GB2463555A

GB2463555A - Train control device.

Info

Publication number: GB2463555A
Application number: GB0914956A
Authority: GB
Inventors: Malte Hammerl; Anna Schieben; Frank Flemisch; Zu Hoerste Michael Dr Ing Meyer
Original assignee: Deutsches Zentrum fuer Luft und Raumfahrt eV
Current assignee: Deutsches Zentrum fuer Luft und Raumfahrt eV
Priority date: 2008-09-15
Filing date: 2009-08-27
Publication date: 2010-03-24
Anticipated expiration: 2029-08-27
Also published as: GB2463555A8; GB2463555B8; DE102008047346A1; GB2463555B; DE102008047346B4; GB0914956D0

Abstract

A control device 1 for controlling rail-bound vehicles has a control lever 2, which is mounted so it can be pivoted or displaced and allows for manual input of control commands by a vehicle driver. The control device 1 has an actuator 4a which is connected to the control lever 2 and interacts with the control lever 2 so that movements can be impressed in order to transmit information to the vehicle driver.

Description

Control device for controlling rail-bound vehicles The invention relates to a control device for controlling rail-bound vehicles having at least one control lever which is mounted such that it can be pivoted or displaced in at least one direction and is configured for the manual inputting of control commands by the vehicle driver.

The invention also relates to a control lever for this purpose.

Nowadays, modern railway operations are characterized by an entire series of track-mounted and vehicle-mounted safety devices which are intended to ensure safe operation of the railway and, in particular, avoid injury to persons. Such modern track-mounted safety devices include, in particular, a continuous automatic train control system which can be used to transmit information in a wireless fashion between a signal cabin and a travelling train, It is therefore possible to use this system, in particular, to transmit speed limits to the travelling train, which generally cause the vehicle driver to brake the train from a certain speed to a lower, prescribed speed.

The braking curve which is to be complied with here by the vehicle driver is monitored by the train protection system, so that forced braking of the train occurs if this prescribed braking curve is exceeded. However, these forced braking operations which are carried out by the train protection system generally cause the operational sequence to be disrupted and give rise to corresponding delays. One of the reasons for which the vehicle driver does not comply with the corresponding braking curve is :. the fact that the information about the braking curve is not conveyed intuitively enough, and this contributes to the information not being appropriately perceived in S...

stressful situations. 55.. * . S S.

Furthermore, modern railway operations are subject to ever greater economic considerations. The objective is to reduce the ongoing operating costs, a considerable part of which is energy costs. Particularly in view of the continuously * S. 55 * increasing energy costs, greater importance is being attached to the need for trains to travel within speed ranges which are optimum in terms of energy. It has therefore been recognized that particularly in the high speed range only slightly higher speeds, which ultimately have only a very small effect on the overall travel times, lead to a considerably higher consumption of energy. Timetables are therefore increasingly being drawn up in such a way that trains can travel at speeds which ensure optimum consumption of energy as far as possible.

If corresponding, precise location information and timetable information is available, a recommended speed, which is optimized in terms of the timetable data and a travel mode which is economical in terms of energy can be displayed to the vehicle driver using a corresponding assistance system.

Such signalling about a travel mode which is economical in terms of energy and/or recommended is currently being introduced in the form of the EBuLa (elektronischer Buchfahrplan und Verzeichnis der Langsamfahrstellen [electronic working timetable and directory of slow-speed stretches]) with which the driver is provided with information about the train being delayed with respect to the scheduled timetable.

This visual signalling of such complex information is less intuitive for the vehicle driver and, in particular stress situations, leads to excessive demands being made of the vehicle driver.

It is becoming more and more difficult for the respective persons to understand and safely control railway operations which are becoming ever more complex. In this context, it is possible, for example, for phenomena such as the so-called "out of the loop" problem to occur, said problem being known, in particular, from aircraft.

According to this phenomenon, the automatically occurring processes and the large amount of visual signalling mean that the pilot is no longer sufficiently involved in the ii:::': processes, which is ultimately also due to feedback being absent or not being very . intuitive. *..

lf: DE 10 2005 055 584 Al uses an arbitration unit to match manually input control commands and automatically generated control commands to one another in such a way that inconsistencies among the manual control commands and the automatically S...

