METHOD FOR DETERMINING A LOAD ERROR CORRECTION FACTOR AND METHOD FOR PERFORMING LOAD CORRECTION FOR A RAIL VEHICLE

Description

[0001] The invention relates to a method for determining a load error correction factor for a rail vehicle and a method for carrying out a load correction with a load error correction factor for a rail vehicle.

[0002] Rail vehicles are typically equipped with load sensing systems that allow the mass of the respective rail vehicle to be determined during operation. Knowing the mass of the rail vehicle is particularly important for optimizing braking and drive forces, which are each directly dependent on the mass of the rail vehicle. Optimizing the braking and drive forces is achieved through load correction, which takes the respective mass of the rail vehicle into account when calculating the optimal braking and drive force. Conventional load sensing systems and load corrections may not be sufficiently accurate depending on the design and application.

[0003] Document US 2013 / 238298 A1 discloses an apparatus for estimating the mass and rail gradient of each of a plurality of rail vehicles in a train system.

[0004] The invention is based on the object of providing an improved method for determining a load error correction factor for a rail vehicle and an improved method for carrying out a load correction with a load error correction factor for a rail vehicle.

[0005] This object is achieved by the method for determining a load error correction factor for a rail vehicle and the method for performing a load correction with a load error correction factor for a rail vehicle of the independent claims. Advantageous embodiments are the subject of the dependent claims.

[0006] According to one aspect of the invention, a method for determining a load error correction factor for a rail vehicle is provided, the method comprising: receiving load pressure values ​​from a load pressure sensor system of the rail vehicle; Determining a first actual mass value of the rail vehicle based on the load pressure values ​​of the load pressure sensor system of the rail vehicle; receiving acceleration values ​​of an acceleration process and receiving force values ​​of a drive of the rail vehicle; determining a second actual mass value of the rail vehicle based on the acceleration values ​​and the force values; and determining the load error correction factor based on a ratio between the first actual mass value and the second actual mass value.

[0007] This makes it possible to achieve the technical advantage of providing an improved method for determining a load error correction factor for a rail vehicle. The method provides for determining an actual mass value of the rail vehicle using two different measuring methods. Firstly, a first actual mass value is determined based on load pressure values ​​from a load pressure sensor system of the rail vehicle. Secondly, a second actual mass value is additionally determined based on acceleration values ​​and force values ​​of the rail vehicle or the drive of the rail vehicle during an acceleration process. Based on the first and second actual mass values, a load error correction factor is subsequently calculated in the form of a ratio between the first and the two actual mass values.

[0008] The relationship between the first and second actual mass values ​​can comprise a difference between the two actual mass values. Alternatively, the relationship can comprise a numerical ratio in the form of a numerical fraction of the two mass values. The difference and / or the numerical ratio of the two mass values ​​can be determined in any order of the two mass values, in which the first actual mass value is subtracted from the second actual mass value or the second actual mass value is subtracted from the first actual mass value. Analogously, the first actual mass value or the second actual mass value can be arranged in the numerator or denominator of the numerical fraction.

[0009] The drive force values ​​describe the drive force required to accelerate the rail vehicle. The force values ​​can refer to the motor torque, the wheel torque of the rail vehicle, or the traction force of the rail vehicle. The acceleration values ​​also describe the acceleration exerted by the rail vehicle. Using the formula F=m·a, Where F is the force applied to accelerate the rail vehicle, a is the acceleration value of the rail vehicle, and m is the actual mass value of the rail vehicle, the second actual mass value can be calculated based on the measured acceleration of the rail vehicle and the drive force applied to achieve the measured acceleration. To determine the acceleration, the driving resistance of the rail vehicle can be taken into account. These can include, for example, rolling resistance or the gradients and inclines of the track section being traveled.

[0010] By taking the second actual mass value into account, the inaccuracy in the mass determination based on the load pressure sensor can be taken into account or corrected using the calculated load error correction factor. The described method thus enables the determination of a precise load error correction factor, which can be used to correct inaccuracies in the mass determination using the load pressure values ​​from the pressure sensor.

