Railway track system and method for operating same

Abstract

The invention relates to, inter alia, a method for operating a rail vehicle (10, 10a) in a section (20) of a railway track system (30). According to the invention, at least one measurement value (M, M(Fx1), M(Fx2) ) which is influenced by the weather is detected spatially in the region of the section (20), and weather-based friction information (R) is formed using said measurement value (M, M(Fx1), M(Fx2) ), said friction information describing the friction ratio between the wheel (43) and the rail (44) in the section (20) under the respective weather conditions (WB), wherein the rail vehicle (10, 10a) is operated in the section (20) using the weather-based friction information (R).

Description

[0001] Description

[0002] Railway track system and methods for its operation

[0003] The invention relates to a method for operating a rail vehicle in a section of a railway track system.

[0004] For local transport systems with dense train traffic, the CBTC (communication-based train control) train protection system has been established. For the part of the CBTC system installed on board a train, a guaranteed emergency braking rate (GEBR) is typically defined. For this purpose, the train manufacturer and local transport operator use the train's braking parameters for a worst-case scenario. This value is then passed on to the CBTC manufacturer for programming its CBTC onboard unit.

[0005] For example, a train that nominally has a braking deceleration rate of 1.3 m / s 2achieved on sections outside tunnels with a GEBR of 0.75 m / s 2 operated and on sections in the tunnel with a GEBR of 0 , 85 m / s 2 .

[0006] The invention is based on the object of specifying a method for operating a rail vehicle in a section of a railway track system, which method enables a particularly close train sequence and a particularly late braking before stopping or danger points.

[0007] This object is achieved according to the invention by a method having the features according to claim 1. Advantageous embodiments of the method according to the invention are specified in the subclaims.

[0008] According to the invention, at least one measured value influenced by the weather is recorded locally in the area of ​​the system section and, using this measured value, a weather-dependent friction value is formed which describes the friction conditions between wheel and rail in the system section under the respective weather conditions, and the operation of the rail vehicle in the system section takes place taking into account the weather-dependent friction value.

[0009] A significant advantage of the method according to the invention is that, for the said section of system or track, a particularly realistic estimate of the actual driving conditions is possible based on the weather-dependent friction data measured for this section and, for example, for ferry operations in this section of system, a weather-dependent braking deceleration rate can be used as a basis for each individual section of system.

[0010] It is advantageous if a force reading is recorded as the at least one weather-influenced measurement value using a measuring device located locally in the area of ​​the system section. The measuring device is therefore preferably a force measuring device.

[0011] It is advantageous if the friction value is a static friction value that describes the static friction between the wheel and the rail in the section of the system. The static friction value is preferably a static friction coefficient or a static friction coefficient.

[0012] It is also advantageous if - as already mentioned above - a weather-dependent braking deceleration rate is determined using the friction data and the operation of the rail vehicle in the system section takes place taking into account the weather-dependent braking deceleration rate.

[0013] With a view to determining the friction value as simply as possible, it is considered advantageous if, in order to form the friction value, at least two parts in mechanical contact are moved relative to one another and the force required for the relative movement is measured to form a force value which forms the at least one measured value influenced by the weather, and the friction value is calculated using the force value.

[0014] The above-mentioned force measuring device arranged locally in the area of ​​the installation section therefore preferably comprises at least two parts which are in mechanical contact and which it moves relative to one another in order to measure the force to be applied for the relative movement, forming the force data, and to calculate the friction data using the force data.

[0015] In order to ensure that the friction data reflects the friction conditions on the rail as accurately as possible, it is considered advantageous if the two parts are exposed to the same environmental and weather conditions as the system section.

[0016] The two parts used as parts of the measuring device for measuring the weather-influenced measured value are preferably metal parts, in particular steel parts. It is particularly advantageous if one of the two metal parts is a rail made of the same metal (e.g. steel) as the rails in the installation section, and the other of the two parts is a wheel made of the same metal (e.g. steel) as the wheels of the rail vehicle.

