Method and apparatus for influencing the running speed of a rail vehicle

Abstract

The invention relates to a method for influencing the running speed of a railway vehicle equipped with a friction brake system including at least one friction element (1, 2), in which the influencing is carried out as a function of at least one accompanying phenomenon, in particular brake pad wear, brake noise and / or brake odor, which would occur during a braking process virtually performed by the friction brake system in a current running operating situation of the railway vehicle, on the basis of which control technical recommendation and enforcement signals are generated.

Description

[Technical Field]

[0001] The present invention relates to a method and a device for influencing the running speed of a railway vehicle equipped with a friction braking system including at least one friction element according to the preambles of claims 1 and 11. The invention also relates to a railway vehicle equipped with such a device according to claim 19, as well as to a computer program comprising the method according to claim 20.

[0002] FIELD OF THE INVENTION Rail vehicles are often equipped with electrodynamic brakes and additionally with friction brake systems (mixed), where the electrodynamic brakes are primarily used to reduce brake wear on the friction brake system. Many rail vehicles are equipped with friction brake systems but do not have electrodynamic brakes.

[0003] Therefore, if the electrodynamic brakes fail completely or partially, service braking may have to be performed primarily or exclusively by the friction brake system. The faster a railway vehicle applies brakes, i.e., the faster friction braking begins, the greater the energy input and, therefore, the higher the temperature of the brake discs and brake pads. As a result, the fluctuations in the friction coefficient μ of the brake disc-brake pad pair become greater, and the probability of the friction coefficient μ decreasing also increases. Therefore, with fast application speeds of brakes, there is a risk of longer braking distances due to brake fading.

[0004] Brake fading is understood here to mean a reduction in the braking effect of a friction brake system due to heating. To avoid this, the maximum speed of a railway vehicle is limited by the maximum permitted speed due to the circumstances. Other undesirable accompanying phenomena of braking, such as brake wear, brake noise, and / or brake odor or smoke, should be minimized thereby.

[0005] Conventional technology According to the generic concept, WO 2018 / 054736 discloses, inter alia, a method for influencing, inter alia, the permissible running speed of a railway vehicle equipped with a friction brake system, in which the braking action is generated by pressing friction elements against one another, in which the temperature of at least one friction element of a plurality of friction elements is predicted from at least information on the speed of the vehicle, the brake pressure and the outside air temperature as well as information on absolute time, in which heat conduction through the friction element and speed-dependent cooling of this friction element are also taken into account in order to influence, inter alia, the permissible running speed in relation to the calculated permissible running profile.

[0006] The heat conduction through the friction elements can be taken into account very accurately in the calculations, since it is a material-dependent influence factor with a small scattering amplitude. However, this does not apply to the speed-dependent cooling influence factor of the friction elements, since related influences, such as air flow disturbances or fluctuating air humidity, produce very high scattering amplitudes, which can falsify the prediction results.

[0007] The problem on which the present invention is based is to develop a method and device of the above-mentioned type in such a way that undesired braking co-occurrences are reliably reduced without the need to reduce the speed of the railway vehicle too strongly. Likewise, a railway vehicle equipped with such a device should be provided.

[0008] This problem is solved according to the invention by the features of independent claims 1, 11, 19 or 20.

[0009] Disclosure of the Invention The background to the present invention is to determine at least one parameter that characterizes a current operating condition of a railway vehicle while the vehicle is operating or traveling in the current operating condition, and to virtually perform, for example simulate, a braking process based on the current operating condition.

[0010] The initial situation thus forms a current operating situation in which the rail vehicle travels, for example, at a predetermined speed and load, and under predetermined ambient and section conditions along a section that is, for example, flat or has a predetermined incline or a predetermined gradient. Then, for example, the speed, the load, the incline or gradient of the section are captured as parameters.

[0011] Undesired accompanying phenomena should not only be reduced with respect to the current driving situation, but should also remain within a predefined range when a defined braking is performed in the current driving situation.

[0012] For example, a predicted (probable) temperature T is calculated or estimated by a model at or in at least one friction brake element by a current driving situation that takes place at a predetermined ambient temperature and therefore also acts on the friction brake element, and is virtually implemented, for example, by a simulated braking process. pred The predicted temperature of the friction element T pred is the current temperature T act and the temperature gradient ΔT resulting from the hypothetical braking process: thus, the predicted temperature T is calculated or estimated based on the current driving situation and the hypothetical braking process. pred will cause a predetermined degree of undesirable first concomitant phenomenon in the form of brake wear on the friction elements, and / or a predetermined degree of undesirable second concomitant phenomenon in the form of brake noise, and / or a predetermined degree of undesirable third concomitant phenomenon in the form of brake smoke or brake odor.

[0013] The invention is based on the understanding that the undesired accompanying phenomena are caused by a specific maximum permissible brake element temperature T max , and therefore the magnitude of each of the accompanying phenomena is to be kept below a desired limit value.

[0014] However, under real conditions, the temperature of the brake element always exceeds the maximum allowable brake element temperature T max It is not sufficient to ensure that the respective maximum allowable brake element temperatures T max If braking were to occur constantly at this temperature, this would result in unavoidable and undefined overheating of the braking elements, for example in emergency braking situations.

[0015] To eliminate this problem, according to the present invention, the predicted friction element temperature T pred , the predicted friction element temperature T pred The degree of each accompanying phenomenon that occurs during the friction process is the predicted friction temperature (T pred ) is the same as the maximum allowable degree of the accompanying phenomenon of at least one of the plurality of accompanying phenomena, maxAllowed ) is allocated within the allocation (Γ), and furthermore, the current friction element temperature (T act ) or predicted friction element temperature (T pred ) is the maximum friction element temperature (T max ) is proposed to be compared.