[0011] According to one embodiment, the acceleration process comprises a constant acceleration of the rail vehicle.

[0012] This can achieve the technical advantage that the constant acceleration allows a more precise determination of the second actual mass value and, based on this, a more precise determination of the load error correction factor.

[0013] According to one embodiment, the acceleration values ​​are based on measured values ​​from an acceleration sensor.

[0014] This provides the technical advantage that precise acceleration values ​​can be determined using the measured values ​​of the acceleration sensors.

[0015] According to one embodiment, the acceleration values ​​are calculated based on speed values ​​of the rail vehicle.

[0016] This offers the technical advantage of easily calculating corresponding acceleration values ​​based on the measured speed values ​​of the rail vehicle. Additional acceleration sensors are therefore unnecessary.

[0017] According to one embodiment, the acceleration values ​​are received over a predetermined period of time, wherein an average of the acceleration values ​​is used to calculate the second actual mass value.

[0018] This provides the technical advantage that fluctuations in the rail vehicle's acceleration can be corrected using the calculated mean of the majority of acceleration values, or they can be incorporated into the calculation of the second actual mass value and, thus, the load error correction factor with a reduced impact. Meaningful acceleration values ​​can be provided by averaging.

[0019] According to one embodiment, the load pressure values ​​of the load pressure sensor system are received for a plurality of traction units of the rail vehicle, wherein a first partial mass value is determined for each traction unit, and wherein the first mass value of the rail vehicle is based on a sum of the plurality of partial mass values ​​of the traction units.

[0020] This allows the technical advantage of providing a precise first actual mass value of the rail vehicle with a plurality of traction units. For each traction unit, separate first actual partial mass values ​​are calculated, each describing the actual mass of the respective traction unit. The first actual mass value of the rail vehicle is the sum of the plurality of first actual partial mass values. By calculating the actual masses of the individual traction units separately, a precise first actual mass value of the entire rail vehicle can be determined. For a particularly precise calculation of the actual mass of the rail vehicle, corresponding actual masses are preferably calculated for all traction units.

[0021] For the purposes of the application, a traction unit is a unit of a rail vehicle's traction unit that can operate independently of other units responsible for traction. The traction unit can be configured, for example, as a leading traction unit located at the front of the respective rail vehicle or as a guided traction unit located at the other end of the rail vehicle. According to the invention, a traction unit is an associated drive unit that can be operated / controlled / regulated independently of other traction units with regard to the drive.

[0022] Depending on the design of the rail vehicle's train / vehicle concept, this can extend across the entire car, the entire bogie, the entire axle, or even across multiple cars. The traction unit can therefore be designed flexibly for specific applications. Vehicle concepts are usually designed so that, in the event of a failure of one traction unit, operation can be continued with the remaining traction units.

[0023] According to one embodiment, acceleration values ​​and / or force values ​​are received for a plurality of traction units of the rail vehicle, wherein a second partial mass value is determined for each traction unit, and wherein the second mass value of the rail vehicle is based on a sum of the plurality of second partial mass values ​​of the traction units.

[0024] This can achieve the technical advantage of providing a precise second mass value of the rail vehicle. For this purpose, acceleration values ​​and / or force values ​​are determined separately for the plurality of traction units, and based on these, respective second partial mass values ​​are calculated, each describing the actual mass of the individual traction units. The overall second actual mass value of the rail vehicle is in turn calculated by summing the plurality of second partial mass values ​​of the individual traction units. Determining the acceleration values ​​or force values ​​for the individual traction units enables a more precise determination of the second actual mass value of the rail vehicle, since various deviations in the individual measurements have a smaller influence on the determination of the second actual mass value of the entire rail vehicle due to the plurality of measured values ​​from the individual traction units.Preferably, acceleration values ​​and / or force values ​​are calculated for all traction units of the rail vehicle.