[0017] The rail and the wheel used as parts of the measuring device for measuring the measured value influenced by the weather are preferably scaled-down versions of the rails of the railway track system and the wheels of the rail vehicle.

[0018] The recording of at least one measured value is preferably repeated regularly or irregularly and the weather-dependent friction information is preferably updated regularly or irregularly.

[0019] In a particularly preferred embodiment of the method, a number of previously recorded measured values ​​are used to form or update the weather-dependent friction value, with the previously recorded measured values ​​and the current measured value being averaged, smoothed and / or filtered.

[0020] The operation of the rail vehicle shall preferably take into account the most recently updated weather-dependent friction data.

[0021] After the weather-dependent friction value has been generated or updated, a plausibility check is preferably carried out and an implausible friction value is preferably disregarded.

[0022] With regard to the operation of the rail vehicle in the installation section, it is considered advantageous if the minimum distance between the rail vehicle and a rail vehicle traveling ahead is determined taking into account the weather-dependent friction data.

[0023] With regard to the operation of the rail vehicle in the installation section, it is also considered advantageous if braking operations of the rail vehicle within the installation section are controlled taking into account the weather-dependent friction data.

[0024] In view of high safety requirements, it is considered advantageous if at least one measured value influenced by the weather is recorded using a redundant measuring device.

[0025] In view of the high safety requirements, it is also considered advantageous if the weather-dependent friction value is generated using a redundant evaluation device.

[0026] The invention also relates to a railway track system. According to the invention, with regard to the railway track system, a measuring device is provided locally in the area of ​​a section of the railway track system, which measuring device records at least one measured value influenced by the weather. In addition, a track-side transmission device is provided, which transmits the measured value influenced by the weather, a weather-dependent friction value calculated using the measured value and / or another value derived therefrom, in particular a weather-dependent braking deceleration rate, to a rail vehicle approaching the section of the system or already traveling in this section.

[0027] With regard to the advantages of the railway track system according to the invention and its advantageous embodiments, reference is made to the above statements in connection with the method according to the invention and its advantageous embodiments.

[0028] It is advantageous if the measuring device arranged locally in the region of the installation section is a force measuring device which records a force value as the at least one measured value influenced by the weather. The force measuring device preferably has at least two parts in mechanical contact, which it moves relative to one another, and measures the force required for the relative movement to form a force value which constitutes the at least one measured value influenced by the weather.

[0029] It is advantageous if the railway track system also has a track-side evaluation device which, using the at least one measured value, forms the weather-dependent friction value and / or other value derived therefrom which describes the friction conditions between wheel and rail in the section of the system under the respective weather conditions. If the track-side evaluation device is not present, the rail vehicles which travel on the railway track system are preferably each equipped with a vehicle-side evaluation device. Such a vehicle-side evaluation device preferably receives the measured value influenced by the weather from the track-side transmission device and uses this to calculate the weather-dependent friction value or another value derived therefrom, in particular a weather-dependent braking deceleration rate.

[0030] The invention also relates to a rail vehicle. According to the invention, the rail vehicle is provided with a receiving device for receiving a measured value influenced by the weather, a weather-dependent friction value describing the friction conditions between wheel and rail in a section of the system under the respective weather conditions, or a value derived therefrom. In addition, the rail vehicle has a vehicle control device which carries out the operation of the rail vehicle in the section of the system taking into account the measured value influenced by the weather, the weather-dependent friction value or the value derived therefrom.

[0031] The invention is explained in more detail below using exemplary embodiments; by way of example,

[0032] Figure 1 shows an exemplary embodiment of a railway track system according to the invention with a system section which has a measuring device for measuring weather-dependent measured values, an evaluation device for forming weather-dependent friction data and a track-side transmission device for transmitting the friction data to a rail vehicle,

[0033] Fig. 2-7 Examples of measuring devices for

[0034] Measuring the weather-dependent measured values ​​and evaluation devices for forming the weather-dependent

[0035] Friction information, and

[0036] Figure 8 shows an exemplary embodiment of a railway track system according to the invention with a system section which has a measuring device for measuring weather-dependent measured values ​​and a track-side transmission device for transmitting the weather-dependent measured values ​​to a rail vehicle, wherein an evaluation device which is suitable for forming weather-dependent friction data is provided on the vehicle side.