[0016] According to the present invention, the resulting comparison results are evaluated in relation to the case to subsequently force a speed reduction in critical driving operating situations as mentioned at the beginning, but only recommend a speed reduction in suspicious driving operating situations.

[0017] Specifically, the current friction element temperature (T act ) is the predefined maximum friction element temperature (T max ) or to zero or the maximum permitted driving speed (v maxAllowed ) below the predefined cooling run speed (v min ) is output to the driver and / or vehicle control unit.

[0018] Predictive friction element temperature (Tpred ) is the maximum friction element temperature (T max ), but the current friction element temperature (T act ) is the maximum friction element temperature (T max ), the driving speed (v) must be increased to at least the allowable driving speed (v maxAllowed ) is output to the driver and / or vehicle control unit.

[0019] In other words, in the solution according to the present invention, the travel speed of a railway vehicle is limited in dependence on temperature during braking so as to reduce the extent of at least one of a number of accompanying phenomena that are damaging to the environment or components, in particular brake pad wear, brake noise, and brake odor and brake smoke. This allows for a tailored response to driving situations that are caused by undesirable accompanying phenomena, based on which a situation-specific response can be made. This in particular also makes it possible to avoid excessive reactions that involve energy waste in response to merely questionable driving situations.

[0020] Predicted temperature of friction elements T pred Since the temperature T of the friction element has a decisive influence on the degree of each of the above accompanying phenomena, pred starts from the fact that it expresses the degree of the accompanying phenomenon. Here, of course, the predicted temperature T of the friction element is pred There is also a relationship between the running speed v of the rail vehicle, because braking from a relatively high running speed v results in a relatively high predicted temperature T pred This is because it leads to

[0021] Therefore, in the model, the predicted temperature T pred A correlation or allocation is established between the maximum permissible running speed v of the rail vehicle and the associated phenomena, which is determined by the model and takes into account not only the current running operating situation but also the virtually implemented braking. maxAllowed This means that, for example, the locomotive driver or the automatic train operation system (ATO) can determine the maximum permitted running speed v maxAllowedThis means that even if a braking process is initiated in a driving operating situation with a driving speed v of the same order as

[0022] On the other hand, when influencing the running speed v of the rail vehicle, if the maximum extent of the corresponding incidental phenomena, for example, upper permissible limits for brake wear and / or brake smoke and / or brake odor and / or brake noise, has not yet been reached in the current running operating situation, the speed potential still present in the current running operating situation should be utilized until the maximum extent of the corresponding incidental phenomena is reached. Thus, a certain maximum permissible running speed v maxAllowed can also represent the optimum speed.

[0023] According to a first aspect, the present invention relates to a method for influencing the running speed of a railway vehicle equipped with a friction brake system including at least one friction element, wherein the influencing is performed depending on the extent of at least one of a first concomitant phenomenon, a second concomitant phenomenon or a third concomitant phenomenon that would occur during a braking process virtually performed by the friction brake system in a current running operating situation of the railway vehicle, Here, in this method, a) at least one parameter characterizing a current operating condition of the rail vehicle is captured; b) as a first accompanying phenomenon, brake wear of at least one friction element caused by a braking process virtually performed in the current driving situation is used, and / or as a second accompanying phenomenon, noise caused by a braking process virtually performed in the current driving situation is used, and / or as a third accompanying phenomenon, brake odor or brake smoke caused by a braking process virtually performed in the current driving situation is used, By using a model, preferably a simulation model, c) predicting a friction element temperature (T ) of the friction element that would occur in or at the friction element if a braking process were virtually performed in the current running operating condition of the railway vehicle based on at least one captured parameter and a virtually performed braking process in the current running operating condition; pred ) is calculated or estimated, d) Predicted friction element temperature (T pred ) with a specific maximum allowable running speed (v maxAllowed ) is allocated within the allocation (Γ), where the predicted friction element temperature (T pred The degree of each accompanying phenomenon that occurs during the friction element temperature (T pred ) is as large as the maximum allowable magnitude of the accompanying phenomenon, and further e) The current friction element temperature (T act ) or predicted friction element temperature (T pred ) is the maximum friction element temperature (T max ) and f) The current friction element temperature (T act ) is the predefined maximum friction element temperature (T max ), reduce the driving speed (v) to zero or the maximum permitted driving speed (v maxAllowed ) below the predefined cooling run speed (v min ) a compulsory signal to the driver and / or vehicle control unit to reduce the g) Predicted friction element temperature (T pred ) is the maximum friction element temperature (T max ), but the current friction element temperature (T act ) is the maximum friction element temperature (T max ), the driving speed (v) must be increased to at least the allowable driving speed (v maxAllowed ) is output to the driver and / or vehicle control unit.