[0025] According to one embodiment, the method is executed cyclically, wherein the cyclically determined load error correction factors are stored, and wherein an average load error correction value is calculated based on the stored load error correction values ​​of earlier executed execution cycles.

[0026] This achieves the technical advantage that the cyclical execution of the process and the cyclical determination of the load error correction factor enable continuous adjustment and improvement of the load error correction factor during rail vehicle operation. This allows for the consideration of changing environmental conditions and a significantly more precise load error correction than would be possible with a one-time determination of the load error correction factor. By taking into account the buffered load error correction factors of previously executed execution cycles and calculating an average load error correction factor, the influence of erroneous or poor measurements and calculations of the load error correction factor is reduced through averaging.The average load error correction factor thus describes a representative value that more accurately represents the actual load error correction factor over an extended period of time and a plurality of consecutive execution cycles. This enables precise load error correction.

[0027] According to one embodiment, the method is carried out at predetermined time intervals or during each constant acceleration process of the rail vehicle or during each starting process of the rail vehicle.

[0028] This provides the technical advantage of enabling continuous improvement of the load error correction factor.

[0029] According to one embodiment, when determining the second actual mass value based on the acceleration values ​​and the force values, map information of a railway line traveled by the rail vehicle (route atlas) is taken into account, wherein the map information taken into account comprises gradient information regarding a gradient and / or gradient information regarding a gradient of the railway line.

[0030] This offers the technical advantage of taking into account the map information in the map display, allowing information on gradients and gradients of the track being traveled to be taken into account when calculating the second actual mass value. This enables a significantly more precise calculation of the second actual mass value, since both the gradient and gradient of the track being traveled influence the drive force required to achieve an acceleration value.

[0031] According to a further aspect, a method for carrying out a load correction with load error correction factor for a rail vehicle is provided, comprising: Carrying out the method for determining a load error correction factor for a rail vehicle according to one of the preceding embodiments and determining a load error correction factor; receiving load pressure values ​​from the load pressure sensor system of the rail vehicle; determining an actual mass value of the rail vehicle based on the measured values ​​from the load pressure sensor system; calculating a corrected actual mass value by applying the load error correction factor to the determined actual mass value; and outputting control signals for executing the load correction of a braking system of the rail vehicle based on the corrected actual mass value.

[0032] This makes it possible to achieve the technical advantage of providing an improved method for carrying out a load correction with a load error correction factor for a rail vehicle. For this purpose, a corresponding load error correction factor is first determined according to the method for determining a load error correction factor described above with the technical advantages presented there. Based on measured load pressure values ​​from the load pressure sensors, an actual mass value of the rail vehicle is then calculated. Taking into account the previously calculated load error correction factor, a correction of the actual mass value determined via the load pressure values ​​from the load pressure sensors is carried out, and a corrected actual mass value is calculated. Based on the corrected actual mass value, control signals for carrying out a load correction of a braking system or, if applicable, a drive system of the rail vehicle are then output.Based on the load error correction factor calculated as described above, a more precise corrected actual mass value can be determined. This enables more precise load correction of a braking or acceleration process of the rail vehicle. Taking the determined corrected actual mass value into account, the exact braking force required to execute the braking process or the exact acceleration force required to execute the acceleration process can be calculated. This supports optimized operation of the rail vehicle's brakes and drive, even under the influence of a wide variety of environmental conditions.

[0033] According to one embodiment, the method further comprises: checking whether the measured load pressure is valid; If the load pressure is valid, determining the actual mass value of the rail vehicle based on the measured values ​​of the load pressure sensors; and If the detected load pressure is invalid: issuing a fault message; and issuing control signals to execute the load correction of the braking system of the rail vehicle based on a pre-stored substitute mass value.

[0034] This provides the technical advantage that, by checking the load pressure values ​​from the load pressure sensor, a load correction can be performed using a substitute correction value if the load pressure value check reveals that they are invalid. By taking the substitute value into account in the case of invalid load pressure values, it is possible to prevent incorrect load error correction factors from being calculated based on the invalid load pressure values, and then incorrect load corrections from being performed based on them.

