 The difference lies in the construction of the analysis device 50, which is redundantly constructed and comprises two or more analysis units 501 and 502, which can be constructed identically and can respectively correspond to the analysis units according to Figure 2 and Figure 3 An analysis device 50.

[0071] Figure 4 The upper analysis unit 501 and Figure 4 The upper measuring unit 401 in the embodiment is connected and analyzes the measured value M (Fx1) by dividing the thrust Fx1 measured by the corresponding measuring unit 401 by the contact pressure Fz1, thereby obtaining the measured value M (Fx1) according to the above analysis unit.

[0072] μH1=Fx1 / Fz1

[0073] The static friction force value μH1 is generated.

[0074] Figure 4 The lower analysis unit 502 and Figure 4 The lower measuring unit 402 is connected to the measuring unit 402 and analyzes the measured value M (Fx2) by dividing the thrust Fx2 measured by the corresponding measuring unit 402 by the contact pressure Fz2, thereby obtaining the measured value M (Fx2) according to the measuring unit 402.

[0075] μH2=Fx2 / Fz2

[0076] The static friction value is μH2.

[0077] according to Figure 4The analysis device 50 further comprises a comparison unit 503 which compares the static friction force values ​​μH1 and μH2 of the two analysis units 501 and 502 for plausibility checking and / or averaging in order to generate friction force data R on the output side.

[0078] Figure 5 A fourth embodiment of a measuring device 40 and an analysis device 50 connected thereto is shown in detail, which can be used for Figure 1 The railway track facility 30 is shown in the facility section 20 .

[0079] The measuring device 40 comprises two mechanically contacting metal parts in the form of a rail 44 made of metal and a metal wheel 43 placed on the rail. The metal wheel 43 is pressed against the rail 44 due to its own weight; in addition, other forces may be applied to press the metal wheel 43 against the rail 44. Figure 5 In FIG. 4 , the resultant force for causing the metal wheel 43 to act on the rail 44 and which can therefore be referred to as the contact pressure is denoted by the reference symbol Fz1 .

[0080] In order to determine the static friction between the two metal parts, the force Fx1 is measured as force data, which is the force required to push the metal wheel 43 to generate a translational relative pushing motion relative to the guide rail 44 in a static state or a state where the relative speed between the metal parts is zero and the wheel is not rotating. Figure 5 In FIG. 1 , the corresponding measured value of the quantified thrust Fx1 is denoted by the reference symbol M(Fx1).

[0081] The analysis device 50 can be combined with Figure 2 The measured value M(Fx1) is analyzed as described above; therefore, reference can be made to the above with respect to Figure 2 Related design solutions.

[0082] Figure 6 A fifth embodiment of a measuring device 40 and an analysis device 50 connected thereto is shown in detail, which can be used for Figure 1 The railway track facility 30 is shown in the facility section 20 .

[0083] according to Figure 6 The measuring device 40 is redundantly constructed and includes two or more measuring units 401 and 402, each of which includes a metal wheel 43 and can be constructed identically, for example; the two measuring units 401 and 402 can be respectively connected according to Figure 5 The measuring device 40 is identical to that of FIG. 1 , so in this respect reference is made to the above description with reference to FIG. Figure 5 Related instructions.

[0084] according to Figure 6The analysis device 50 can be used, for example, according to Figure 3 The same analytical device 50 is used, so in this respect reference is made to the above Figure 3 Related instructions.

[0085] Figure 7 A sixth embodiment of a measuring device 40 and an analysis device 50 connected thereto is shown in detail, which can be used for Figure 1 The railway track facility 30 is shown in the facility section 20 .

[0086] according to Figure 7 The measuring device 40 is redundantly designed and can be used, for example, with Figure 6 The measuring device 40 is identical to that of FIG. 1 , so in this respect reference is made to the above description with reference to FIG. Figure 6 Related instructions.

[0087] and Figure 6 compared to, Figure 7 The difference lies in the construction of the analysis device 50, which is redundantly constructed and comprises two or more analysis units 501 and 502, which can be constructed identically and can respectively correspond to the respective Figure 2 and Figure 3 The analysis device 50 is therefore referred to above in this regard. Figure 2 and Figure 3 Related instructions.

[0088] exist Figures 5 to 7 In the embodiment shown, the track 44 and the metal wheel 43 may be, for example, Figure 1 The rails of the railway track facility 30 and the wheels of the rail vehicles 10 and 10a are reduced in size versions.

[0089] exist Figures 5 to 7 In the embodiment shown, friction data R may alternatively or additionally be generated, which is related to one or more measured values ​​when the metal wheel 43 rotates. When the metal wheel 43 rotates, the axis of rotation may be arranged horizontally; alternatively, the axis of rotation may also be arranged differently, such as vertically.

[0090] exist Figures 1 to 7 In the embodiment shown, friction data R can alternatively or additionally be generated, which describe the sliding friction between the wheel and the rail in the track section 20. The sliding friction can be determined, for example, by measuring the forces Fx1 and Fx2 of the metal block 42 during the translational relative movement on the support plate 41 or the forces Fx1 and Fx2 of the rotationally locked metal wheel 43 during the translational relative movement on the guide rail 44.

[0091] exist Figure 1In the illustrated implementation example, the analysis device 50 is a section-side analysis device 50, and the section-side transmission device 60 is used to transmit weather-dependent friction data R or data Ra derived therefrom to rail vehicles 10 and 10a heading towards the facility section 20 or already traveling in the facility section 20.

