Multivariable deceleration control device for a track car unit, multivariable deceleration control system for a track car or train combination, and method for controlling the deceleration of a track car unit of a track car

Abstract

The present invention relates to a multivariable deceleration control device (10) for a track vehicle unit (1), comprising a deceleration control circuit adjustment variable (u a,1 ), and an adjustment amount control circuit for the track car unit (1). c,1 and an adjustment amount control circuit (30) configured to determine the deceleration control circuit adjustment amount (u a,1 ) and the adjustment control circuit adjustment amount (u c,1 ) and supplying the overall adjustment amount (u1) to a control section (21, 22, 23) for a braking force forming unit (40) and to a feedback section (31, 32, 33) to an adjustment amount control circuit (30).

Description

[Technical Field]

[0001] The present invention relates to a multivariable deceleration control device for a track car unit, a multivariable deceleration control system for a track car or train combination having at least a first track car unit and a second track car unit each having a multivariable deceleration control device, and a method for controlling the deceleration of a track car unit of a track car.

[0002] The rail car is braked using a deceleration control that controls the deceleration characteristics of each rail car unit. Thus, the rail car has at least one rail car unit, to which a predetermined deceleration control is applied. In this case, the rail car unit may correspond to the rail car itself or to a deceleration unit associated therewith, such as one or more brake devices for one or more bogies or an individual bogie with an individual brake device. The rail car may also be part of a rail car train or train combination consisting of multiple rail cars.

[0003] For example, a control circuit is used to control the deceleration of the individual rail cars, which can accordingly modify the required deceleration and thus the braking force, thereby compensating for the tolerances. The deceleration control is a function that should be applied uniformly across the entire train combination, so that as far as possible, unacceptable longitudinal forces do not occur or act between the individual rail cars. Depending on the operational coupling possibilities and further signaling requirements, the deceleration control can be limited to each rail car or to one subunit of the coupled rail cars.

[0004] In train combinations with multiple rail cars, deceleration control is ideally provided centrally so that all rail cars in the combination are controlled simultaneously. However, such central deceleration control for multiple rail cars can result in long communication times between the rail cars, which can have a negative impact on control dynamics. Furthermore, different communication times can occur depending on the configuration of the rail cars. This places special demands on robust deceleration control or deceleration control switching. Furthermore, at the connection between two rail cars, for example, the control circuitry provided must be partially deactivated, which results in corresponding configuration switching.

[0005] Deceleration control for multiple rail cars in a train combination and / or multiple rail car units in a rail car can also include distributed deceleration control independent of each rail car and / or each rail car unit. As mentioned above, a rail car unit can correspond to either the rail car itself or its associated deceleration unit. However, due to underdetermination of the systems in the train combination and / or the systems of multiple rail car units in a rail car, particularly if there is a tolerance in the sensor signals used for the respective deceleration control in the individual rail car units, the distributed deceleration controls of the rail car units may operate in opposition to each other depending on the situation, and the deceleration control adjustments supplied to the control sections for controlling the corresponding brake force generators may drift relative to each other. In other words, the adjustments of each rail car unit affect the braking force of the individual brake force generators. Here, the adjustments can be generated from a predetermined target deceleration in compensation with the calculated actual deceleration. The underdetermination of the system arises in this context because the sum of the required braking forces required for the required deceleration of a train combination or rail car can be achieved through different braking force distributions in the individual rail cars or rail car units. This braking force distribution is further influenced by the individual deceleration controls of the rail cars or rail car units. Thus, to achieve the required deceleration of a train combination or rail car, an infinite number of adjustment vectors can theoretically be generated. In other words, the same overall deceleration can result from different output values ​​of all deceleration controls, making the system indeterminate. The adjustment values ​​of the rail cars also affect the braking forces of the individual brake devices. A drift in the adjustment values ​​of the rail cars or rail car units relative to one another can be prevented, for example, by a tolerance band. However, this reduces the control quality. Alternatively, a limit on the adjustment value can be set, but this is undesirable in many cases because it can still result in excessively strong and different frictional couplings between the wheels and the track. In a further alternative, the same actual signal can be used for all decentralized deceleration controls to reduce the aforementioned negative effects.However, these same actual signals can have the same adverse effects as those described for central deceleration control. Furthermore, if the signal for determining the actual deceleration temporarily fails, a persistent deviation of the adjustment, i.e., over the duration of the braking, can occur, since in this case too an underdetermined system exists. The corresponding disturbance, in terms of deviation from the true deceleration, can also depend on the slip of the individual wheels or the gradient of the track, depending on the measurement method. For this reason, the deceleration control of the train combination and the distribution of forces to the individual rail cars or rail car units are strongly coupled. In designing the train combination and / or rail cars for possible uniformity of frictional coupling, the distribution of forces between the individual rail cars or individual rail car units can be disrupted, for example, by the deceleration control.

[0006] In view of the above, the problem underlying the present invention is to provide a deceleration control for a track car unit, a deceleration system for a track car or a train combination, and a method for controlling the deceleration of a track car unit of a track car, which allows for an improved quality of control compared to conventional deceleration controls.

[0007] This problem is solved by a multivariable deceleration control device for a track vehicle unit according to claim 1, a multivariable deceleration control system for a track vehicle or a train combination according to claim 10, and a method for controlling the deceleration of a track vehicle unit of a track vehicle according to claim 14.

[0008] According to the present invention, a multivariable deceleration control device for a track vehicle unit includes a deceleration control circuit configured to determine a deceleration control circuit adjustment quantity for the track vehicle unit, and an adjustment quantity control circuit configured to determine an adjustment quantity control circuit adjustment quantity for the track vehicle unit, wherein the multivariable deceleration control device is configured to form an overall adjustment quantity for the track vehicle unit from the deceleration control circuit adjustment quantity and the adjustment quantity control circuit adjustment quantity, and to provide the overall adjustment quantity to a control section for at least one braking force generating unit and to a feedback section to the adjustment quantity control circuit.

[0009] A rail car unit refers to a unit to which at least one braking force generating unit or at least one predetermined braking device of a braking force generating unit is assigned, and which can be driven and controlled via a multivariable deceleration control device assigned to the rail car unit. A rail car unit can therefore correspond to a rail car, such as a bogie or a car, or can be a unit of a rail car assigned to a specific axle of the rail car. A rail car unit therefore has at least one axle and its associated braking device. If a rail car or a train combination includes multiple rail car units each equipped with a respective multivariable deceleration control device, each of these is a distributed multivariable deceleration control device. In particular, such a distributed multivariable deceleration control device is also arranged locally adjacent to or within each corresponding rail car unit. Alternatively, the multivariable deceleration control device may be arranged spatially separated from the rail car unit and functionally assigned only to the rail car unit. Thus, the multivariable deceleration control device can be arranged not in or adjacent to each rail vehicle unit, but rather as part of a central regulating or control unit that is connected or connectable in signal technology to the rail vehicle units or to the brake force generating units belonging to these rail vehicle units or to at least one predetermined brake device of these brake force generating units. The brake force generating unit can also have a brake force control section in addition to the at least one predetermined brake device.

[0010] The multivariable deceleration control device includes a deceleration control circuit in which a target deceleration is set. The target deceleration corresponds to or corresponds to a target deceleration of each train combination. Alternatively, the target deceleration may represent a target deceleration of the corresponding rail car or rail car unit. Furthermore, the deceleration control circuit is also supplied with a calculated actual deceleration, which is also related to the actual deceleration of the train combination, rail car, or rail car unit. In particular, each rail car unit can autonomously calculate its own actual deceleration. Alternatively or additionally, the actual deceleration can be provided by a higher-level device for reducing and / or validating the corresponding detection and / or evaluation device. The deceleration control circuit determines a deceleration control circuit adjustment amount for the rail car unit based on a compensation between the target deceleration and the actual deceleration. The deceleration control circuit adjustment amount represents a deceleration or a corrected deceleration, or another amount representing a braking force or braking effect.