[0035] According to one embodiment, the load pressure is valid if the load pressure sensor functions correctly and the determined load pressure value is within a predetermined working range.

[0036] This provides the technical advantage of enabling a precise determination of the validity of the load pressure values.

[0037] According to a further aspect, a computing unit is provided, wherein the computing unit is designed to carry out the method for determining a load error correction factor for a rail vehicle according to one of the preceding embodiments and / or the method for carrying out a load correction with a load error correction factor for a rail vehicle according to one of the preceding embodiments.

[0038] According to a further aspect, a computer program product comprising instructions is provided which, when the program is executed by a data processing unit, cause the data processing unit to execute the method for determining a load error correction factor for a rail vehicle according to one of the preceding embodiments and / or the method for carrying out a load correction with a load error correction factor for a rail vehicle according to one of the preceding embodiments.

[0039] The above-described features and advantages of this invention, as well as the manner in which they are achieved, will be more clearly understood by considering the following highly simplified schematic representations of preferred embodiments. In each case: FIG 1 shows a schematic representation of a system for determining a load error correction factor for a rail vehicle and / or for carrying out a load correction with a load error correction factor for a rail vehicle; FIG 2 shows a flowchart of a method for determining a load error correction factor for a rail vehicle; FIG 3 shows a flowchart of a method for carrying out a load correction with a load error correction factor for a rail vehicle; and FIG 4 shows a schematic representation of a computer program product.

[0040] FIG 1 shows a schematic representation of a system 300 for determining a load error correction factor for a rail vehicle 301 and / or for performing a load correction with load error correction factor for a rail vehicle 301.

[0041] Fig. 1 shows a rail vehicle 301 with a traction unit 303 and another traction unit 304. The rail vehicle travels along a rail line 302. The two traction units 303, 304 each comprise a computing unit 305 and another computing unit 306 for executing the inventive method for determining a load error correction factor for a rail vehicle 301 or the inventive method for executing a load correction with a load error correction factor. The traction units 303, 304 further comprise a drive 307, a load pressure sensor 309 for determining a load pressure of the respective traction unit 303, 304, and an acceleration sensor 311 for determining acceleration values ​​of the rail vehicle 301.

[0042] To determine a load error correction factor for the rail vehicle 301, the computing units 305, 306 first receive load pressure values ​​310 from the load pressure sensor system 309. The load pressure values ​​310 each describe a load pressure of the respective traction unit 303, 304. The load pressure sensor system 309 can, for example, be configured via a weighing valve or a plurality of weighing valves of the traction units 303, 304 and be configured to determine the respective load pressure of the traction unit 303, 304. Alternatively, the load sensor system can comprise sensors for measuring a pressure within air springs of the rail vehicle 301.

[0043] Based on the load pressure values ​​of the load pressure sensors 309 of the individual traction units 303, 304, the computing units 305, 306 calculate a first partial mass value 315 for each traction unit 303, 304. The first partial mass value describes an actual mass value of the respective traction unit 303, 304, which was calculated based on the respective load pressure values ​​of the load pressure sensors 309.

[0044] Based on the acceleration values ​​312, which describe the acceleration of the rail vehicle 301 or the acceleration of the individual traction units 303, 304, and based on the force values ​​308 of the drive 307, which each describe the force required by the drive 307 to achieve the given acceleration, second partial mass values ​​of the rail vehicle 301 are calculated for each traction unit 303, 304. The second partial mass values ​​each describe actual mass values ​​of the individual traction units 303, 304, which were calculated taking into account the respective acceleration values ​​312 or force values ​​308 for the respective traction unit 303, 304.

[0045] The calculation of the second partial mass values ​​is based on the formula F = m·a, where F describes the drive force required to achieve the acceleration, m the respective actual mass value of the traction unit 303, 304 and a the respective acceleration value 312.