[0024] According to a second aspect, the present invention relates to a device for influencing the running speed of a railway vehicle equipped with a friction brake system including at least one friction element, wherein the device is configured such that the influencing is performed depending on the extent of at least one of a first concomitant phenomenon, a second concomitant phenomenon or a third concomitant phenomenon that would occur during a braking process virtually performed by the friction brake system in a current running operating situation of the railway vehicle, wherein the device comprises at least the following elements: a) acquisition means connected to the rail vehicle and configured to acquire at least one parameter characterizing a current operating condition of the rail vehicle; b) a computational unit on which the model, in particular the simulation model, is implemented; c) a control device configured to influence the running speed of the rail vehicle; where: d) The model performs the steps and calculations as follows: d1) as a first accompanying phenomenon, brake wear of at least one friction element caused by a virtually implemented braking process in the current driving situation is used, and / or as a second accompanying phenomenon, brake noise caused by a virtually implemented braking process in the current driving situation is used, and / or as a third accompanying phenomenon, brake smoke or brake odor caused by a virtually implemented braking process in the current driving situation is used, d2) predicting the friction element temperature (T) of the friction element based on at least one parameter and a virtually performed braking process in the current driving situation; pred ) is calculated or estimated, d3) Within the allocation (Γ), the predicted friction element temperature (T pred ) and a specific maximum allowable running speed (v maxAllowed ) is assigned, where the predicted friction element temperature (T pred The degree of each accompanying phenomenon that occurs during the friction element (1, 2) is determined by the predicted friction element temperature (T pred) is as large as the maximum allowable magnitude of the accompanying phenomenon, and e) The current friction element temperature (T act ) or predicted friction element temperature (T pred ) is the maximum friction element temperature (T max ) and f) The current friction element temperature (T act ) is the predefined maximum friction element temperature (T max ), reduce the driving speed (v) to zero or the maximum permitted driving speed (v maxAllowed a forcing signal is output to the driver and / or vehicle control unit to reduce the cooling travel speed to a predefined cooling travel speed (vmin) below g) Predicted friction element temperature (T pred ) is the maximum friction element temperature (T max ), but the current friction element temperature (T act ) is the maximum friction element temperature (T max ), the driving speed (v) must be increased to at least the allowable driving speed (v maxAllowed ) is output to the driver and / or vehicle control unit.

[0025] Therefore, the specific maximum permissible driving speed v maxAllowed Only one corollary from the group of first, second, and third corollaries may be selected or used to determine v, or two corollaries or all three corollaries may be selected or used. When multiple corollaries are used, for example, a particular maximum allowable driving speed v maxAllowed is selected as the maximum allowable running speed of the railway vehicle with the absolute minimum value. Then, the maximum allowable running speed v maxAllowed is also specific because this maximum permissible driving speed v maxAllowed is related to a given accompanying phenomenon, in this case just a specific maximum allowable driving speed v maxAllowed Alternatively, for example piecewise, three specific maximum allowable travel speeds v maxAllowedThe maximum allowable speed v of a railway vehicle may be determined by determining the maximum speed of the railway vehicle. maxAllowed Weighting of the above is also possible.

[0026] Therefore, the running speed v of the railway vehicle is the specific maximum allowable running speed v of the railway vehicle. maxAllowed If this particular maximum permissible driving speed v maxAllowed represents the maximum allowable speed of the rail vehicle with respect to the first concomitant phenomenon and / or the second concomitant phenomenon and / or the third concomitant phenomenon. Here, of course, the rail vehicle is required to travel at a specific maximum allowable running speed v maxAllowed It is possible to operate at low running speeds.

[0027] If the speed v of the railway vehicle is greater than the specified maximum allowable speed v maxAllowed When set to , this particular maximum allowed driving speed v maxAllowed Additionally, also represents the optimum speed of the rail vehicle, since in this case the above-mentioned potential is fully utilized.

[0028] Railway vehicles are understood here to mean any type of rail vehicle having a driving machine, in particular a power car, or rail vehicles such as passenger cars in a railway train without a driving machine, as well as railway trains consisting of several railway vehicles.

[0029] Model is understood to mean any mathematical model that can be implemented in a calculation unit by means of a storable program and that can be used to calculate the aforementioned variables on the basis of parameters.

[0030] The parameter does not have to be specifically a temperature variable. In other words, the purpose of the model is to derive a predictive friction element temperature T from at least one parameter. pred The purpose of this study is to estimate or calculate the predicted friction element temperature T predis preferably not measured by a temperature sensor, and thus preferably avoids temperature sensors, which are relatively expensive to mount, wire, calibrate, and implement.

[0031] The dependent claims indicate preferred developments of the invention set out in the independent claims.

[0032] Therefore, the comparison according to the present invention can also result in the following measures: act ) also predicts friction element temperatures (T pred ) is also the maximum frictional element temperature (T max ), additionally, the driving speed (v) must be increased to at least the permitted driving speed (v maxAllowed ) can also be output to the driver and / or vehicle control. This measure preferably results from recognizing that the speed potential below the Γ-boundary curve describing the allocation has not yet been used up.

[0033] According to a further improvement of the invention, it is proposed that the recommendation signal be output in the form of a binary acoustic and / or optical speed reduction signal until the desired reduction or increase in driving speed (v) is achieved, thereby encouraging reliable implementation of the recommendation and, thanks to its continuous output, the recommendation signal cannot be missed or overlooked.

[0034] Additionally, the recommendation signal may be output as specific acoustic and / or optical information indicating the amount by which to reduce the driving speed (v) to achieve the desired reduction or increase in driving speed (v).

[0035] In one development of the method, the current friction element temperature T act The first value is the train speed v act is assigned a second value of T act and a second value v act The allowable region (Tact ,v act ) is defined, and it is proposed that the degree of the first concomitant phenomenon occurring during the predictive friction element temperature of the friction element is at most as large as the maximum allowable degree of the first concomitant phenomenon, and / or the degree of the second concomitant phenomenon occurring during the predictive friction element temperature of the friction element is at most as large as the maximum allowable degree of the second concomitant phenomenon, and / or the degree of the third concomitant phenomenon occurring during the predictive friction element temperature of the friction element is at most as large as the maximum allowable degree of the third concomitant phenomenon. act ,v act ) is the maximum permissible driving speed v maxAllowed and predicted friction element temperature T pred is bounded by a boundary curve Γ that defines the allocation between

[0036] In other words, the current temperature T of the friction element act is determined, measured, or estimated. Furthermore, the current speed of the vehicle, v act is known. Given T act and v act From the predicted friction element temperature T pred is calculated, i.e., the hypothetical target temperature when the braking defined at the current time is performed. pred is T max It should never be greater than T pred It exists slightly below T pred The limit curve Γ gives us a sense of how large T can actually be. pred Still significantly T max If it is determined that the vehicle dynamics potential is below v, then this potential has not yet been fully utilized, i.e., v act can still be improved, more details v maxAllowed It can be inferred that this v maxAllowed lies on the edge of the boundary curve Γ.