[0011] In addition to the deceleration control circuit, the multivariable deceleration control device also includes a control variable control circuit that determines the control variable. An overall control variable is formed from the control variable control circuit control variable and the deceleration control circuit control variable. In this case, the overall control variable is not only supplied to a further control section to determine the control variable for the force generating unit, but also forms the basis for determining the desired value and actual value for the control variable control circuit. In other words, the desired value of the control variable control circuit is formed from at least the desired value, and the actual value is also derived from the desired value. In this way, the overall control variable is fed back to the control variable control circuit and, therefore, to the multivariable deceleration control device. Therefore, the overall control variable is determined via both the deceleration control circuit control variable and the control variable control circuit control variable, where at least the desired value again influences the control variable control circuit control variable.

[0012] The total adjustment quantity can be formed by the sum of the deceleration control circuit adjustment quantity and the adjustment quantity control circuit adjustment quantity. Alternatively or additionally, the total adjustment quantity can also be formed by weighting the deceleration control circuit adjustment quantity and the adjustment quantity control circuit adjustment quantity. For this purpose, for example, the deceleration control circuit adjustment quantity and the adjustment quantity control circuit adjustment quantity can each be assigned a predetermined or variable weighting factor for the sum formation and / or can each be taken into account only in each defined region. The weighting here can be determined indirectly, for example, by selecting the control circuit parameters of the multivariable deceleration control device.

[0013] In one configuration, the control section has a total rail force determination unit configured to determine a total rail force of the track vehicle unit based on the total adjustment amount, an optional braking force distribution unit configured to convert the total rail force into a braking force distribution, and a braking force adjustment unit configured to drive and control the braking force forming unit according to the total rail force or the braking force distribution.

[0014] The total force determination unit thus generates a total braking force of the track vehicle unit corresponding to the total adjustment amount. If only one axle or one wheel is controlled via the multivariable deceleration control device, the total braking force can be supplied as a whole to a braking force modulation unit configured to control the braking force generating units. If the track vehicle unit has multiple axles or multiple wheels to be controlled, the total braking force is first supplied to a braking force distribution unit, which is configured to convert the total braking force into a braking force distribution. In this case, the braking force modulation unit controls the braking force generating units in accordance with the braking force distribution. Thus, the braking force distribution unit is provided depending on the requirements of the braking force distribution and should be understood in this respect as an optional measure.

[0015] In one configuration, the feedback portion includes a net adjustment determining unit configured to determine a net adjustment based on the overall adjustment or the overall adjustment taking into account a reference adjustment of the track car unit.

[0016] The total adjustment quantity is therefore derived via a net adjustment quantity determination unit for feedback to the adjustment quantity control circuit as an actual value and / or a target value, i.e., is supplied to the net adjustment quantity determination unit, where the net adjustment quantity is determined from the total adjustment quantity. The determination of the net adjustment quantity can be performed in this case taking into account a reference adjustment quantity of the track vehicle unit. The reference adjustment quantity represents a reference quantity for evaluating the level of the adjustment quantity. For example, a predetermined adjustment quantity can be set without deceleration control to achieve a desired braking effect of the braking force generating unit. In this way, the reference adjustment quantity can relate the total adjustment quantity to the uncontrolled adjustment quantity. Depending on the total adjustment quantity and / or the respective application, the reference adjustment quantity can be omitted, equal to zero, or correspond to a target deceleration or a preset adjustment quantity of the deceleration control circuit.

[0017] According to one development, the feedback part comprises a filter unit configured to convert the net adjustment quantity into a filtered net adjustment quantity, in particular filter parameters of the filter unit, preferably at least one time shift quantity, being adaptable.

[0018] The net adjustment variable can be filtered, for example, to correlate it with other adjustment variables and / or influencing variables that may be taken into account. For this purpose, the filter unit can be configured as a simple dead-time element or include at least one dead-time element. Alternatively or additionally, the filter unit can adapt or vary the net adjustment variable in another way, for example, to limit the filtered net adjustment variable to a predetermined value range. For example, the filter unit can be configured as a low-pass filter. The parameter settings of the filter unit can be fixed values, fixed values ​​with tolerances, or configurable by the filter unit's self-learning logic. The selection of the parameter settings for the filter parameters themselves and / or the aforementioned variations can be adaptive. For example, various braking types, such as service braking or emergency braking, can also be advantageously supported by correspondingly adapted parameter settings, possibly taking into account other boundary conditions, such as weather conditions, section profiles, and other influencing factors on the resulting or to-be-provided braking characteristics.

[0019] In one development, the feedback element is designed to supply the net regulating variable or a filtered net regulating variable as actual value to the regulating variable control circuit.

[0020] If the feedback part does not have a filter unit or if the filter unit is inactive or if no signal adaptation takes place, the net control quantity is supplied to the control variable control circuit as an actual value. Otherwise, the filtered net control quantity is supplied to the control variable control circuit as an actual value. In this way, the total control quantity is supplied again to the control variable control circuit as an actual value as a net control quantity derived therefrom or a filtered net control quantity, i.e., it is fed back to the determination of the total control quantity taking into account the corresponding setpoint value for the control variable control circuit.

[0021] In one configuration, the feedback unit has a standard adjustment amount determination unit configured to convert the total adjustment amount, the net adjustment amount or the filtered net adjustment amount into a standard adjustment amount, in particular taking into account at least one further influence amount, and the feedback unit is configured to supply the standard adjustment amount to the adjustment amount control circuit as a target value.

[0022] The at least one influencing variable can be, for example, an externally provided disturbance variable and / or at least one adjustment variable of another rail car unit, for adapting the total adjustment variable, the net adjustment variable, or the filtered net adjustment variable in the standard adjustment variable determination unit to at least one adjustment variable of another rail car unit, and / or can be determined by averaging the total adjustment variable, the net adjustment variable, and / or the filtered net adjustment variable over a predetermined period. Thus, the current total adjustment variable, the net adjustment variable, or the filtered net adjustment variable can be related to a corresponding average value during the above-mentioned averaging. Similar to considering the adjustment variables of other rail car units, a standard adjustment variable is formed here from the current total adjustment variable, the net adjustment variable, or the filtered net adjustment variable with respect to a corresponding average value. In this case, for example, the total adjustment variable, the net adjustment variable, or the filtered net adjustment variable can be adapted to a corresponding average value or can assume a predetermined value depending on the average value. To determine the reference adjustment quantity, different weighting factors can be assigned to the total adjustment quantity, the net adjustment quantity, or the filtered net adjustment quantity and to at least one influencing variable. At least one influencing variable can also be set to zero, so that the reference adjustment quantity corresponds to the respective total adjustment quantity, the net adjustment quantity, or the filtered net adjustment quantity. The multivariable deceleration control device can also be configured so that at least one influencing variable is not supplied as an additional input variable to the reference adjustment quantity determination unit. In this case, the reference adjustment quantity determination unit determines the reference adjustment quantity from the total adjustment quantity, the net adjustment quantity, or the filtered net adjustment quantity, for example, as a weighted total adjustment quantity, a weighted net adjustment quantity, or a weighted filtered net adjustment quantity and / or as an average value over a set time interval.The selection of the at least one influence quantity and / or weighting factor can be made depending on predetermined limit values ​​and / or the operating conditions at the time, for example the type of braking, such as service braking or emergency braking, or external conditions, for example the weather or the section or loading state.

[0023] Thus, in connection with the above-mentioned actual value determination for the control variable control circuit, the correspondingly converted total control variable is fed back to the control variable control circuit for both the actual value and the setpoint value. The difference between the setpoint value and the actual value, i.e., the difference between the normal control variable and the filtered net control variable, can also be fed to the control variable control circuit via a separate control deviation determination unit. In this way, the control deviation is formed outside the control variable control circuit.