[0046] In the event that the two traction units 303, 304 shown jointly provide the drive or drive power of the rail vehicle 301, the respective acceleration values ​​312 for both traction units 303, 304 are identical due to the coupling of the two traction units 303, 304 to one another. Due to the joint drive of the rail vehicle 301 by the two traction units 303, 304, each of the traction units 303, 304 only provides a portion of the power required for propulsion, so that the sum of the force values ​​308 of the two traction units 303, 304 provides the force required to achieve the respective acceleration of the rail vehicle 301. By taking the above-mentioned formula into account, the respective actual masses of the individual traction units 303, 304 can be calculated if the acceleration values ​​312 or force values ​​308 are known.

[0047] To determine the first actual mass value of the entire rail vehicle 301, the individual traction units 303, 304 provide the respective first partial mass values ​​315. The first actual mass value of the entire rail vehicle 301 is formed by the sum of the individual first partial mass values ​​315. Similarly, the traction units 303, 304 provide second partial mass values ​​316, which were calculated based on the acceleration values ​​312 or force values ​​308. The second actual mass value of the entire rail vehicle 301 is also calculated by summing the plurality of second partial mass values ​​of the various traction units 303, 304.

[0048] The first actual mass value of the rail vehicle 301 describes an actual mass of the rail vehicle 301, which was calculated based on the load pressure values ​​of the load pressure sensor 309. The second actual mass value of the rail vehicle 301, on the other hand, describes an actual mass that was calculated based on the acceleration of the rail vehicle 301 and the force of the drive 307 of the rail vehicle 301 required to achieve the respective acceleration.

[0049] Based on the first and second actual mass values ​​of the rail vehicle 301, a load error correction factor is calculated. The load error correction factor can, for example, be a ratio of the first and second actual mass values. The load error correction factor can subsequently be used to perform a load correction for braking processes or acceleration processes to be performed.

[0050] According to the embodiment shown, to calculate the second partial mass values ​​316 based on the acceleration values ​​312 or force values ​​308 of the individual traction units 305, 306, map information 314 from a map representation 313 depicting the rail line 302 traveled by the rail vehicle 301 is taken into account. The map information 314 can, in particular, include gradient information regarding gradients of the rail line 302 or gradient information regarding gradients of the rail line 302. By taking into account the gradients or gradients of the respective rail line 302, a more precise second partial mass value can be calculated based on the acceleration values ​​312 or force values ​​308.

[0051] According to one embodiment, the described method for determining a load error correction factor is carried out during a constant acceleration of the rail vehicle 301.

[0052] Deviating from the Fig. 1 In the embodiment shown, in which the acceleration values ​​312 are based on a corresponding acceleration sensor 311, the acceleration values ​​can also be calculated taking into account measured speed values ​​of the rail vehicle 301.

[0053] According to one embodiment, the acceleration values ​​312 are received or recorded over a predetermined period of time. The second actual mass value or the second partial mass values ​​of the traction units 303, 304 are subsequently calculated based on an average of the plurality of acceleration values ​​312 recorded over the predetermined period of time.

[0054] According to one embodiment, the determination of the load error correction factor according to the method steps described above can be carried out cyclically. The load error correction factors determined in an execution cycle can be stored in a corresponding memory unit. A current load error correction factor can therefore be calculated as an average of the load error correction factors calculated in the previous execution cycles.

[0055] According to one embodiment, the method for determining the load error correction factor can be carried out at predetermined time intervals during the operation of the rail vehicle 301. In particular, the determination of the load error correction factor can be carried out during start-up processes of the rail vehicle 301 in which a constant acceleration is expected.

[0056] In contrast to the embodiment shown, the determination of the load error correction factor can also be carried out exclusively for individual traction units 303. In this case, the first actual mass value is given by the first partial mass value 315 as described above, while the second actual mass value is given by the second partial mass value 316 determined for the respective traction units 303, 304.