[0037] Furthermore, in the method, the virtual braking process can be carried out with a predetermined braking effect, a predetermined braking force, or with a predetermined braking pressure or a predetermined braking torque.

[0038] In the method, the virtual braking process can also be performed using a standardized braking strategy, in which case the standardized braking strategy is at least one of the following braking strategies in accordance with DIN EN 14478:2005-06: emergency braking, forced braking, urgent braking, danger braking, service braking.

[0039] According to a further development of the method, at least one of the following parameters can be used as a parameter characterizing the current running operating situation of the railway vehicle: the current speed of the railway vehicle, the current braking force, the current braking torque, the current braking pressure, the ambient temperature of the railway vehicle, the current load and / or payload of the railway vehicle, the gradient or inclination of the section traveled by the railway vehicle.

[0040] The friction elements may in particular include brake discs and / or brake pads of a disc brake of the friction braking system.

[0041] The maximum allowable speed of a railway vehicle (v maxAllowed ) can be implemented in particular by the Automatic Train Operation system (ATO) or by the locomotive operator (Tf).

[0042] According to one development, if the friction brake system of the rail vehicle comprises a plurality of friction brake devices, the influence on the running speed of the rail vehicle is based on a certain maximum possible or permissible running speed v maxAllowed This can be done based on the wheel brake device for which the minimum value of

[0043] As mentioned above, the specific maximum allowable driving speed (v maxAllowed) may relate to a local friction brake device, i.e., a given disc brake, for example. Thus, in a train hierarchy with segment level, consist level, and train level, the locally determined maximum allowable train speed v at friction brake device i is maxAllowed i can be integrated within the train hierarchy. There are different ways this can be done: In the simplest case, the absolute minimum specific maximum allowable speed v (obtained across all friction brake devices in the train) maxAllowed is used as the maximum allowable running speed for the entire train set. -Other methods can be used to eliminate statistical outliers. For example, all the calculated values ​​v maxAllowed i can be sorted into a series of elevation values ​​and the lowest X% (where X is a predefined percentage) can be used, and then the average or maximum of the lowest X% can be used.

[0044] As already mentioned above, the parameter characterizing the current running operating situation may be at least one of the following parameters: current speed of the rail vehicle, current braking force, current braking torque, current brake pressure, ambient temperature of the rail vehicle, current load and / or payload of the rail vehicle, gradient or inclination of the section traveled by the rail vehicle, service braking or emergency braking with a braking effect that is less than the braking effect in the case of a defined braking strategy. This list is not exhaustive. Furthermore, further parameters that can characterize the current running operating situation of the rail vehicle are also conceivable, such as the coefficient of friction between the wheels and the rail.

[0045] Preferably, the at least one friction element of the friction braking system may comprise a brake disc and / or a brake pad of a disc brake of the friction braking system.

[0046] According to one development of the device, the model is based on the current friction element temperature (Tact ) is the first value of the train speed (v act ), which in turn assigns a second value of T act ) and a second value (v act ) tolerance region (T act ,v act ) is defined, and the current friction element temperature (T act The degree of the first accompanying phenomenon occurring during the friction element temperature (T act The degree of the second accompanying phenomenon occurring during the friction element (1) is at most as large as the maximum allowable degree of the second accompanying phenomenon, and / or the current friction element temperature (T act The degree of the third accompanying phenomenon occurring when the third accompanying phenomenon occurs is at most as large as the maximum allowable degree of the third accompanying phenomenon, where the allowable region (T act ,v act ) is the maximum allowable driving speed (v maxAllowed ) and predicted friction element temperature (T pred ) and may be configured to be bounded by a boundary curve (Γ) that defines the allocation between

[0047] Preferably, in the device, the control device may be included in an automatic train operation system (ATO).

[0048] The apparatus may also include a first selection means cooperating with the model, which allows the first and / or second and / or third co-phenomena to be selected. The selection means may further include, in particular, an operation field by which an operator can select the first and / or second and / or third co-phenomena, and in this case the model then performs the above-mentioned calculations, allocations and steps based on the selected co-phenomena.

[0049] In the device, the model may be configured such that the virtual braking process is carried out with a predetermined braking action, a predetermined braking force, or with a predetermined braking pressure or a predetermined braking torque.

[0050] Furthermore, in the device, the model is implemented using a braking method in which the virtual braking process is defined, and in this case, the model may be configured to use at least one of the following braking methods as the defined braking method: emergency braking, forced braking, emergency braking, dangerous braking, and regular braking.

[0051] In addition, in the device, the model may be configured to use at least one of the following parameters as a parameter characterizing the current running operating conditions of the railway vehicle: current speed of the railway vehicle, current braking force, current braking torque, current braking pressure, ambient temperature of the railway vehicle, current load and / or payload of the railway vehicle, and gradient or inclination of the section traveled by the railway vehicle.

[0052] The invention also relates to a railway vehicle equipped with the device described above.