[0092] Alternatively, it may be provided that the analysis device 50 is a vehicle-side analysis device 50 (see Figure 8 ), and the transmission device 60 on the section side is used to transmit the measured value M of the measuring device 40 (for example, according to Figures 2 to 7 M(Fx1) and M(Fx2)) are transmitted to the rail vehicles 10 and 10a. The weather-dependent friction data R and data derived therefrom, if necessary, are then calculated in the rail vehicles 10 and 10a, for example in a suitably programmed vehicle control device 12, which assumes the function of the analysis device 50.

[0093] Finally, it should be noted that the features of all the above-mentioned embodiments can be combined with each other in any manner to form other embodiments of the present invention.

[0094] Furthermore, all features of the dependent claims can be combined individually with each parallel claim and individually or in combination with one or other dependent claims to give further embodiments.

Claims

1. A method for operating a rail vehicle (10, 10a) in a facility section (20) of a railway track facility (30), It is characterized in that - locally detecting at least one weather-influenced measured value (M, M(Fx1), M(Fx2)) in the region of the facility section (20) and generating weather-dependent friction data (R) taking into account the measured value (M, M(Fx1), M(Fx2)), which describe the friction relationship between the wheel and the rail in the facility section under corresponding weather conditions (WB), and The rail vehicle (10, 10a) is operated in the installation section (20) taking into account weather-dependent friction data (R).

2. The method according to claim 1, It is characterized in that Force data (M, M(Fx1), M(Fx2)) measured by a measuring device (40) arranged in the region of the installation section (20) are used as at least one weather-influenced measured value (M, M(Fx1), M(Fx2)).

3. The method according to claim 1, It is characterized in that The friction data (R) are static friction data describing the static friction between the wheels and the rail in the installation section (20), in particular static friction values ​​or static friction coefficients.

4. The method according to claim 1, Features - determining a weather-dependent braking deceleration rate from said friction force data (R), and The rail vehicle (10, 10a) is operated in the installation section (20) taking into account a weather-dependent braking deceleration rate.

5. The method according to any one of the preceding claims, It is characterized in that - moving at least two mechanically contacting parts (41-42, 43-44) relative to each other to generate friction data (R), and measuring the force required to perform the relative movement to generate force data, said force data generating at least one weather-influenced measurement value (M, M(Fx1), M(Fx2)), and - calculating the friction force data (R) by using the force data.

6. The method according to claim 5, It is characterized in that The two components (41-42, 43-44) are subject to the same environmental conditions and weather conditions (WB) as the facility section (20).

7. The method according to any one of the preceding claims 5 to 6, It is characterized in that The two components (41-42, 43-44) are metal components, in particular steel components.

8. The method according to any one of the preceding claims 5 to 7, It is characterized in that One of the two metal parts is a track (44) made of the same steel as the track in the facility section (20), and the other of the two metal parts is a wheel (43) made of the same steel as the wheels of the rail vehicle (10, 10a).

9. The method according to claim 8, It is characterized in that The rails (44) and wheels (43) are reduced-size versions of the rails of a railway track facility (30) and the wheels of a rail vehicle (10, 10a).

10. The method according to any one of the preceding claims, It is characterized in that The at least one measured value (M, M(Fx1), M(Fx2)) is detected repeatedly periodically or irregularly, and the weather-dependent friction data (R) is updated periodically or irregularly.

11. The method according to any one of the preceding claims, It is characterized in that When generating or updating weather-dependent friction data (R), multiple previously detected measurement values ​​(M, M(Fx1), M(Fx2)) are used, wherein the previously detected measurement values ​​(M, M(Fx1), M(Fx2)) and the current measurement values ​​(M, M(Fx1), M(Fx2)) are averaged, smoothed and / or filtered.

12. The method according to any one of the preceding claims, It is characterized in that - operating the rail vehicle (10, 10a) taking into account the respectively most recently updated weather-dependent friction data (R), and / or - A plausibility check is performed after the weather-dependent friction data (R) is generated or updated and untrustworthy friction data (R) are ignored.

13. The method according to any one of the preceding claims, It is characterized in that - determining a minimum distance (A) between the rail vehicle (10) and the rail vehicle (10a) travelling ahead, taking into account weather-dependent friction data (R), and / or - controlling a braking process of a rail vehicle (10, 10a) within a facility section (20) taking into account weather-dependent friction data (R), and / or - detecting at least one weather-affected measured value (M, M(Fx1), M(Fx2)) by means of a redundantly operating measuring device (40), and / or - Weather-dependent friction data (R) are generated by a redundantly operating analysis device (50).

14. A railway track facility (30), It is characterized in that a measuring device (40) is present locally in the region of the facility section (20) of the railway track facility (30), which detects at least one weather-influenced measured value (M, M(Fx1), M(Fx2)), and - There is a transmission device (60) on the section side, which transmits the weather-affected measured values ​​(M, M(Fx1), M(Fx2)), the weather-dependent friction data (R) calculated from the measured values ​​(M, M(Fx1), M(Fx2)) or other data derived therefrom, in particular the weather-dependent braking deceleration rate, to a rail vehicle (10, 10a) heading towards the facility section (20) or already traveling in the facility section (20).

15. A rail vehicle (10, 10a), It is characterized in that the rail vehicle (10, 10a) has a receiving device (11) for receiving at least one weather-influenced measured value (M, M(Fx1), M(Fx2)), weather-dependent friction data (R) or data derived therefrom, which describe the friction relationship between the wheel (43) and the rail (44) in the installation section (20) under corresponding weather conditions (WB), and The rail vehicle (10, 10a) has a vehicle control device (12) which controls the operation of the rail vehicle (10, 10a) in the facility section (20) taking into account at least one weather-influenced measured value, weather-dependent friction data (R) or data derived therefrom.

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