[0024] For example, when at least one influence variable is set to zero and the standard adjustment variable determination unit determines the net adjustment variable or the filtered net adjustment variable as the standard adjustment variable, the setpoint value supplied to the adjustment variable control circuit can be equal to the actual value. In this case, there is no control deviation in the adjustment variable control circuit. However, the standard adjustment variable determination unit can also set the standard adjustment variable to zero, in which case the setpoint value supplied to the adjustment variable control circuit can also be zero. The setpoint value can be calculated from multiple influence variables in relation to the total adjustment variable, the net adjustment variable, or the filtered net adjustment variable. Thus, when at least one influence variable as a coefficient is set to zero, the component associated with this coefficient is also set to zero. Setting to zero can also be performed when an influence variable is not a coefficient but is stored as a condition for setting the standard adjustment variable to zero. In this way, the standard adjustment variable determination unit converts the total adjustment variable, the net adjustment variable, or the filtered net adjustment variable into the standard adjustment variable, taking into account at least one other influence variable that can also be set to zero. In other words, the standard adjustment amount determination unit can convert, for example, an input amount into a standard adjustment amount according to a weighting of the input amount. For example, the standard adjustment amount can be the sum of weighted input values. If at least one other influence amount is set to zero in such a case, the standard adjustment amount can be a weighted total adjustment amount, a weighted net adjustment amount, or a weighted filtered net adjustment amount. In this way, a weighted total adjustment amount, a weighted net adjustment amount, or a weighted filtered net adjustment amount is calculated at least always. In one variation, the standard adjustment amount determination unit can also be configured so that if at least one other influence amount is set to zero, the weighting of the total adjustment amount, the net adjustment amount, or the filtered net adjustment amount is set from a predetermined value to 100%, and thus the total adjustment amount, the net adjustment amount, or the filtered net adjustment amount is passed on without weighting as a standard adjustment amount. In another case, the predetermined weighting of the total adjustment amount, the net adjustment amount, or the filtered net adjustment amount can be maintained regardless of the at least one other influence amount.The weighting can also be adapted depending on the driving mode or in other ways as will be described later in connection with the multivariable deceleration control system according to the invention. The weighting adaptation means described later can be transferred to the multivariable deceleration control device, provided that they are not system-specific. Conversely, corresponding aspects of the multivariable deceleration control device can also be transferred to the multivariable deceleration control system.

[0025] According to one development, the feedback part is designed to supply the reference adjustment quantity from the reference adjustment quantity determination unit back to the aforementioned filter unit.

[0026] In this case, the filter unit can be configured to iteratively determine the filtering within a limit range, for example, so that the deviation from a standard adjustment amount is minimized. For this purpose, the filter unit can, for example, calculate possible bands for the filtered net adjustment amount in a first step. This can be done by calculations using various parameter settings of the filter within a predetermined tolerance. For all parameter settings, the deviation of the filtered net adjustment amount from the standard adjustment amount is determined. Based on this, the parameter setting of the filter unit that minimizes the deviation is selected. Using these parameter settings, the filtered net adjustment amount and the standard adjustment amount are calculated for further processing. The configuration of the standard adjustment amount feedback section and the corresponding filter unit described here can likewise be applied to the multivariable deceleration control system described further below.

[0027] In one configuration, the deceleration control circuit and the adjustment amount control circuit are constituted by a single control circuit, in particular a PI control circuit.

[0028] When a PI control circuit including both a deceleration control circuit and a regulation control circuit is used, the control deviation here is the sum of the control deviations of each individual control circuit. Optionally, only one control circuit, i.e., the PI control circuit in this example, can include a pre-regulation section.

[0029] According to one configuration, the adjustment control circuit has a static dead zone and / or a dynamic dead zone.

[0030] The static dead zone allows the regulating variable control circuit to be configured in such a way that it only intervenes in the control once the control deviation leaves the dead zone. Alternatively or additionally, the dead zone can be dynamically adapted, so that the regulating variable control circuit has different response characteristics depending on predetermined boundary conditions.

[0031] In a further aspect, the present invention relates to a multivariable deceleration control system for a rail car or train combination having at least a first track car unit and a second track car unit, each having a multivariable deceleration controller with the above-mentioned standard adjustment amount determination unit configured to convert a net adjustment amount or a filtered net adjustment amount into a standard adjustment amount by taking into account at least one influence amount, wherein the multivariable deceleration control system is configured to provide at least the net adjustment amount or the filtered net adjustment amount of the other track car unit to each standard adjustment amount determination unit of the multivariable deceleration controller of the first track car unit and / or the second track car unit as at least one influence amount and / or to provide at least the net adjustment amount or the filtered net adjustment amount of the other track car unit to each filter unit of the multivariable deceleration controller of the first track car unit and / or the second track car unit for adapting filter parameters.

[0032] Thus, the multivariable deceleration control system relates to a rail car or train combination formed from a plurality of rail car units. The multivariable deceleration control devices of at least a first and a second rail car unit allow each of the rail car units to be controlled independently. However, when multiple such rail car units are connected, the completely independent deceleration control of each rail car unit can, under certain circumstances, lead to a situation in which the deceleration controls operate in opposition to each other and drift relative to each other due to the underdetermination of the system. The multivariable deceleration control system reduces the underdetermination of the system by feeding the net or filtered net adjustment of the multivariable deceleration control device of at least one rail car unit to the multivariable deceleration control device of at least one other rail car unit. In particular, this feeding is performed mutually, preferably to all rail car units of the rail car or train combination.

[0033] For the first and second track vehicle units each equipped with a multivariable deceleration control device, the standard adjustment value of one track vehicle unit can be determined in dependence on the net adjustment value or the filtered net adjustment value of at least one other track vehicle unit. For this purpose, the net adjustment value or the filtered net adjustment value of the second track vehicle unit can be supplied as at least one influencing variable to the standard adjustment value determination unit of the multivariable deceleration control device of the first track vehicle unit. Alternatively or additionally, the net adjustment value or the filtered net adjustment value of the second track vehicle unit can be supplied to the filter unit of the multivariable deceleration control device of the first track vehicle unit for adapting filter parameters.

[0034] The standard adjustment quantity is input as a setpoint value to the adjustment quantity control circuit, and the actual value corresponds to the specific net adjustment quantity, in particular the specific filtered net adjustment quantity, i.e. at least the specific adjustment quantity is fed back to the control unit.

[0035] In one configuration, the adjustment control circuit of one track car unit may further include a dynamic dead zone that may be influenced by the net adjustments or filtered net adjustments of other track car units, which may in turn be fed directly or indirectly to the adjustment control circuit of the one track car unit, for example via the filter unit and / or the standard adjustment determination unit of the one track car unit.

[0036] Alternatively or additionally, the filter units of the multivariable deceleration control devices of the first and / or second track car units can be supplied with at least the net adjustment or filtered net adjustment of the respective other track car units in order to adapt the filter parameters. Thus, the parameter settings of the filter units of one track car unit, and thus the net adjustment filtered via said filter units, can be adapted via the net adjustment or filtered net adjustment of the respective other track car units. In particular, in this regard, the filter parameters can be dynamically adapted within predetermined, possibly adaptable, limits in order to further minimize deviations from the respective net adjustment or filtered net adjustment of the track car units.

[0037] The same target deceleration, e.g., the target deceleration of a rail car or a train combination, can be set for each deceleration control circuit of the multivariable deceleration control device of the first and second rail car units. Each deceleration control circuit can also be supplied with a calculated actual deceleration, which can be calculated autonomously for each rail car unit, for example. In this case, deviations in the measurement of the actual deceleration of the individual rail car units do not affect the control accuracy with respect to the average value formed. Only deviations from the standard adjustment variable result. Thus, the influence of dynamic disturbances due to the measurement of the actual deceleration on the adjustment variable is eliminated by the control. In special cases where only the individual total adjustment variable, net adjustment variable, or filtered net adjustment variable of each rail car unit is fed back to the individual adjustment variable control circuit, i.e., where the influencing variables, e.g., the total adjustment variable, net adjustment variable, or filtered net adjustment variable, are set to zero, a compromise between the deviation of the adjustment variable and the control deviation can be intentionally achieved for different actual decelerations by parameterizing the adjustment variable control circuit. In particular, the actual deceleration to be controlled in a rail vehicle unit can be formed as a weighted average of the actual decelerations of several rail vehicle units, the weighting here being able to be changed dynamically.

[0038] Alternatively or additionally, the actual deceleration can be determined centrally, i.e., for the entire rail car or train combination, and supplied to each deceleration control circuit. Such a supplementary calculation of the actual deceleration can be performed for validation purposes, for redundancy, and / or to take into account different actual decelerations at the rail car unit level or rail car level or train combination level.