[0053] In the following, exemplary embodiments of the invention are shown in the drawings and explained in more detail in the following description. [Brief explanation of the drawings]

[0054] [Figure 1] 1 is a schematic diagram illustrating an exemplary embodiment of a pneumatic friction brake device including a brake disc and a brake caliper having brake pads. [Figure 2] 1 is a functional diagram illustrating an exemplary embodiment of a device according to the invention for carrying out a method according to the invention; [Figure 3] 1 is a flow chart illustrating a method in accordance with the present invention in accordance with a preferred embodiment; [Figure 4] 1 is a diagram illustrating the allocation between the current friction element temperature Tact and the driving speed v, as well as the allowable area under the boundary curve Γ for an exemplary accompanying phenomenon "brake wear."

[0055] Description of the Examples The schematic partial view of a friction brake system for a rail vehicle shown in FIG. 1 shows a pneumatic disc brake. The pneumatic disc brake includes a first friction element 1, for example configured as a brake disc mounted on a wheelset axle (not shown) of the rail vehicle, and a brake caliper. The brake caliper has a second friction element 2, which includes two brake pads. The brake caliper further includes a brake cylinder 4 with a compressed air connection 6, a piston 5, and a rod 3. The piston 5 operates the rod 3, thereby pressing the brake pads, i.e., the second friction element 2, arranged on the rod 3, against the brake disc, i.e., the first friction element 1. Compressed air is applied to the piston 5 via the compressed air connection 6 from a compressed air system (not shown) of the rail vehicle for operating the rod 3.

[0056] The compressed air system includes components for open-loop and closed-loop control of the friction brake device, such as a compressor and brake control equipment.

[0057] The preferred embodiment of the device for influencing the running speed of a railway vehicle shown in FIG. 2 comprises a calculation unit 7 in which a model is implemented, in which the calculations, allocations and steps are carried out corresponding to the method according to the invention.

[0058] The device further includes a vehicle control unit 8 configured as a calculation unit for influencing the running speed v of the rail vehicle based on the results of the model calculations, allocations and steps. Here, the vehicle control unit 8 is particularly configured to directly convert a forcing signal for reducing the running speed. Alternatively, a recommendation signal can also be directly converted.

[0059] Alternatively or additionally, the compulsion and recommendation signals resulting from the calculation unit 7 according to the method according to the invention described below can also be output to the driver by the display unit 9.

[0060] The opposing pressing of the first friction element 1 and the second friction element 2 against each other causes a braking action on the rail vehicle. The kinetic energy of the rail vehicle is converted into heat, which causes a temperature increase in the first friction element 1 and the second friction element 2. The separation of the first friction element 1 and the second friction element 2 from each other causes a reduction or removal of the braking action on the rail vehicle. This, together with the action of known heat transfer principles, reduces the temperature in the first friction element 1 and the second friction element 2, i.e., the first friction element 1 and the second friction element 2 cool down. The described temperature characteristics are calculated or estimated using the method according to the invention.

[0061] The device includes a vehicle speed sensor 10 for detecting the vehicle speed v, a braking pressure p, and a braking force F B a brake pressure sensor 11 for capturing the ambient temperature T U The railcar includes an ambient temperature sensor 12 for capturing the absolute time t, a time measuring device 13 for capturing the absolute time t, and the display unit 9 already mentioned above, which is connected to the calculation unit 7 via corresponding data lines. The running speed sensor 10, the brake pressure sensor 11, and the ambient temperature sensor 12 are arranged in a chassis (not shown) of the railcar. However, it is also conceivable to read the running speed v and the brake pressure p into the calculation unit 7 from a data bus system of the railcar. It is further conceivable to approximately determine the brake pressure p from the deceleration and the mass to be braked. The deceleration is calculated here, for example, by differentiating the running speed v, and the mass to be braked m is determined via the load brake device.

[0062] Furthermore, instead of the driving speed v, it is also conceivable to capture the angular velocity or wheel rotational speed of the wheels and use this angular velocity or wheel rotational speed to carry out the thermal calculation.

[0063] The time measuring device 13 and the calculation unit 7 are implemented in a control device (not shown) which is arranged in a carriage box (not shown). The calculation unit 7 receives data on the running speed v from the running speed sensor 10 via corresponding data lines and data on the braking pressure p or braking force F from the brake pressure sensor 11. B and receives data on the ambient temperature T from the ambient temperature sensor 12. U , and receives data on the absolute time t (time stamp) from the time measuring device 13 and performs calculation operations according to the method according to the invention. Furthermore, the configuration data of the railway vehicle set in the calculation unit 7 can also be included in the calculation operations. Here, for example, the current running operating conditions of the railway vehicle are determined as follows: running speed v, ambient temperature T U , absolute time t, and configuration data.

[0064] According to FIG. 3, in order to carry out the method according to the invention based on actual experiments and / or technical experience, in a preparatory step 100, first one or more individual boundary curves Γ of the accompanying phenomena are created and provided, which boundary curves Γ are used to calculate all values ​​versus T_ act ,v_ act The region of is restricted to the area below the curve, and for this, T_ act ,v_ act Even if the braking is defined from pred , T_ pred =T_ act +ΔT only increases to such an extent that it still remains below the maximum permissible friction element temperature, which means that the associated concomitant phenomena (such as brake wear) do not occur or can occur only to a small, tolerable extent. The shape of the boundary curve Γ here depends on the type of concomitant phenomena, on the physical properties of the friction element-brake disc combination and on the defined hypothetical braking strategy.

[0065] In a first step 200, the current running operating conditions FBS of the rail vehicle are used, which can be calculated currently or stored so that they can be called up. In this example, the current running operating conditions FBS are determined by the following technical parameters: brake pressure p or braking force, running speed v, friction elements, preferably the surface temperature T_ of the brake discs. act , ambient temperature T U , time (stamp) t, and various configuration data.