[0037] For the sake of clarity, the same reference symbols are used in the figures for identical or comparable components.

[0038] Figure 1 shows an exemplary embodiment of a rail vehicle 10 according to the invention during a journey along a direction of travel P on a section 20 of a railway track system 30 not shown in further detail. The section 20 can also be referred to as a track section.

[0039] The rail vehicle 10 is equipped with a receiving device 11 which allows the reception of a weather-dependent friction value R which describes the friction conditions between wheel and rail in the system section 20 under the respective prevailing weather conditions WB, and / or a value Ra derived from the friction value R.

[0040] 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 value R and / or the value Ra derived therefrom. The derived value Ra can, for example, be a braking deceleration rate, in particular the emergency braking deceleration rate GEBR mentioned above.

[0041] In order to transmit the weather-dependent friction value R and / or the value Ra derived therefrom to the rail vehicle, the railway track system 30 is equipped locally in the area of ​​the system section 20 with a measuring device 40 that records at least one measured value M influenced by the weather in the area of ​​the system section 20. As will be explained in more detail below using examples, the measured values ​​M are preferably force values.

[0042] The measuring device 40 is connected to a trackside evaluation device 50, which forms the weather-dependent friction value R using this at least one measured value M. The evaluation device 50 can also form the aforementioned derived value Ra using the friction value R.

[0043] The evaluation device 50 is connected on the output side to a track-side transmission device 60, which transmits the weather-dependent friction value R and / or the value Ra derived therefrom to rail vehicles approaching the system section 20 or already traveling on it, i.e. the aforementioned rail vehicle 10 and any other rail vehicles present there, such as a rail vehicle 10a traveling ahead.

[0044] The friction value R is preferably a static friction value that describes the static friction between the wheel and the rail in the system section 20. The static friction value can, for example, be or include a static friction coefficient or a static friction coefficient.

[0045] The evaluation device 50 is preferably designed to determine a weather-dependent braking deceleration rate using the friction value R. The weather-dependent braking deceleration rate can be transmitted as the aforementioned derived value Ra or as one of the derived values ​​Ra to the rail vehicles 10 and 10a in the system section 20, so that their vehicle control can take place taking into account the respective weather conditions WB.

[0046] For example, the rail vehicle 10 can calculate its speed-dependent minimum distance A to the rail vehicle 10a traveling ahead, taking into account the weather-dependent friction value R and / or the value Ra derived therefrom, and maintain this minimum distance A by appropriate vehicle control, as is indicated by way of example in Figure 1.

[0047] Alternatively or additionally, the rail vehicle 10 can calculate a braking point BP, taking into account the weather-dependent friction value R and / or the value Ra derived therefrom, at which - depending on the weather - braking must be initiated at the latest if a stop at or before a stop or danger point, which is marked with the reference symbol HS in Figure 1, is to be ensured.

[0048] In order to ensure that the friction value R and / or the value Ra derived therefrom accurately characterizes the interface between wheel and rail in the track section 20, the measuring device 40 is preferably exposed to the same environmental and weather conditions WB as the track section 20, as indicated by clouds and rain in Figure 1.

[0049] This ensures that the rails and the measuring device 40 are provided with similar dirt, leaves, snow and moisture coatings.

[0050] In order to obtain the most accurate friction data possible, the measuring device 40 should - at least in Europe - be located no further than approximately 100 meters (preferably no further than 10 meters) from the respective assigned track of the system section (track section) 20; and the measured values ​​should be updated at least every 10 minutes. In other regions of the world, for example in desert regions with longer periods of constant weather conditions, larger spatial and temporal intervals can be selected, provided that the significance of the measured values ​​does not suffer beyond a predetermined level.