[0039] Each deceleration control circuit may further include a pre-adjustment section. The pre-adjustment allows for a fast response, especially when the target value changes significantly and dynamically, because in such cases the compensation of the actual value to the target value can be performed not by the multivariable deceleration control device or the multivariable deceleration control system, but by at least a part of the multivariable deceleration control device or the multivariable deceleration control system. In this case, the multivariable deceleration control device or the multivariable deceleration control system compensates for deviations of the pre-adjustment from the set model, allowing the system to respond more quickly.

[0040] The multivariable deceleration control system relates to a train combination when each rail car unit represents a rail car. However, alternatively or additionally, the multivariable deceleration control system can also relate to a rail car having at least two such rail car units. Thus, the multivariable deceleration control system can coordinate the individual multivariable deceleration control devices of the rail cars and / or the rail car units of a train combination with each other, when the demands on signal communication between the rail car units are relatively low. Correspondingly, for example, the maintenance of the brake force distribution and the associated friction coupling settings can be improved. The control quality can be achieved to the same extent as, or at least approximately, the same extent as, the deceleration control of the individual rail car units. The control or adjustment targets for the deceleration and brake force distribution of the rail cars or the train combination can be realized and thus designed independently of each other.

[0041] Thus, the multivariable deceleration control system described above not only controls the deceleration of each individual track car unit, but also controls and eliminates the inherent net deviation of the adjustment from the nominal adjustment, thus constraining the remaining degrees of freedom of the underdetermined system.

[0042] In one configuration, the standard adjustment amount determination unit of the multivariable deceleration controller of the first track car unit and / or the second track car unit is configured to determine the standard adjustment amount as a weighted average of the specific net adjustment amount or the specific filtered net adjustment amount and at least one net adjustment amount of each of the other track car units, each weighting component corresponding to, inter alia, the number of bogies or cars of the corresponding track car unit, the contribution of the corresponding track car unit to the total rail vehicle dynamics, the actual mass or nominal mass of the corresponding track car unit, and / or the mass of the corresponding track car unit and a predetermined distribution of said masses.

[0043] The weightings can be selected depending on the respective influence of the corresponding track vehicle unit on the overall deceleration. The weighting of at least one net adjustment of each of the other track vehicle units can also be set to zero, in which case only the specific overall adjustment, the specific net adjustment, or the specific filtered net adjustment is fed back to the adjustment control circuit as a setpoint. This allows, for example, control by the adjustment control circuit to be at least partially maintained even in the event of a communication failure between the track vehicle units. Therefore, if the corresponding signal is not applied, the net adjustment or the filtered net adjustment of each of the other track vehicle units can be set to zero. Alternatively or additionally, for example, if all weightings are set to zero, the standard adjustment can also be set to zero. Alternatively or additionally, the standard adjustment can also be set to zero if the setting of at least one of the weightings to zero is stored as a condition for setting the standard adjustment to zero. In such a case, when the standard adjustment is set to zero, only the specific overall adjustment, the specific net adjustment, or the specific filtered net adjustment is fed back to the adjustment control circuit.

[0044] Therefore, a standard adjustment amount is determined in a standard adjustment amount determination unit from the net adjustment amount or the filtered net adjustment amount of each rail car unit, in particular at least the specific rail car unit. For example, the standard adjustment amount can be formed from a weighted average of the net adjustment amounts or the filtered net adjustment amounts. In one embodiment, for example, the specific filtered net adjustment amount and the unfiltered net adjustment amounts of the other rail car units or rail car units, respectively, are used to form the average value and thus the standard adjustment amount.

[0045] If the standard adjustment quantity is based on, for example, the net adjustment quantity or a weighted average value of the filtered net adjustment quantity, the adjustment quantity control circuit can be adjusted so that the net adjustment quantity is compensated, i.e., the deviation is minimized. In this case, the deceleration control circuit is separated from the adjustment quantity control circuit, i.e., the change in the total adjustment quantity is mainly determined by the deceleration control circuit.

[0046] However, compensating for the net adjustment amount does not necessarily mean that the actual braking forces are equal. The braking force distribution between the track car units via the control section and within the track car unit itself is freely selectable and is designed independently of the deceleration control circuit and the adjustment amount control circuit. If the deviation of the adjustment amount is reduced to zero, this means that the deceleration control circuit and the adjustment amount control circuit do not affect the braking force distribution designed according to a predetermined standard, which corresponds to the above-mentioned separation. In other words, the deceleration control circuit and the adjustment amount control circuit certainly affect the overall adjustment amount, but do not affect the control section for braking force distribution itself. Therefore, the control section for braking force distribution is designed independently.

[0047] If the rail vehicle units correspond to rail vehicles, the braking force distribution between the rail vehicle units is designed, for example, so that all rail vehicles achieve the same deceleration when viewed by themselves. Other choices for braking force distribution are possible, but this may affect the choice of weighting when forming the standard adjustment amount.

[0048] Brake force distribution can also be performed downstream of the multivariable deceleration control system, for example, the overall adjustments of each track vehicle unit can be processed in a central evaluation unit and converted into brake force distributions or corresponding control signals, which can then be further transmitted to each brake force forming device.

[0049] According to one development, the standard adjustment quantity determination unit is adapted to adapt the respective weighting components, in particular to set predetermined weighting components to zero.

[0050] Therefore, not all net adjustment amounts or all filtered net adjustment amounts of a specific rail car unit or other rail car units are necessarily used for determining the standard adjustment amount according to a predetermined weighting or essentially by itself. In other words, the weighting and / or selection of the net adjustment amounts or filtered net adjustment amounts can be adapted dynamically or according to specific input means to changed conditions. For example, if a rail car unit is unloaded and its mass is reduced and its effect on deceleration decreases, the weighting of the net adjustment amount or filtered net adjustment amount of that rail car unit can be reduced or set to zero. Preferably, at least the specific net adjustment amount or filtered net adjustment amount of each rail car unit is taken into account in determining the standard adjustment amount in the standard adjustment amount determination unit. In this case, at least the specific net adjustment amount, and possibly the filtered net adjustment amount, is taken into account in determining the adjustment amount via the adjustment amount control circuit. Thus, for example, if the demand for control accuracy is at least temporarily lowered, it is possible to omit the replacement of the net adjustment amount or the filtered net adjustment amount. Thus, each track car unit can be isolated and still be driven in a controlled manner, and in particular, even if the communication link between the track car units fails, deceleration control of the individual track car units is still possible.

[0051] In one configuration, the multivariable deceleration control system is configured to derive at least one influence quantity to be fed to the standard adjustment quantity determination unit via the filter unit or a further filter unit.

[0052] Thus, the net adjustment value or the filtered net adjustment value of the rail car unit, or the net adjustment value or the filtered net adjustment value of the other rail car units, or the average value formed therefrom, can not only influence the parameterization of the filter unit, but also, alternatively or additionally, be supplied to the standard adjustment value determination unit as one or more filtered influence values. Thus, via the filter unit of the multivariable deceleration control device of each rail car unit, not only the specific net adjustment value but also the net adjustment value or the filtered net adjustment value of the other rail car units can be filtered again. In this way, the standard adjustment value is formed from the filtered net adjustment value. Furthermore, the functions and configurations of the filter units described above for the multivariable deceleration control device can also be applied correspondingly to the net adjustment values ​​and / or the parameterization of the filter unit of the specific or other rail car units. With regard to the filtering of the specific net adjustment value and the other net adjustment values, the parameterization of each net adjustment value may be different or adaptable differently. At least the specific net adjustment value of each track vehicle unit can be filtered, so that a time correlation between the specific net adjustment value and one or more other net adjustment values ​​is formed. As already mentioned for the multivariable deceleration control device itself, for this purpose the filter unit can have a simple dead time element.

[0053] In another aspect, the present invention relates to a method for controlling deceleration of a track car unit of a track car, the method comprising: - determining a deceleration control circuit adjustment amount via a deceleration control circuit; determining an adjustment amount via an adjustment amount control circuit; forming an overall adjustment amount from the deceleration control circuit adjustment amount and the adjustment amount control circuit adjustment amount; In this case, the total adjustment variable is supplied to a control section for the braking force generating unit and fed back to the adjustment variable control circuit via a feedback element.