[0057] In the embodiment shown, the first and second partial mass values ​​315, 316 calculated for the additional traction units 304 are transmitted to the computing unit 305 of the traction unit 303. In the embodiment shown, the computing unit 305 accordingly determines the first and second partial mass values ​​315, 316 for the respective traction unit 303 and, from these, in combination with the first and second partial mass values ​​315, 316 of the additional traction unit 304, calculates the respective first and second actual mass values ​​of the entire rail vehicle 301. Furthermore, the computing unit 305 calculates the load error correction factor for the entire rail vehicle 301 based on this.

[0058] Deviating from the embodiment shown, the rail vehicle 301 can comprise any number of traction units 303, 304.

[0059] After calculating the load error correction factor according to the calculation steps described above, a load correction can be carried out by the computing unit 305, 306. For this purpose, load pressure values ​​from the load pressure sensor system 309 are recorded during operation of the rail vehicle 301 in a manner analogous to the steps described above. Furthermore, an actual mass value of the rail vehicle 301 is calculated based on the load pressure values ​​from the load pressure sensor system. Taking into account the previously determined load error correction factor, the actual mass value determined based on the load pressure values ​​is corrected, and a corresponding corrected actual mass value is calculated. Subsequently, control signals for executing the load correction, for example, of a braking system or a drive system of the rail vehicle 301, can be output based on the corrected actual mass value.With the load correction, taking into account the corrected actual mass value, a braking force optimized for the braking process to be carried out or an acceleration force optimized for the acceleration process can be calculated.

[0060] According to one embodiment, the load pressure values ​​310 of the load pressure sensor system 309 can be checked for validity. For valid load pressure values ​​that are either located within a previously determined operating range of the load pressure sensor system or for which the respective load pressure sensor system 309 functions correctly, the correction described above can be carried out. For invalid load pressure values ​​310, which, for example, are located outside the predetermined operating range, a corresponding error message can be output and a substitute load pressure value can be provided. Based on the substitute load pressure value, a corresponding actual mass value can be calculated, and based on this, the load correction can be carried out according to the method steps described above.

[0061] FIG 2 shows a flowchart of a method 100 for determining a load error correction factor for a rail vehicle 301.

[0062] According to the invention, in a first method step 101, load pressure values ​​310 of a load pressure sensor system 309 of the rail vehicle 301 are first received.

[0063] In a further method step 103, a first actual mass value of the rail vehicle 301 is calculated based on the load pressure values ​​310.

[0064] In a further method step 305, acceleration values ​​312 of an acceleration process of the rail vehicle and force values ​​308 of a drive 307 of the rail vehicle 301 are received.

[0065] In a further method step 107, a second actual mass value of the rail vehicle 301 is calculated based on the acceleration values ​​312 and the force values ​​308.

[0066] In a further method step 109, the load error correction factor is determined based on the first actual mass value and the second actual mass value. The load error correction factor can, for example, be determined by a ratio of the first and second actual mass values.

[0067] As described above, the acceleration process can be characterized by a constant acceleration. According to one embodiment, the acceleration values ​​312 can be measured values ​​from a corresponding acceleration sensor system 311. Alternatively, the acceleration values ​​312 can be calculated based on speed values ​​of the rail vehicle 301. According to a further embodiment, the acceleration values ​​312 can be received over a predetermined period of time. An average of the acceleration values ​​312 can be calculated from the plurality of acceleration values ​​312. Both the load pressure values ​​310 from the load pressure sensor system 309 and the acceleration values ​​312 as well as the force values ​​308 can each be received for a plurality of traction units 303, 304 of the rail vehicle 301, preferably for all traction units 303, 304 of the rail vehicle 300.Based on the load pressure values ​​309, a first partial mass value 315 can be calculated for each traction unit 303, 304. Based on the acceleration values ​​312 and the force values ​​308, a second partial mass value 316 can be determined for each traction unit 303, 304.