[0051] It is also advantageous to trigger a measured value update by weather events such as the onset of rain, a temperature drop below zero, or a temperature rise above zero. Such triggering can be initiated by rain sensors or temperature sensors.

[0052] Figure 2 shows in more detail a first exemplary embodiment of a measuring device 40 and an evaluation device 50 connected thereto, which can be used in the system section 20 of the railway track system 30 according to Figure 1.

[0053] The measuring device 40 comprises two metal parts in mechanical contact. One of the two metal parts is a carrier plate 41 made of metal; the other of the two metal parts is a metal block 42 resting on the carrier plate 41 and movable on the carrier plate 41. The metal block 42 is pressed onto the carrier plate 41 due to its weight; moreover, a further force can be exerted in order to press the metal block 42 onto the carrier plate 41. The resulting force with which the metal block 42 is pressed onto the carrier plate 41 and which can accordingly be referred to as the contact force is identified in Figure 2 with the reference symbol Fz l.

[0054] To determine the static friction between the two metal parts, the force Fxl is measured. This force is required at rest or at a relative speed between the metal parts of zero to push the metal block 42 to cause a relative movement to the carrier plate 41 and can therefore be referred to as the thrust force. The corresponding measured value, which quantifies this force Fxl in the form of a force specification, is designated in Figure 2 by the reference symbol M (Fxl).

[0055] The evaluation device 50 evaluates the force indication in the form of the measured value M ( Fxl ) by dividing the measured thrust force Fxl by the contact force Fz l , whereby it forms a static friction value pH according to pH = Fxl / Fz l

[0056] The contact force Fz l can be stored as a constant in the evaluation device 50 or alternatively, for example, can be transmitted in the form of a further measured value from the measuring device 40 to the evaluation device 50.

[0057] The static friction value pH is transmitted as friction value R to the trackside transmission device 60 according to Figure 1 and from there to the rail vehicles 10 and 10a.

[0058] In order to ensure that the static friction value pH formed in this way correctly characterizes the interface between wheel and rail in the track section 20, the support plate 41 and the metal block 42 are exposed to the same environmental and weather conditions WB, as indicated by clouds and rain in Figure 2.

[0059] The carrier 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 in order to achieve measurement conditions that are as close to reality as possible for the operation of the rail vehicles 10 and 10a.

[0060] Figure 3 shows in more detail a second exemplary embodiment of a measuring device 40 and an evaluation device 50 connected thereto, which can be used in the system section 20 of the railway track system 30 according to Figure 1. The measuring device 40 according to Figure 3 has a redundant design and comprises two or more measuring units 401 and 402, which can, for example, be identical in construction and can, for example, each correspond to the measuring device 40 according to Figure 2.

[0061] The measuring units 401 and 402 thus each comprise, for example, two metal parts in contact in the form of a metal carrier plate 41 and a metal block 42 resting thereon and movable. To determine the static friction between the two metal parts, the force Fxl or Fx2 is measured, which is required in the rest state or at a relative speed between the metal parts of zero to push the respective metal block 42 in order to induce a relative movement to the respective associated carrier plate 41. The corresponding measured values, which quantify these pushing forces Fxl and Fx2, are designated in Figure 3 by the reference symbols M(Fxl) and M(Fx2).

[0062] The evaluation device 50 evaluates the measured values ​​M(Fxl) and M(Fx2) by dividing the measured thrust forces Fxl and Fx2 by the corresponding contact forces Fzl and Fz2, thereby forming static friction values ​​pHl and pH2 according to pHl = Fxl / Fzl pH2 = Fx2 / Fz2

[0063] The contact forces Fzl and Fz2 can be stored as a constant in the evaluation device 50 or alternatively, for example, can be transmitted in the form of further measured values ​​from the measuring units 401 and 402 to the evaluation device 50.