[0054] Via the control section, it is possible to set an overall adjustment amount of the braking force generating unit, an amount representing the braking force, or an amount representing the braking force distribution.

[0055] The advantages and implementation of the method are similar to those described for the multivariable deceleration controller.

[0056] In one embodiment of the method, the total adjustment quantity is converted via a feedback unit into a net adjustment quantity, in particular a filtered net adjustment quantity, which can be set to a reference adjustment quantity, and the filtered net adjustment quantity is supplied to the adjustment quantity control circuit as an actual quantity, and in parallel, via a reference adjustment quantity determination unit, it is further converted into a reference adjustment quantity as an influencing quantity, in particular in order to take into account at least one adjustment quantity of another track vehicle unit, and the reference adjustment quantity is supplied to the adjustment quantity control circuit as a target quantity.

[0057] By considering at least one adjustment quantity of another track vehicle unit as an influence quantity, in particular the total adjustment quantity, net adjustment quantity or filtered net adjustment quantity of another track vehicle unit as an influence quantity, the adjustment quantity control circuit can easily adapt the adjustment quantity of the adjustment quantity control circuit taking into account the deceleration characteristics of at least one other track vehicle unit.

[0058] Further advantages and configurations of the method are obtained in relation to the consideration of adjustments of other track vehicle units as one or more influencing variables, similar to the embodiment of the multivariable deceleration control system. Correspondingly, the method may also relate to the supply of the net adjustments or filtered net adjustments of the respective other track vehicle units to the filter unit, as described above.

[0059] The very construction of a multivariable deceleration control system or similar method has the advantage that each deceleration control circuit or dependent control section for each track car unit can be designed independently, with adaptation or consideration of other track car units being made via adjustment variable control circuits which, in the above-mentioned variants, can access the adjustment variables of the other track car units.

[0060] The deceleration control and the braking force distribution can be designed independently of each other in the sense of decoupling. This restricts the respective degrees of freedom of the underdetermined system accordingly. The adjustment control circuit makes it possible to minimize the influence of the deceleration control on the desired braking force distribution.

[0061] Furthermore, long communication execution times or distributions between the track car units do not affect the actual deceleration control. The adjustment control circuit can be designed to accommodate execution times in a reasonably simple manner.

[0062] The invention will now be described in more detail with reference to the accompanying drawings, in which: FIG. [Brief explanation of the drawings]

[0063] [Figure 1] 1 is a schematic diagram illustrating a multivariable deceleration control system for a tracked car unit according to an exemplary embodiment; [Figure 2] FIG. 1 is a schematic diagram illustrating a multivariable deceleration control system for a train combination in accordance with an exemplary embodiment; [Figure 3] FIG. 1 is a schematic diagram illustrating dynamic disturbances of a measurand. [Figure 4] 1 is a schematic diagram showing the target and actual accelerations and adjustment amounts for an ideal system with independent control circuits or a multivariable deceleration control system according to the present invention; FIG. [Figure 5]10 is a schematic diagram showing the target acceleration, the actual acceleration, and the adjustment amount when there is a static measurement error in the independent control circuit. FIG. [Figure 6] 10 is a schematic diagram showing the target and actual accelerations and adjustment amounts when there is a dynamic measurement error in an independent control circuit. FIG. [Figure 7] 1 is a schematic diagram illustrating target and actual accelerations and adjustment amounts in a multivariable deceleration control system according to the present invention when there is a static measurement error; FIG. [Figure 8] 1 is a schematic diagram illustrating target and actual accelerations and adjustment amounts in a multivariable deceleration control system according to the present invention when there is a dynamic measurement error; FIG.

[0064] FIG. 1 shows a schematic diagram of a multivariable deceleration control device 10 for a track vehicle unit 1 according to an exemplary embodiment. The track vehicle unit 1 corresponds here to a track vehicle, e.g., a bogie or a car. Alternatively, the track vehicle unit 1 may be one of a plurality of track vehicle units of a track vehicle. The multivariable deceleration control device 10 includes a deceleration control circuit 20 and an adjustment amount control circuit 30. The deceleration control circuit 20 controls a target deceleration a soll and actual deceleration a ist,1 Therefore, the deceleration control circuit adjustment amount u a,1 Determine the actual deceleration a ist,1 is determined in the embodiment shown here by an actual deceleration measuring unit (not shown) of the track vehicle unit 1. According to an alternative embodiment, the actual deceleration a ist,1 can be calculated centrally either in a rail car consisting of several rail car units 1 or in a train combination consisting of several rail car units 1 or several rail cars. The adjustment variable control circuit 30 calculates the control deviation between the setpoint and the actual value, here specifically the standard adjustment variable u as setpoint value. z and the filtered net regulating variable as an actual value, which will be explained further below, the regulating variable control circuit regulating variable u c,1 Deceleration control circuit adjustment amount u a,1 and adjustment amount control circuit adjustment amount u c,1The total adjustment amount u1 is formed by adding the total adjustment amount u1 to the total force F ges The total force F ges is the total force F ges Braking force distribution F1~F n In this case, the braking force is also supplied to the braking force distribution unit 22, which divides the braking force into n corresponds to a braking force forming device (not shown) of the braking force forming unit 40 (FIG. 2) associated with the track vehicle unit 1. The driving control of the braking force forming device or braking force forming unit 40 is performed by braking force distribution F1 to F n This is done via the braking force modulation unit 23 which converts the above into respective drive control commands.

[0065] The total adjustment variable u1 is derived via a further control circuit, which forms the desired and actual values ​​for the adjustment variable control circuit 30. For this purpose, the total adjustment variable u1 and the reference adjustment variable u ref,1 First, the net adjustment amount u n,1 Here, the reference adjustment amount u ref,1 forms a reference point for evaluating the level of the overall adjustment amount u1. In the exemplary embodiment, the reference adjustment amount u ref,1 is the target deceleration a soll According to an alternative embodiment, the reference adjustment amount u ref,1 may correspond to an optional pre-adjustment amount of the deceleration control circuit 20, or may be set to zero, or may be omitted. ref,1 The respective selection of the net adjustment variable u can be made in accordance with the preset adjustment variable and / or can be adapted depending on the application, for example, depending on the type of brake or the external conditions. n,1 is supplied to the filter unit 32. The filter unit 32 outputs a net adjustment amount u n,1 The filtered net adjustment amount u nf,1 To this end, the filter unit 32 generates a net adjustment amount u n,1and the influence quantity to be considered further below, here the net adjustment quantity u of other rail vehicle units n,2 ~u n,n In alternative embodiments, the filter unit 32 may be omitted or switchable as needed, or the net adjustment amount u n,1 The filtered net adjustment amount u nf,1 In addition, the net adjustment amount u n,1 is also derived in this case via another signal branch from the multivariable deceleration controller 10 to make it available to other track vehicle units or corresponding multivariable deceleration controllers, although according to alternative embodiments such a signal branch may be omitted.