[0066] In the following step 300, it is determined which adverse events, brake wear, brake noise, brake odor or brake smoke, should be minimized, which also leads to the selection of a hypothetical braking strategy and the associated associated individual boundary curve Γ. pred The calculation of the current velocity v act is already implicitly included as a value pair depending on

[0067] In an optional parallel step 400, if the boundary curve Γ is not set or is not completely set, a predicted friction element temperature T of the friction element that would occur in or at the friction element if a braking process were to be virtually performed in the current operating situation of the railway vehicle based on these input information based on the virtually performed braking process. pred is calculated, estimated or measured. From here on, the value related to the assigned speed vs. T pred ,v act The virtually performed braking process can be carried out, for example, on the basis of a simulation model.

[0068] In the following step 500, the value of T act ,v act is still below the curve course of the boundary curve Γ, or the temperature T calculated alternatively in step 400 pred is the maximum allowable temperature T max If not, the predicted temperature T predis the maximum allowable temperature T max Specifically, the current friction element temperature T act or predicted friction element temperature T pred is the maximum friction element temperature T max is compared to.

[0069] In the subsequent step 600, the current friction element temperature T act is the predefined maximum friction element temperature T max If the speed is greater than , reduce the travel speed v to zero or increase the maximum permitted travel speed v maxAllowed A predefined cooling run speed v below min A forcing signal is generated to reduce the predicted friction element temperature T pred is the maximum friction element temperature T max Although the current friction element temperature T act is the maximum friction element temperature T max If the speed is lower than v, the travel speed v must be at least v maxAllowed A recommendation signal is generated to reduce the

[0070] The generated forcing or recommendation signal is output to the driver for information in step 700. Here, the recommendation signal represents a recommended action for the driver, whereas the forcing signal is considered to be a command signal.

[0071] In parallel step 800, at least the forcing signal determines whether the current travel speed v is greater than the incident-specific maximum allowable travel speed (v maxAllowed ) is given directly to the control unit of the vehicle control section.

[0072] 4 shows the method according to the invention as an example for the case of the accompanying phenomenon "brake wear". The boundary curve Γ is a function of the values ​​below this boundary curve Γ, i.e. in the shaded area, versus T act ,v act, under predefined conditions and using predefined hypothetical or real scenarios, at any point in the driving operation, the value of the brake disc temperature is determined to be equal to or greater than the critical temperature value T for wear optimization. max Nevertheless, if this maximum value is exceeded, this will generate a forcing signal for an unconditional speed reduction as previously mentioned.

[0073] The definition of the boundary curve Γ depends on equipment-specific factors such as the material composition and dimensioning of the braking unit, and on situation-related requirements such as temperature safety under predefined braking scenarios.

[0074] In this example, T act ,v act The optimized value pair for T lies on the edge of the boundary curve Γ. act ,v act If should lie below the boundary curve Γ, then the velocity v can be increased to a value v while maintaining the temperature. maxAllowed , which increases the value of T act ,v maxAllowed lies on the edge of the boundary curve Γ. Therefore, v maxAllowed would be effective as the maximum permitted speed.

[0075] Predicted friction element temperature T pred can be calculated geometrically using this diagram. act ,v act The actual current state described by is a coordinate point on the diagram. pred Based on this, can be calculated as follows: 1. Pass through the coordinate point and form a horizontal line, that is, a line parallel to the x-axis. 2. A parallel line intersects the curve Γ at an intersection point. Depending on the location of the coordinate point, the intersection point is often to the right of the coordinate point. If the intersection point is the same as the coordinate point, the intersection point is to the left of the coordinate point. 3. The temperature stroke ΔT is, in any case, T=T max corresponds to the distance to 4.T pred =T act +ΔT.

[0076] However, it should be noted that optimizing the speed v is not desirable or possible in all cases, since on the one hand, reducing co-occurrences may have a higher priority than optimizing the speed v. For example, to minimize brake pad wear, it may be more important to travel at a reduced speed v. On the other hand, there may be operational frame conditions that do not allow such speed increases, such as traveling at a reduced speed through residential areas, approaching bus stops at a reduced speed, etc.

[0077] However, if the basic conditions allow that speed optimization is permissible and meaningful, this method can also be used to compensate for delays in the trip plan on the appropriate sections.

[0078] It should further be noted that the exemplary method for optimizing brake wear described above could be used correspondingly for each remaining aforementioned concomitant phenomenon using a concomitant phenomenon-specific boundary curve Γ, i.e., from "brake noise" and / or "brake odor" to "brake smoke." Furthermore, multiple of these methods could be projected simultaneously, and then one of the situation-specific projected methods could be selected and used. [Explanation of symbols]

[0079] 1. First Friction Element 2. Secondary Friction Element 3 rods 4 brake cylinders 5 pistons 6 Compressed air connection 7 Computational Units 8. Control Unit 9 Display Unit 10. Road speed sensor 11 Brake pressure sensor 12 Ambient temperature sensor 13 Time measuring equipment v Traveling speed v act Current driving speed v maxAllowed Specific maximum permitted driving speed T U Ambient temperature p Braking pressure T act Current friction element temperature T pred Predictive Friction Element Temperature Γ boundary curve