[0064] The two static friction values ​​pH1 and pH2 can, for example, be averaged to form the friction value R, which is subsequently transmitted to the trackside transmission device 60 according to Figure 1 and from there to the rail vehicles 10 and 10a. A plausibility check can also be performed, and the static friction values ​​pH1 and pH2 can be rejected if they deviate from each other by more than a predetermined amount.

[0065] The measurements can also be repeated regularly or irregularly in order to regularly or irregularly update the weather-dependent friction value R. When generating or updating the weather-dependent friction value R, several previously recorded measured values ​​can also be used, whereby an averaging, smoothing and / or filtering of the previously recorded measured values ​​and the respective current measured values ​​is carried out.

[0066] Figure 4 shows in more detail a third exemplary embodiment of a measuring device 40 and an evaluation device 50 connected thereto, which can be used in the system section 20 of the railway track system 30 according to Figure 1.

[0067] The measuring device 40 according to Figure 4 corresponds, for example, to the measuring device 40 according to Figure 3 .

[0068] What is different in Figure 4 - compared to Figure 3 - is the structure of the evaluation device 50, which is constructed redundantly and comprises two or more evaluation units 501 and 502, which can, for example, be of identical construction and can each correspond to the evaluation device 50 according to Figures 2 and 3.

[0069] The upper evaluation unit 501 in Figure 4 is connected to the upper measuring unit 401 in Figure 4 and evaluates the measured value M ( Fxl ) by dividing the thrust force Fxl measured by the associated measuring unit 401 by the contact force Fz l , whereby it forms a static friction value pHl according to pHl = Fxl / Fz l The lower evaluation unit 502 in Figure 4 is connected to the lower measuring unit 402 in Figure 4 and evaluates the measured value M ( Fx2 ) by dividing the thrust force Fx2 measured by the associated measuring unit 402 by the contact force Fz2 , whereby it forms a static friction value pH2 according to pH2 = Fx2 / Fz2

[0070] The evaluation device 50 according to Figure 4 also comprises a comparison unit 503 which compares the static friction values ​​pH1 and pH2 of the two evaluation units 501 and 502 for the purpose of plausibility testing and / or averages them for the purpose of averaging in order to form the friction value R on the output side.

[0071] Figure 5 shows in more detail a fourth exemplary embodiment of a measuring device 40 and an evaluation device 50 connected thereto, which can be used in the system section 20 of the railway track system 30 according to Figure 1.

[0072] The measuring device 40 comprises two metal parts in mechanical contact in the form of a rail 44 made of metal and a metal wheel 43 lying thereon. The metal wheel

[0073] 43 is pressed onto the rail 44 due to its weight; in addition, a further force can be exerted to press the metal wheel 43 onto the rail 44. The resulting force with which the metal wheel 43 is pressed onto the rail

[0074] 44 and which can accordingly be referred to as contact pressure, is marked in Figure 5 with the reference symbol Fz l.

[0075] To determine the static friction between the two metal parts, the force Fxl is measured as a force specification. This force is required at rest or at a relative speed between the metal parts of zero and under the condition of a non-rotating wheel state to push the metal wheel 43 in order to induce a translational relative sliding movement to the rail 44. The corresponding measured value, which quantifies the pushing force Fxl, is designated in Figure 5 by the reference symbol M (Fxl).

[0076] The evaluation device 50 can evaluate the measured value M (Fxl) as explained above in connection with Figure 2; in this regard, reference can be made to the above explanations in connection with Figure 2.

[0077] Figure 6 shows in more detail a fifth exemplary embodiment of a measuring device 40 and an evaluation device 50 connected thereto, which can be used in the system section 20 of the railway track system 30 according to Figure 1.

[0078] The measuring device 40 according to Figure 6 is constructed redundantly and comprises two or more measuring units 401 and 402, each of which comprises a metal wheel 43 and may, for example, be of identical construction; the two measuring units 401 and 402 may, for example, each be identical to the measuring device 40 according to Figure 5, so that in this regard, reference is made to the above explanations in connection with Figure 5.