[0066] Filtered net adjustment amount u nf,1 is the adjustment amount control circuit adjustment amount u c,1 According to an alternative embodiment, in particular in an embodiment in which the filter unit 32 is not provided or in an embodiment in which the filter unit 32 is correspondingly deactivated, the net adjustment quantity u n,1 can be directly transferred as an actual value to the adjustment control circuit 30. n,1 or the filtered net adjustment amount u nf,1 In order to selectively transfer the net adjustment amount u n,1 is converted directly or via the filter unit 32 into the filtered net adjustment amount u nf,1 Two switchable signal branches may also be provided for feeding the adjustment control circuit 30 as:

[0067] The standard adjustment amount u as a target value for the adjustment amount control circuit 30 z The filtered net adjustment amount u nf,1 is further fed to the standard adjustment determination unit 33. In an alternative embodiment, the optional filter unit 32 determines the net adjustment u n,1can also be fed directly to the standard adjustment determination unit 33. In such a case, unless filter-specific aspects apply, the filtered net adjustment u nf,1 Instead, the net adjustment amount u n,1 The standard adjustment amount determination unit 33 determines another influence amount, here the net adjustment amount u of the other rail vehicle units. n,2 ~u n,n Taking into account the filtered net adjustment amount u nf,1 From standard adjustment amount u z According to an alternative embodiment, the net adjustment u of the other track car units is determined. n,2 ~u n,n Alternatively or additionally, other influence quantities may be considered or may be selectively omitted. In an exemplary embodiment, the standard adjustment quantity u z is the filtered net adjustment amount u nf,1 and the net adjustment amount u n,2 ~u n,n The filtered net adjustment u is formed from the weighted average of nf,1 and the net adjustment amount u n,2 ~u n,n The weightings u and u correspond here to the respective weightings of the number of bogies of each track car unit. In alternative embodiments, the weightings may alternatively or additionally correspond to a typical value of the track car unit for the total load power, to the respective actual or nominal mass of each track car unit, and / or to the respective actual or nominal mass of each track car unit in relation to a predetermined distribution between the track car units. The standard adjustment amount determination unit 33 may in this case be configured to be able to adapt the respective weightings. In particular, the individual weightings may also be set to zero. For example, the net adjustment amount u of the other track car units may be adjusted to 0. n,2 ~u n,n When all weightings of are set to zero, the adjustment control circuit 30 only receives the inherent filtered net adjustment u nf,1 is supplied as a target value. In this way, the multivariable deceleration controller is controlled by the net adjustment amount u n,2 ~u n,nTherefore, the standard adjustment amount determination unit 33 can determine the net adjustment amount u filtered according to the influence amount that is not taken into account. nf,1 The standard adjustment amount u z In the case where the filtered net adjustment amount u nf,1 It is also possible that represents both the setpoint and actual value of the adjustment variable control circuit 30. In such a case, no control deviation occurs, and the adjustment variable control circuit does not further influence the overall adjustment variable u1. The consideration of influence variables by the standard adjustment variable determination unit is adaptable in the illustrated embodiment. Thus, each influence variable is only considered if it exceeds a predetermined limit value that can be adapted. According to alternative embodiments, at least one limit value can also be set constant, or consideration related to the limit value can be omitted.

[0068] Furthermore, the multivariable deceleration control system, in the exemplary embodiment, uses a standard adjustment amount u z can be fed back from the standard adjustment determination unit 33 to the filter unit 32 as an option. This feedback as an option is indicated by the dashed arrow, where the filtered net adjustment u nf,1 Net adjustment amount u n,2 ~u n,n In alternative embodiments, such feedback may be basic or may be omitted. z In this case, the parameter settings of the filter unit 32 are adapted by feeding back the standard adjustment amount u z The filtered net adjustment amount u from nf,1 To this end, the filter unit 32 in a first step iteratively determines the filtered net adjustment amount u nf,1 The calculations here are performed using various parameter settings of the filter unit 32 within a given tolerance. For each parameter setting, a standard adjustment amount uz The filtered net adjustment amount u from nf,1 The deviation of the filter unit 32 is then calculated. The parameter setting of the filter unit 32 that results in the smallest deviation is then selected. This parameter setting ultimately results in a filtered net adjustment u nf,1 is calculated, and thus the standard adjustment amount u for further processing is calculated. z is calculated.

[0069] FIG. 2 shows a schematic diagram of a multivariable deceleration control system 100 for a train combination, according to an exemplary embodiment. The train combination is formed here by a first track car unit 1 representing a first track car and a second track car unit 2 representing a second track car. First track car unit 1 and second track car unit 2 each include the multivariable deceleration control device 10 of FIG. 1. For ease of illustration, each deceleration control circuit 20, total force determination unit 21, braking force distribution unit 22, adjustment amount control circuit 30, and net adjustment amount determination unit 31 are represented by dashed-dotted areas.

[0070] The deceleration control circuit 20 has the same target deceleration a soll is set. Target deceleration a soll Actual deceleration a ist,1 Or a ist,2 To form each control deviation, or deceleration control circuit adjustment amount u a,1 Or u a,2 On the one hand, the deceleration control circuit 20 of the first track vehicle unit 1 is connected to the actual deceleration a of the first track vehicle unit 1 calculated by the track vehicle unit 1 in order to determine the actual deceleration a ist,1 On the other hand, the actual deceleration a of the second track vehicle unit 2 calculated by the track vehicle unit 2 is supplied to the deceleration control circuit 20 of the second track vehicle unit 2. ist,2 Then, for each track vehicle unit 1, 2, the deceleration control circuit adjustment amount u a,1 Or u a,2 and each adjustment amount control circuit adjustment amount u c,i Or uc,2 As already explained in connection with the multivariable deceleration control device 10, each of the total adjustment amounts u1 and u2 is transmitted to each braking force adjusting unit 23 via the corresponding respective total force determination unit 21 and braking force distribution unit 22 to determine the braking force distribution F for the first track vehicle unit 1. 1,1 ~F n,1 or as a braking force distribution F for the second track vehicle unit 2 1,2 ~F n,2 The braking force modulation units 23 of the first track car unit 1 and the second track car unit 2 control the braking devices that can be respectively associated with the braking force modulation units 23 via the braking force generation units 40. The braking force generation units 40 are configured here as braking force generation units 40 that can be driven via both of the two track car units 1, 2. In an alternative embodiment, the first track car unit 1 and the second track car unit 2 can each have their own braking force generation units 40 that can be driven via the respective braking force modulation units 23.

[0071] The multivariable deceleration control device 10 of the first track vehicle unit 1 has a specific net adjustment amount u n,1 is supplied to the filter unit 32 of the first track car unit 1. In addition, the net adjustment amount u n,1 is also transferred to the standard adjustment amount determination unit 33 of the second track vehicle unit 2. Similarly, the multivariable deceleration controller 10 of the second track vehicle unit 2 determines the specific net adjustment amount u n,2 to the filter unit 32 of the second track car unit 2. Similarly, the net adjustment amount u n,2 is also transferred to the standard adjustment amount determination unit 33 of the first track vehicle unit 1. Therefore, the standard adjustment amount u z are the respective unique filtered net adjustment amounts u nf,1 ,u nf,2and the net adjustment amount u of the other track vehicle units 2 and 1, respectively. n,2 ,u n,1 According to an alternative embodiment, the standard adjustment amount u of each one of the rail vehicle units 1, 2 in each standard adjustment amount determination unit 33 is z are the respective unique filtered net adjustment amounts u nf,1 ,u nf,2 and the filtered net adjustment amount u of each of the other track vehicle units 2, 1. nf,2 ,u nf,1 For this purpose, the net adjustment amount u of each of the other rail car units 2, 1 can be calculated. n,2 and u n,1 is the net adjustment amount u of the filter units 32 and / or their respective specific filter units 32 of the other track vehicle units 2, 1. n,2 and u n,1 can be filtered via the filter unit 32 of the track vehicle unit 1, 2 to which it is supplied.

[0072] Standard adjustment amount u z1 Or u z2 is the specific filtered net adjustment amount u nf,1 Or u nf,2 and the net adjustment amount u of the other track vehicle units 2 and 1, respectively. n,2 Or u n,1 In the exemplary embodiment, the weighting corresponds to the number of carriages in each rail car unit, which here is equal to two rail car units 1 and 2. Therefore, the standard adjustment amount u of the first rail car unit is z1 u z1 =(u nf,1 +u nf,2 ) / 2, and the standard adjustment amount u of the second track vehicle unit is obtained z2 u z2 =(u nf,2 +u nf,1 ) / 2.

[0073] Standard adjustment amount u z1 is supplied to the adjustment amount control circuit 30 of the first track vehicle unit 1, and the standard adjustment amount u z2are transmitted as target values ​​to the adjustment control circuit 30 of the second track vehicle unit 2. The actual values ​​are transmitted as target values ​​to the respective individual filtered net adjustment variables u nf,1 or u nf,2 This means that at least the inherent net adjustment amount u n,1 Or u n,2 , here specifically the specific filtered net adjustment amount u nf,1 Or u nf,2 is fed back to the deceleration control section, specifically to each adjustment amount control circuit 30. Therefore, according to the above-described procedure, not only the deceleration of each individual track car unit 1, 2 is controlled, but also the standard adjustment amount u z1 and u z2 The unique filtered net adjustment u from nf,1 Or u nf,2 The deviations of are also eliminated by the control. In this way, the remaining degrees of freedom of the underdetermined system are constrained. Thus, the system can have a defined behavior, at least in the presence of quasi-static disturbances.