[0068] The first actual mass value of the rail vehicle 301 results from a sum of the first partial mass values ​​315 of the various traction units 303, 304. The second actual mass value of the rail vehicle 301 results analogously from a sum of the majority of second partial mass values ​​316 of the various traction units 303, 304.

[0069] As described above, the method can be executed cyclically, and load error correction factors can be determined and stored for the various execution cycles. Based on the load error correction factors of the various execution cycles, an average load error correction factor can be calculated.

[0070] The method 100 can be executed at predetermined time intervals. For example, the method 100 can be executed during each constant acceleration process of the rail vehicle 301 or during selected acceleration processes, for example, during starting processes of the rail vehicle 301. According to one embodiment, map information 314 of a map display 313 can be taken into account to calculate the second actual mass value or the second partial mass values. For this purpose, the map information 314 can, in particular, include gradient information regarding gradients and / or gradient information regarding gradients of the railway track traveled by the rail vehicle 301.

[0071] FIG 3 shows a flowchart of a method 200 for performing a load correction with load error correction factor for a rail vehicle 301.

[0072] According to the invention, in a method step 201, the method 100 for determining a load error correction factor for a rail vehicle 301 is carried out according to the embodiments described above and a corresponding load error correction factor is determined.

[0073] In a further method step 203, load pressure values ​​310 of a load pressure sensor system 309 of the rail vehicle 301 are received.

[0074] In a further process step 211, it is checked whether the measured load pressure values ​​310 are valid.

[0075] In a further method step 205, an actual mass value of the rail vehicle 301 is calculated based on the measured load pressure values ​​if the load pressure values ​​310 are valid.

[0076] In a further method step 207, a correction of the determined first mass value of the rail vehicle 301 is carried out, taking into account the load error correction factor, and a corrected actual mass value is calculated.

[0077] In a further method step 209, control signals for executing the load correction of a braking system or an acceleration system of the rail vehicle 301 are output based on the corrected actual mass value. The load correction comprises calculating an optimal braking force or an optimal driving force, which are calculated for executing the braking or acceleration process to be performed, taking into account the corrected actual mass value, which represents the actual mass of the rail vehicle.

[0078] If the load pressure values ​​310 are not valid, a corresponding fault message is output in a further process step 213.

[0079] In method step 209, control signals for executing the load correction of the braking system or the drive system of the rail vehicle 301 are output based on a pre-stored equivalent mass value. The pre-stored equivalent mass value describes, for example, an averaged actual mass of the rail vehicle. The equivalent mass value can, for example, be simply the mass of the empty rail vehicle without a load.

[0080] FIG 4 shows a schematic representation of a computer program product 400, comprising instructions which, when the program is executed by a computing unit, cause the computing unit to execute the method 100 for determining a load error correction factor for a rail vehicle 301 and / or the method 200 for carrying out a load correction with a load error correction factor for a rail vehicle 301.

[0081] In the embodiment shown, the computer program product 400 is stored on a storage medium 401. The storage medium 401 can be any storage medium known from the prior art.

Claims

1. Method (100) for determining a load error correction factor for a rail vehicle (301), comprising: receiving (101) load pressure values (310) of a load pressure sensor apparatus (309) of the rail vehicle (301); ascertaining (103) a first actual mass value of the rail vehicle (301) based on the load pressure values (310) of the load pressure sensor apparatus (309) of the rail vehicle (301); receiving (105) acceleration values (312) of an acceleration procedure and receiving force values (308) of a drive (307) of the rail vehicle (301); ascertaining (107) a second actual mass value of the rail vehicle (301) based on the acceleration values (312) and the force values (308) of the rail vehicle (301); and ascertaining (109) the load error correction factor based on a ratio between the first actual mass value and the second actual mass value.

2. Method (100) according to claim 1, wherein the acceleration process comprises a constant acceleration of the rail vehicle (301).

3. Method (100) according to claim 1 or 2, wherein the acceleration values (312) are based on measurement values of an acceleration sensor apparatus (311).