[0079] The evaluation device 50 according to Figure 6 can, for example, be identical to the evaluation device 50 according to Figure 3, so that in this regard reference is made to the above explanations in connection with Figure 3.

[0080] Figure 7 shows in more detail a sixth exemplary embodiment of a measuring device 40 and an evaluation device 50 connected thereto, which can be used in the system section 20 of the railway track system 30 according to Figure 1.

[0081] The measuring device 40 according to Figure 7 is constructed redundantly and can, for example, be identical to the measuring device 40 according to Figure 6, so that in this regard reference is made to the above explanations in connection with Figure 6.

[0082] What is different in Figure 7 - compared to Figure 6 - is the structure of the evaluation device 50, which is constructed redundantly and comprises two or more evaluation units 501 and 502, which can, for example, be of identical construction and can, for example, each correspond to the evaluation device 50 according to Figures 2 and 3, so that in this regard reference is made to the above explanations in connection with Figures 2 and 3.

[0083] In the embodiments shown in Figures 5 to 7, the rail 44 and the metal wheel 43 can be scaled-down versions of the rails of the railway track system 30 according to Figure 1 and the wheels of the rail vehicles 10 and 10a.

[0084] In the embodiments shown in Figures 5 to 7, a friction value R can be generated alternatively or additionally, based on one or more measured values ​​while the metal wheel 43 is rotating. In the case of rotation of the metal wheel 43, the rotation axis can be arranged horizontally; alternatively, it can also be arranged differently, for example, vertically.

[0085] In the embodiments shown in Figures 1 to 7, a friction value R can be generated, alternatively or additionally, which describes a sliding friction between the wheel and the rail in the track section 20. Sliding friction can be determined, for example, by measuring the force Fxl and Fx2 during a translational relative movement of the metal block 42 on the support plate 41 or during a translational relative movement of the metal wheel 43, which is blocked in its rotation, on the rail 44.

[0086] In the embodiment shown in Figure 1, the evaluation device 50 is a trackside evaluation device 50 and the trackside transmission device 60 serves to transmit the weather-dependent friction value R or the value Ra derived therefrom to the rail vehicles 10 and 10a approaching the system section 20 or already traveling in it.

[0087] Alternatively, it can be provided that the evaluation device 50 is a vehicle-side evaluation device 50 (cf. Figure 8) and the track-side transmission device 60 serves to transmit the measured values ​​M (e.g. M (Fxl) and M (Fx2) according to Figures 2 to 7) of the measuring device 40 to the rail vehicles 10 and 10a. The weather-dependent friction value R and any values ​​derived therefrom are then calculated in the rail vehicles 10 and 10a, for example in appropriately programmed vehicle control devices 12, which take over the function of the evaluation device 50.

[0088] Finally, it should be mentioned that the features of all the embodiments described above can be combined with one another in any desired manner in order to form further other embodiments of the invention.

[0089] All features of subclaims can also be combined individually with each of the subordinate claims, either individually or in any combination with one or other subclaims, in order to obtain further embodiments.

Claims

Patent claims 1. Method for operating a rail vehicle (10, 10a) in a section (20) of a railway track system (30) , characterized in that - locally in the area of ​​the plant section (20) at least one weather-influenced measured value (M, M(Fxl) , M(Fx2) ) is recorded and, using this measured value (M, M(Fxl) , M(Fx2) ), a weather-dependent friction value (R) is formed, which describes the friction conditions between wheel and rail in the plant section (20) under the respective weather conditions (WB), and - the operation of the rail vehicle (10, 10a) in the plant section (20) takes place taking into account the weather-dependent friction specification (R).

2. Method according to claim 1, characterized in that a force measurement is taken using a measuring device (40) arranged locally in the area of ​​the plant section (20) as the at least one weather-influenced measured value (M, M(Fxl) , M(Fx2) ).

3. Method according to one of the preceding claims, characterized in that the friction specification (R) is a static friction specification that describes the static friction between wheel and rail in the plant section (20), in particular a coefficient of static friction or a coefficient of static friction.