[0074] For clarity, the advantages of the above-described multivariable deceleration control system 100 for two track vehicle units will be explained below in comparison with a deceleration control system in which only one deceleration control circuit is used per track vehicle unit and therefore no individual feedback via the adjustment amount control circuit is provided.

[0075] Calculated actual deceleration a of the first track vehicle unit 1 and the second track vehicle unit 2 ist,,1 and a ist,,2If there is a static measurement error in the braking force distribution, an offset occurs in a system without feedback. In other words, the adjustment variables formed by each deceleration control circuit drift relative to each other. This causes the actual braking force distribution to deviate from the desired braking force distribution, or the deceleration control to erroneously adjust the braking force distribution. This can result in the desired frictional engagement being impaired. If there is a dynamic measurement error, a system without feedback will experience a continuous deviation between the adjustment variables. This makes it impossible to control the braking force distribution, and frictional engagement impairments cannot be eliminated by control.

[0076] Under ideal conditions, i.e., when no measurement errors occur, the multivariable deceleration control system according to the present invention does not differ from a system without feedback. Even in the presence of static measurement errors, the comparison results in only slight differences in the respective overall adjustment variables u1 and u2, which are directly dependent on the differences in the respective deceleration measurements. In the presence of dynamic measurement errors, the interference can be completely eliminated by control or at least reduced to an acceptable level. No persistent deviations of the overall adjustment variables u1 and u2 occur.

[0077] To illustrate the advantages of the multivariable deceleration control system of the present invention, such as the multivariable deceleration control system 100 according to the exemplary embodiment described above, various characteristics of the acceleration signal are shown in FIGS.

[0078] In this respect, Figure 3 first shows a general schematic diagram of a dynamic disturbance of the measured quantities, in which the adjustment quantities du1 and du2 drift relative to one another.

[0079] FIG. 4 shows a target acceleration a for an ideal system with an independent control circuit or a multivariable deceleration control system according to the present invention, such as multivariable deceleration control system 100. soll and the actual acceleration a istSchematic diagrams of the adjustments u1 and u2 are shown. In an ideal system, it is assumed that no measurement inaccuracies occur. The adjustments u1 and u2 have the same shape characteristics, and the adjustments u1 and u2 cause the actual acceleration a ist is the target acceleration a soll However, in practice, dynamic and static measurement errors occur repeatedly, and these measurement errors can cause deviations between the adjustment amounts u1 and u2 in the independent control circuits. This can result in the braking force distribution no longer being controlled, and the friction coupling condition no longer being maintained.

[0080] In this regard, Figure 5 shows the target acceleration a when there is a static measurement error in the independent control circuit. soll and the actual acceleration a ist Schematic diagrams of the adjusting variables u1 and u2 are shown. Due to the underdetermination of the system in the independent control circuits, the adjusting variables u1 and u2 for each brake force generating unit to be controlled drift relative to each other. This causes the frictional coupling characteristics to drift relative to each other, so that the maintenance of the predetermined frictional coupling conditions can no longer be guaranteed. This can also lead to excessive wear on the brake force generating units.

[0081] Additionally, Figure 6 shows the target acceleration a when there is a dynamic measurement error in the independent control circuit. soll and the actual acceleration a ist Schematic diagrams of the brake control variables u1 and u2 are shown. Here, underdetermination of the system of independent control circuits leads to persistent deviations of the control variables u1 and u2 of each brake-force generating unit to be controlled. Correspondingly, persistent deviations also occur in the frictional engagement characteristics, which can likewise lead to disturbances of the predetermined frictional engagement conditions. Again, excessive wear occurs in the more heavily loaded brake-force generating units.

[0082] The multivariable deceleration control system according to the present invention, for example the multivariable deceleration control system 100, can reduce the mutual drift of the overall adjustment variables u1 and u2 for each braking force generating unit to be controlled. In this regard, FIG. 7 shows the relationship between the target acceleration a and the overall adjustment variables u1 and u2 for each braking force generating unit to be controlled when there is a static measurement error in the multivariable deceleration control system according to the present invention. soll and the actual acceleration a ist 5, the overall adjusting variables u1 and u2 in the multivariable deceleration control system according to the present invention no longer drift relative to each other under static measurement errors and instead run substantially parallel to each other with relatively small differences. Therefore, the frictional coupling characteristics are also substantially equivalent. Consequently, the maintenance of the set frictional coupling conditions can be guaranteed. Similarly, wear peaks in the individual braking-force generating units are reduced, and wear in each braking-force generating unit or in the brake elements connected thereto can be adjusted at least approximately equally, unless otherwise specified by the adjusted braking force distribution.

[0083] Similarly, the multivariable deceleration control system according to the present invention has a positive effect on dynamic measurement errors. In this regard, FIG. 8 shows the relationship between the target acceleration a and the dynamic measurement errors of the multivariable deceleration control system according to the present invention. soll and the actual acceleration a ist Schematic diagrams of the overall adjustment variables u1 and u2 are shown. In this case, dynamic measurement errors cause short-term mutual drift of the overall adjustment variables u1 and u2, but this mutual drift is recombined by the multivariable deceleration control system of the present invention. No persistent offset of the overall adjustment variables u1 and u2 remains. Accordingly, the friction coupling characteristics resulting from the adjustment variables u1 and u2 become substantially equal after the dynamic measurement errors for each braking force generating unit are eliminated by control. In other words, interference due to dynamic measurement errors is completely eliminated by control, and persistent deviations of the overall adjustment variables u1 and u2 do not occur.

[0084] The present invention is not limited to the described embodiments. In particular, the features described in the embodiments of the present invention, the configurations and developments of the present invention described in other forms, and the like can be combined with one another, as long as they do not exclude one another in a rational sense. In particular, the features of the multivariable deceleration control device and the multivariable deceleration control system can be directly transferred to the corresponding method steps for the respective deceleration control, and vice versa. The multivariable deceleration control device and the multivariable deceleration control system can basically be used in any braking type, for example, in service braking and / or emergency braking, and can be used regardless of the type of brake used, such as electrodynamic, electromechanical, hydraulic, or pneumatic brakes. [Explanation of symbols]

[0085] 1 First Tracked Vehicle Unit 2 Second Track Vehicle Unit 10 Multivariable deceleration control device 20 Deceleration control circuit 21. System-wide Power Decision Unit 22 Braking force distribution unit 23 Braking force adjustment unit 30 Adjustment amount control circuit 31 Net adjustment amount determination unit 32 Filter unit 33 Standard adjustment amount determination unit 40 Braking force forming unit 100 Multivariable Deceleration Control System a soll Target deceleration a ist,1 Actual deceleration (first tracked vehicle unit) a ist,2 Actual deceleration (second rail vehicle unit) F1,…,F n Braking force distribution (rail vehicle unit) F 1,1 ,…,F n,1 Braking force distribution (first track vehicle unit) F 1,2 ,…,F n,2Braking force distribution (second rail vehicle unit) F ges Total system power (rail vehicle unit) u1 Overall Adjustment Amount (First Track Vehicle Unit) u a,1 Deceleration control circuit adjustment amount (first track vehicle unit) u c,1 Adjustment amount control circuit adjustment amount (first track car unit) u n,1 Net adjustment (first rail car unit) u n,2 Net adjustment (second rail car unit) u n,n Net adjustment (nth rail vehicle unit) u nf,1 Filtered Net Adjustment (First Rail Car Unit) u nf,2 Filtered Net Adjustment (Second Rail Car Unit) u ref,1 Reference adjustment amount (first track vehicle unit) u z Standard adjustment amount