Claims

1. 1. A method for influencing the running speed of a railway vehicle equipped with a friction brake system including at least one friction element (1, 2), comprising: the influencing is performed depending on the extent of at least one of a first undesired concomitant phenomenon and / or a second undesired concomitant phenomenon and / or a third undesired concomitant phenomenon that would occur additionally to the actual braking of the braking process virtually performed by the friction brake system in the current operating situation of the railway vehicle, In the method, a) at least one parameter characterizing a current operating condition of the rail vehicle is captured; b) brake wear of the at least one friction element (1, 2) caused by the virtually implemented braking process in the current driving situation is used as a first accompanying phenomenon, and / or brake noise caused by the virtually implemented braking process in the current driving situation is used as a second accompanying phenomenon, and / or brake odor or brake smoke caused by the virtually implemented braking process in the current driving situation is used as a third accompanying phenomenon, By using the model, c) predicting a friction element temperature (T) of the friction element (1, 2) that would occur in or at the friction element (1, 2) if the braking process were virtually performed in the current running operating situation of the railway vehicle based on the at least one captured parameter and a virtually performed braking process in the current running operating situation. ｐｒｅｄ ) is calculated or estimated, d) the predicted friction element temperature (T ｐｒｅｄ ) and a specific maximum allowable running speed (v) of at least one of the accompanying phenomena of the railway vehicle. ｍａｘＡｌｌｏｗｅｄ ) is allocated within the allocation (Γ), where the predicted friction element temperature (T ｐｒｅｄ The degree of each of the accompanying phenomena occurring during the friction element temperature (T ｐｒｅｄ ) is as large as the maximum allowable magnitude of the accompanying phenomenon, and further e) the current friction element temperature (T ａｃｔ ) or the predicted friction element temperature (T ｐｒｅｄ ) is the maximum friction element temperature (T ｍａｘ ) and f) the current friction element temperature (T ａｃｔ ) is a predefined maximum friction element temperature (T ｍａｘ ), the travel speed (v) is reduced to zero or the maximum allowable travel speed (v ｍａｘＡｌｌｏｗｅｄ ) below a predefined cooling run speed (v ｍｉｎ ) to the driver and / or vehicle control unit; g) the predicted friction element temperature (T ｐｒｅｄ ) is the maximum friction element temperature (T ｍａｘ ), but the current friction element temperature (T ａｃｔ ) is the maximum friction element temperature (T ｍａｘ ), the travel speed (v) is increased to at least the maximum allowable travel speed (v ｍａｘＡｌｌｏｗｅｄ ) is output to the driver and / or vehicle control unit.

2. The current friction element temperature (T ａｃｔ ) also determines the predicted friction element temperature (T ｐｒｅｄ ) also corresponds to the maximum friction element temperature (T ｍａｘ ), the travel speed (v) is at least the maximum allowable travel speed (v ｍａｘＡｌｌｏｗｅｄ 2. The method of claim 1, wherein a recommendation signal to increase the vehicle speed to 1000 kph is output to the driver and / or vehicle control.

3. The method of claim 1, wherein the recommendation signal is output as acoustic and / or optical speed reduction information indicating the amount to reduce the driving speed (v) to achieve a desired reduction or increase in the driving speed (v).

4. In the model, the current friction element temperature (T ａｃｔ ) to a first value of the current running speed (v ａｃｔ ) is assigned a second value, whereby said first value (T ａｃｔ ) and the second value (v ａｃｔ ) tolerance region (T ａｃｔ , v ａｃｔ ) is defined, where the current friction element temperature (T ａｃｔ ) the degree of the first accompanying phenomenon occurring at the time of the friction element (1, 2) is at most as large as the maximum allowable degree of the first accompanying phenomenon, and / or the current friction element temperature (T ａｃｔ ) the degree of the second accompanying phenomenon occurring at the time of the friction element (1, 2) is at most as large as the maximum allowable degree of the second accompanying phenomenon, and / or the current friction element temperature (T ａｃｔ The degree of the third accompanying phenomenon occurring when the third accompanying phenomenon occurs is at most the same as the maximum allowable degree of the third accompanying phenomenon, and the allowable region (T ａｃｔ , v ａｃｔ ) is the specific maximum allowable running speed (v ｍａｘＡｌｌｏｗｅｄ ) and the predicted friction element temperature (T ｐｒｅｄ 2. The method of claim 1, wherein the boundary curve (Γ) defines an allocation between

5. 2. The method according to claim 1, wherein the virtually performed braking process is performed with a predetermined braking effect, a predetermined braking force, a predetermined braking pressure, or a predetermined braking torque.

6. 2. The method of claim 1, wherein the virtually performed braking process is performed using a defined braking strategy, the defined braking strategy being selected from the group consisting of the following standardized braking strategies: emergency braking, forced braking, emergency braking, danger braking, and service braking.

7. 2. The method according to claim 1, wherein at least one of the following parameters is used as the parameter characterizing the current running operating condition of the railway vehicle: the current speed (v) of the railway vehicle, the current braking force, the current braking torque, the current braking pressure, the ambient temperature of the railway vehicle, the current load and / or payload of the railway vehicle, the gradient or inclination of the section traveled by the railway vehicle.

8. 2. The method according to claim 1, wherein the friction elements (1, 2) comprise a brake disc and brake pad or shoe brake unit of a disc brake of the friction braking system.

9. The running speed of the rail vehicle is set to the specific maximum allowable running speed (v ｍａｘＡｌｌｏｗｅｄ 2. The method of claim 1, wherein limiting or setting the maximum speed is performed by a locomotive operator, a higher level control system, or an automatic train operation (ATO) system.