4. Method (100) according to one of the preceding claims, wherein the acceleration values (312) are calculated on the basis of the speed values of the rail vehicle (301).

5. Method (100) according to one of the preceding claims, wherein the acceleration values (312) are received over a predefined period of time, and wherein an average value of the acceleration values (312) is used for calculating the second actual mass value.

6. Method (100) according to one of the preceding claims, wherein the load pressure values (310) of the load pressure sensor apparatus (309) are received for a plurality of traction units (303, 304) of the rail vehicle (301), wherein a first partial mass value (315) is ascertained for each traction unit (303, 304), and wherein the first mass value (315) of the rail vehicle (301) is based on a sum of the plurality of first partial mass values (315) of the traction units (303, 304).

7. Method (100) according to one of the preceding claims, wherein acceleration values (312) and / or force values (308) are received for a plurality of traction units (303, 304) of the rail vehicle (301), wherein a second partial mass value (316) is ascertained for each traction unit (303, 304), and wherein the second mass value of the rail vehicle (301) is based on a sum of the plurality of second partial mass values (316) of the traction units (303, 304).

8. Method (100) according to one of the preceding claims, wherein the method (100) is carried out cyclically, wherein the cyclically ascertained load error correction factors are stored, and wherein an average load error correction factor is calculated based on the stored load error correction factors of cycles of execution carried out earlier.

9. Method (100) according to claim 8, wherein the method (100) is carried out at predefined intervals or at each constant acceleration process of the rail vehicle (301) or at each start-up process of the rail vehicle (301).

10. Method (100) according to one of the preceding claims, wherein, when the second actual mass value is determined (107) based on the acceleration values (312) and the force values (308), map representation (313) displaying map information (314) of a rail route (302) travelled by the rail vehicle (301) is taken into account, and wherein the map information (314) taken into account includes ascent information relating to an ascent and / or descent information relating to a descent of the rail route (302).

11. Method (200) for carrying out a load correction with load error correction factor for a rail vehicle (301), comprising: carrying out (201) the method (100) for determining a load error correction factor for a rail vehicle (301) according to one of the preceding claims 1 to 10 and determining a load error correction factor; receiving (203) load pressure values (310) of the load pressure sensor apparatus (309) of the rail vehicle (301); ascertaining (205) an actual mass value of the rail vehicle based on the measurement values of the load pressure sensor apparatus; calculating (207) a corrected actual mass value by applying the ascertained actual mass value to the load error correction factor; and outputting (209) control signals for carrying out the load correction of a braking system and / or a drive system of the rail vehicle (301) based on the corrected actual mass value.

12. Method (200) according to claim 11, further comprising: checking (211) whether the measured load pressure values (310) are valid; if the load pressure values (310) are valid, ascertaining (205) the actual mass value of the rail vehicle (301) based on the load pressure values (310) of the load pressure sensor apparatus (309); and if the detected load pressure values (310) are invalid: outputting (213) an error message; and outputting (209) control signals for carrying out the load correction of a braking system or a drive system of the rail vehicle (301) on the basis of a pre-stored substitute mass value.

13. Method (200) according to claim 12, wherein the load pressure values (310) are valid if the load pressure sensor apparatus (309) functions without errors and the ascertained load pressure values (310) are within a predefined working range.

14. Computing unit (305), wherein the computing unit (305) is designed to carry out the method (100) for determining a load error correction factor for a rail vehicle (301) according to one of the preceding claims 1 to 10 and / or the method (200) for carrying out a load correction with load error correction factor for a rail vehicle (301) according to one of the preceding claims 11 to 13.

15. Computer program product (400) comprising commands which, when the program is executed by a data processing unit, enable the data processing unit to carry out the method (100) for determining a load error correction factor for a rail vehicle (301) according to one of the preceding claims 1 to 10 and / or the method (200) for carrying out a load correction with load error correction factor for a rail vehicle (301) according to one of the preceding claims 11 to 13.