Claims

1. A multivariable deceleration control device (10) for a track vehicle unit (1), comprising: A quantity representing a deceleration or a corrected deceleration, or a braking force or a braking action, calculated based on the deviation between the target deceleration and the actual deceleration of the track vehicle unit (1), is set as a deceleration control circuit adjustment quantity (u) for the track vehicle unit (1). ａ，１ a deceleration control circuit (20) configured to determine the deceleration speed as: The control deviation between the target value and the actual value of the feedback amount based on the deceleration control circuit adjustment amount (u a,1 ) is calculated as the adjustment amount (u a,1 ) of the adjustment amount control circuit for the track vehicle unit (1). ｃ，１ an adjustment amount control circuit (30) configured to determine the Equipped with The multivariable deceleration control device (10) adjusts the deceleration control circuit adjustment amount (u ａ，１ ) and the adjustment amount control circuit adjustment amount (u ｃ，１ ) or a predetermined weighted sum of them to calculate the total adjustment amount (u １ ), and the total adjustment amount (u １ ) to a control section (21, 22, 23) for at least one braking force generating unit (40) and to a feedback section (31, 32, 33) to said adjustment quantity control circuit (30), The feedback section (31, 32, 33) has a net adjustment amount determination unit (31) configured to determine a net adjustment amount (u n,1 ) based on a difference between the total adjustment amount (u 1 ) and a reference adjustment amount (u ref,1 ) of the track vehicle unit (1), and a filter unit (32) configured to convert the net adjustment amount (u n,1 ) into a filtered net adjustment amount (u nf,1 ), and is configured to supply the net adjustment amount (u n,1 ) or the filtered net adjustment amount (u nf,1 ) to the adjustment amount control circuit (30) as the actual value; the feedback section (31, 32, 33) comprises a standard adjustment amount determination unit (33) configured to convert the total adjustment amount (u 1 ), the net adjustment amount (u n,1 ) or the filtered net adjustment amount (u nf,1 ) into a standard adjustment amount (u z ) taking into account at least one further influence amount (u n,2 , ..., u n,n ); the feedback unit (31, 32, 33) is configured to supply the standard adjustment amount (u z ) to the adjustment amount control circuit (30) as the target value; the at least one other influence quantity (u n,2 , ..., u n,n ) is at least one influence quantity of the net adjustment quantities (u n,1 , u n,2 ) and the filtered net adjustment quantities (u nf,1 , u nf,2 ) of the other track vehicle units (2); Multivariable deceleration control device (10).

2. The control sections (21, 22, 23) are The total adjustment amount (u １ ) based on the total power (F ｇｅｓ a total system power determination unit (21) configured to determine The total force (F ｇｅｓ ) is the braking force distribution (F １ , ..., F ｎ an optional braking force distribution unit (22) configured to convert The total force (F ｇｅｓ ) or the braking force distribution (F １ , ..., F ｎ a braking force adjusting unit (23) configured to drive and control the braking force forming unit (40) according to the 2. The multivariable deceleration control system (10) of claim 1, comprising:

3. A multivariable deceleration control device (10) as described in claim 1, wherein the filter parameters of the filter unit (32) are adaptable.

4. At least one time shift amount is adaptable. A multivariable deceleration control system (10) according to claim 3.

5. The feedback section (31, 32, 33) receives the standard adjustment amount (u ｚ 5. The multivariable deceleration control device (10) of claim 1, wherein the multivariable deceleration control device (10) is configured to supply the refrigerant gas (22) to a filter unit (32) of claim 4.

6. 2. The multivariable deceleration control device according to claim 1, wherein the deceleration control circuit and the adjustment amount control circuit are constituted by a single control circuit, in particular a PI control circuit, which takes into account both the deviation of the deceleration from the target deceleration and the deviation of the adjustment amount from the standard adjustment amount.

7. The multivariable deceleration control system (10) of claim 1, wherein the adjustment amount control circuit (30) has a static dead zone and / or a dynamic dead zone.

8. A multivariable deceleration control system (100) for a rail car or a train combination having at least a first rail car unit (1) and a second rail car unit (2), each having a multivariable deceleration control device (10) according to any one of claims 1 to 7, The multivariable deceleration control system (100) Each standard adjustment amount determination unit (33) of the multivariable deceleration control device (10) of the first track vehicle unit (1) and / or the second track vehicle unit (2) is provided with at least a net adjustment amount (u ｎ，１ , u ｎ，２ ) or the filtered net adjustment amount (u ｎｆ，１ , u ｎｆ，２ ) as at least one influence quantity, and / or Each filter unit (32) of the multivariable deceleration control device (10) of the first track vehicle unit (1) and / or the second track vehicle unit (2) is provided with at least a net adjustment amount (u) of the other track vehicle unit (1, 2) for adapting a filter parameter. ｎ，１ , u ｎ，２ ) or the filtered net adjustment amount (u ｎｆ，１ , u ｎｆ，２ ) to supply A multivariable deceleration control system (100) configured as follows.

9. The standard adjustment amount determination unit (33) of the multivariable deceleration control device (10) of the first track vehicle unit (1) and / or the second track vehicle unit (2) determines the standard adjustment amount (u ｚ ) into the inherent net adjustment (u ｎ，１ , u ｎ，２ ) or the specific filtered net adjustment (u ｎｆ，１ , u ｎｆ，２ ) and at least one net adjustment amount (u ｎ，１ , u ｎ，２ ) and a weighted average of Each weight component is, in particular, the number of carriages or cars of the corresponding rail vehicle unit (1, 2); the contribution of the corresponding track vehicle unit (1, 2) to the total rail vehicle power; the actual or nominal mass of the corresponding track vehicle unit (1, 2), and / or the masses of the corresponding track vehicle units (1, 2) and a predetermined distribution of said masses; The multivariable deceleration control system (100) of claim 8, corresponding to:

10. 10. The multivariable deceleration control system (100) according to claim 9, wherein the standard adjustment amount determination unit (33) is configured to adapt each weight component, in particular to set predetermined weight components to zero.

11. 9. The multivariable deceleration control system according to claim 8, wherein the multivariable deceleration control system is configured to derive at least one influence quantity to be supplied to the standard adjustment quantity determination unit via the filter unit or another filter unit.

12. A method for controlling deceleration of a track vehicle unit (1) of a track vehicle, the method comprising: A deceleration control circuit (20) calculates a deceleration or a corrected deceleration, or a quantity representing a braking force or braking action, calculated based on the deviation between the target deceleration and the actual deceleration of the track vehicle unit (1), as a deceleration control circuit adjustment quantity (u ａ，１ ) and Via an adjustment amount control circuit (30), a control deviation between a target value and an actual value of a feedback amount based on the deceleration control circuit adjustment amount (u a,1 ) is calculated as an adjustment amount control circuit adjustment amount (u ｃ，ｉ ) and The deceleration control circuit adjustment amount (u ａ，１ ) and the adjustment amount control circuit adjustment amount (u ｃ，ｉ ) or a predetermined weighted sum to obtain the total adjustment amount (u １ forming a Including, The total adjustment amount (u １ ) is supplied to a control section (21, 22, 23) for a braking force generating unit (40) and fed back to the adjustment amount control circuit (30) via a feedback section (31, 32, 33), The total adjustment amount (u １ ) is fed to the track vehicle unit (1) via the feedback unit (31, 32, 33) as a reference adjustment amount (u ｒｅｆ，１ ) and the net adjustment amount (u ｎ，１ ) is determined, and the filtered net adjustment (u ｎｆ，１ ) and the filtered net adjustment (u ｎｆ，ｉ ) is supplied as the actual value to the adjustment variable control circuit (30), and in parallel, via a standard adjustment variable determination unit (33), the total adjustment variable (u 1 ), the net adjustment variable (u n,1 ) or the filtered net adjustment variable (u nf,1 ) is determined as a standard adjustment variable (u n,2 , ..., u n,n ) taking into account at least one further influencing variable (u n,2 , ..., u n,n ). ｚ ) and the standard adjustment amount (u ｚ ) is supplied to the adjustment amount control circuit (30) as the target value, the at least one other influence quantity (u n,2 , ..., u n,n ) is at least one influence quantity of the net adjustment quantities (u n,1 , u n,2 ) and the filtered net adjustment quantities (u nf,1 , u nf,2 ) of the other track vehicle units (2); method.

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