4. Method according to any one of the preceding claims, characterized in that - a weather-dependent braking deceleration rate is determined using the friction value (R) and - the operation of the rail vehicle (10, 10a) in the plant section (20) takes into account the weather-dependent braking deceleration rate.

5. Method according to any one of the preceding claims, characterized in that - to form the friction value (R) at least two parts in mechanical contact (41-42, 43-44) are moved relative to each other and the force required for the relative movement is measured to form a force value that includes at least one weather-influenced measurement (M, M(Fxl) , M(Fx2) ) and - the friction value (R) is calculated using the force value.

6. Method according to claim 5, characterized in that the two parts (41-42, 43-44) are exposed to the same environmental and weather conditions (WB) as the plant section (20) .

7. Method according to one of the preceding claims 5 to 6, characterized in that the two parts (41-42, 43-44) are metal parts, in particular steel parts.

8. Method according to any one of the preceding claims 5 to 7, characterized in that one of the two metal parts is a rail (44) made of the same steel as the rails in the plant 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. Method according to claim 8, characterized in that the rail (44) and the wheel (43) are scaled-down versions of the rails of the railway track system (30) and the wheels of the rail vehicle (10, 10a).

10. Method according to one of the preceding claims, characterized in that the acquisition of the at least one measured value (M, M(Fxl) , M(Fx2) ) is repeated regularly or irregularly and the The weather-dependent friction value (R) is updated regularly or irregularly.

11. Method according to one of the preceding claims, characterized in that several previously recorded measured values ​​(M, M(Fxl) , M(Fx2) ) are used in the formation or updating of the weather-dependent friction value (R), wherein an averaging, smoothing and / or filtering of the previously recorded measured values ​​(M, M(Fxl) , M(Fx2) ) and the current measured value (M, M(Fxl) , M(Fx2) ) is carried out.

12. Method according to any one of the preceding claims, characterized in that - the operation of the rail vehicle (10, 10a) takes into account the latest updated weather-dependent friction rating (R) and / or - after the formation or updating of the weather-dependent friction value (R), a plausibility check is carried out and an implausible friction value (R) is disregarded.

13. Method according to any one of the preceding claims, characterized in that - the minimum distance (A) between the rail vehicle (10) and a preceding rail vehicle (10a) is determined taking into account the weather-dependent friction rating (R) and / or - Braking operations of the rail vehicle (10, 10a) within the system section (20) are controlled taking into account the weather-dependent friction specification (R) and / or - which at least one weather-influenced measurement (M, M(Fxl) , M(Fx2) ) is recorded with a redundant measuring device (40) and / or - the weather-dependent friction value (R) is formed with a redundantly operating evaluation unit (50).

14. Railway track system (30) , characterized by the fact that - locally in the area of ​​a section (20) of the railway track system (30) a measuring device (40) is present which records at least one weather-influenced measured value (M, M(Fxl) , M(Fx2) ), and - a trackside transmission device (60) is available which transmits the weather-influenced measured value (M, M(Fxl) , M(Fx2) ), a weather-dependent friction value (R) calculated with the measured value (M, M(Fxl) , M(Fx2) ) or another value derived therefrom, in particular a weather-dependent braking deceleration rate, to a rail vehicle (10, 10a) approaching or already traveling in the section of the system (20).

15. Railway vehicle (10, 10a) , characterized by the fact that - the railway vehicle (10, 10a) a receiving device (11) has for receiving at least one weather-influenced measurement (M, M(Fxl) , M(Fx2) ), a weather-dependent friction rating (R) which describes the friction conditions between wheel (43) and rail (44) in a system section (20) under the respective weather conditions (WB), or a rating derived therefrom, and - the rail vehicle (10, 10a) has a vehicle control device (12) which carries out the operation of the rail vehicle (10, 10a) in the plant section (20) taking into account at least one weather-influenced measured value (M, M(Fxl) , M(Fx2) ) , the weather-dependent friction specification (R) or the specification derived therefrom.

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