10. 1. A device for influencing the running speed of a railway vehicle, the device comprising a friction brake system including at least one friction element (1, 2), the influencing is performed depending on the degree of at least one accompanying phenomenon that would occur during a braking process virtually performed by the friction brake system in a current operating situation of the railway vehicle, For this purpose, the device comprises at least the following elements: a) acquisition means (10, 11, 12, 13) connected to the railway vehicle and configured to acquire at least one parameter characterizing the current running operating situation of the railway vehicle; b) a computation unit (7) on which the model is implemented; c) a vehicle control unit configured to influence the running speed (v) of the rail vehicle; where: d) The model performs the steps and calculations as follows: d1) as a first accompanying phenomenon, brake wear of the at least one friction element (1, 2) caused by the virtually performed braking process in the current driving situation is used, and / or as a second accompanying phenomenon, brake noise caused by the virtually performed braking process in the current driving situation is used, and / or as a third accompanying phenomenon, brake odor or brake smoke caused by the virtually performed braking process in the current driving situation is used, d2) calculating a predicted friction element temperature (T) of the friction elements (1, 2) based on the at least one parameter and a virtually executed braking process in the current driving situation. ｐｒｅｄ ) is calculated or estimated, d3) Within the allocation (Γ), the predicted friction element temperature (T ｐｒｅｄ ) and a specific maximum allowable running speed (v) of at least one of the accompanying phenomena of the railway vehicle. ｍａｘＡｌｌｏｗｅｄ ) of the friction element (1, 2), where ｐｒｅｄ The degree of each accompanying phenomenon occurring during the friction element (1, 2) is determined by the predicted friction element temperature (T ｐｒｅｄ ) is as large as the maximum allowable degree of said accompanying phenomenon, and e) the current friction element temperature (T ａｃｔ ) or the predicted friction element temperature (T ｐｒｅｄ ) is the maximum friction element temperature (T ｍａｘ ) and f) the current friction element temperature (T ａｃｔ ) is a predefined maximum friction element temperature (T ｍａｘ ), the travel speed (v) is reduced to zero or the maximum allowable travel speed (v ｍａｘＡｌｌｏｗｅｄ ) below a predefined cooling run speed (v ｍｉｎ ) is output to the driver's display unit (9) and / or the vehicle control unit (8), g) the predicted friction element temperature (T ｐｒｅｄ ) is the maximum friction element temperature (T ｍａｘ ), but the current friction element temperature (T ａｃｔ ) is the maximum friction element temperature (T ｍａｘ ), the travel speed (v) is increased to at least the maximum allowable travel speed (v ｍａｘＡｌｌｏｗｅｄ ) is output to the driver's display unit (9) and / or the vehicle control unit (8).

11. The current friction element temperature (T ａｃｔ ) also determines the predicted friction element temperature (T ｐｒｅｄ ) also corresponds to the maximum friction element temperature (T ｍａｘ ), the travel speed (v) is at least the maximum allowable travel speed (v ｍａｘＡｌｌｏｗｅｄ 11. The device according to claim 10, wherein a recommendation signal for increasing the engine speed to 1000 kph is output to the driver's display unit (9) and / or the vehicle control unit (8).

12. The model calculates the current friction element temperature (T ａｃｔ ) to a first value of the running speed (v ａｃｔ ) is assigned a second value, whereby said first value (T ａｃｔ ) and the second value (v ａｃｔ ) tolerance region (T ａｃｔ , v ａｃｔ ) is defined, and the current friction element temperature (T ａｃｔ ) the degree of the first accompanying phenomenon occurring at the time of the friction element (1, 2) is at most as large as the maximum allowable degree of the first accompanying phenomenon, and / or the current friction element temperature (T ａｃｔ ) the degree of the second accompanying phenomenon occurring at the time of the friction element (1, 2) is at most as large as the maximum allowable degree of the second accompanying phenomenon, and / or the current friction element temperature (T ａｃｔ The degree of the third accompanying phenomenon occurring when the third accompanying phenomenon occurs is at most the same as the maximum allowable degree of the third accompanying phenomenon, and the allowable region (T ａｃｔ , v ａｃｔ ) is the current friction element temperature (T ａｃｔ ) and the associated specific maximum permissible driving speed (v ｍａｘＡｌｌｏｗｅｄ ) whereby the value pair (T act ) of the current friction element temperature (T act ) and the current driving speed (v act ) is limited by a boundary curve (Γ) that defines the allocation between the current friction element temperature (T act ) and the current driving speed (v act ). ａｃｔ , v ａｃｔ ) is below the boundary curve (Γ), the predicted friction element temperature (T ｐｒｅｄ ) is defined, the maximum allowable temperature (T ｍａｘ 11. The device of claim 10, wherein the distance between the first electrode and the second electrode is less than 1 / 2.

13. 11. The device according to claim 10, wherein the control device is included in a higher-level control system or an automatic train operation (ATO) system.

14. 11. The apparatus according to claim 10, further comprising a first selection means cooperating with the model, the first selection means being capable of selecting the first concomitant phenomenon and / or the second concomitant phenomenon and / or the third concomitant phenomenon.

15. 11. The device according to claim 10, wherein the model is configured such that the virtually performed braking process is performed with a predetermined braking action, a predetermined braking force, or a predetermined braking pressure or a predetermined braking torque.

16. 11. The apparatus of claim 10, wherein the model is configured such that the virtually performed braking process is performed using a defined braking strategy, the defined braking strategy including at least one of the following standardized braking strategies: emergency braking, forced braking, emergency braking, danger braking, and service braking.

17. 11. The apparatus of claim 10, wherein the model is configured to use at least one of the following parameters as parameters characterizing the current running operating situation of the railway vehicle: a current speed (v) of the railway vehicle, a current braking force, a current braking torque, a current braking pressure, an ambient temperature of the railway vehicle, a current load and / or payload of the railway vehicle, and a gradient or inclination of a section traveled by the railway vehicle.

18. A railway vehicle comprising a device according to any one of claims 10 to 17.

19. 18. A computer program comprising program code means for implementing the method according to any one of claims 1 to 9 using a computing unit (7) of an apparatus according to any one of claims 10 to 17.

Images