* generated control commands are resolved. This is intended to ensure, in particular,

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that road vehicles can be operated semi-automatically without contradictory control commands putting safety in question.

A control concept based on the so-called horse metaphor is described in F. Flemisch, C. Adams, S. Conway, K. Goodrich, M. Palmer, P. Schutte: "The H-Metaphor as a Guideline for Vehicle Automation and Interaction", NASA/TM-2003-22672, December 2004. Automatically generated and manual control commands are matched using an appropriate input device in a way similar to a rider controlling a horse which is moving along on its own initiative. The concept here is based on the principle that in the case of "loose" reins the automatically generated control commands have greater control than the manual control commands, whereas when the reins are "tight" the manual control commands have precedence so that the driver essentially takes over the control process.

In this respect, the object of the invention is to specify a control device which permits more intuitive, and therefore safer, operator control of the rail vehicle when a rail vehicle is being controlled.

The object is achieved according to the invention with the control device of the type mentioned at the beginning in that the control device has at least one actuator which is connected to the control lever and interacts with the control lever in such a way that movements can be impressed in at least one direction in order to transmit information to the vehicle driver.

Basically, the prior art has disclosed two types of control levers for controlling a rail-bound vehicle. One type is an integral arrangement, i.e. the functions of "travel" and a:::': "braking" are integrated in one control lever, while in the other type two or more ". separate levers, which are each assigned one function, are arranged. The two types of lever which are known from the prior art have in common the fact that they serve . : exclusively as input media, i.e. the levers are configured only for manually inputting travel commands and/or control commands. Likewise travel levers/brake levers are in use which themselves have a pushbutton key at their upper end for operating the * driver's safety device. On the other hand, with the inventive control lever for rail * .* *** * S vehicles it becomes possible to impress, by means of an actuator connected to the control lever, a movement onto the control lever in order to transmit information to the vehicle driver using these movements. This method is very effective in particular because the vehicle driver is in direct contact with the control lever for most of the time.

The actuator of the control device can therefore be arranged in such a way that said actuator impresses a translational, rotational or vibrational movement in one or more directions on the lever. It is conceivable, for example, for the control lever to be provided in the longitudinal direction for the manual inputting of control commands in order to control the speed of the rail vehicle, while the same control lever is configured in the transverse direction of the vehicle for the inputting of control commands for the purpose of activating the driver's safety control. A movement of the control lever which can be impressed vibrationally in the transverse direction of the vehicle and the longitudinal direction of the vehicle can be used to indicate the activation of the driver's safety control to the vehicle driver. In this context, the decoupling of the driver's safety control from the acoustic and visual capacities of perception and the use of the haptic capacity of perception instead permits the operator to pay greater attention to other warning indications and information sources.

The intrinsic vibrational movement, which may occur, for example, in the transverse direction of the vehicle, can be changed in its frequency here in such a way that different information can also be transmitted to the vehicle driver by means of different vibration frequencies. For example, it is therefore quite particularly advantageous if the frequency of the vibration movement is selected as a function of the urgency of the information so that very urgent information has a higher frequency . than information with a relatively low priority. S...

J: A further possible way of conveying information to the vehicle driver by means of the control lever is to change the temperature of the control lever. For this purpose, the control lever has a thermal element which can change the temperature of the control * lever so that the control lever either becomes warmer or colder than its ambient S..... *

temperature. It is therefore possible, for example, for the activation of the driver's safety device to be indicated to the vehicle driver in such a way that the temperature of the control lever continuously increases.

A particular refinement of the transmission of information using a change in temperature of the control lever is that a thermal sensor which measures the temperature of the surface of the vehicle driver's hand is provided in the control lever.

As a function of this temperature of the surface of the hand which is measured in this way it is then determined how large the change in the temperature has to be for the vehicle driver to correspondingly perceive it. It is conceivable here that the difference between the temperature of the surface of the hand and the temperature of the control lever correspondingly indicates to the driver how urgent the information is. As the difference in temperature increases, the urgency also becomes greater.

A further possible way of conveying haptic information to the vehicle driver is that the control lever has, on its lever end, a grip element which is arranged in a rotational fashion on the lever end. If this grip element on the lever end then rotates or moves, certain information can therefore be conveyed to the vehicle driver, such as, for example, the request to activate the driver's safety device. In this context, the urgency of the information can also be represented as a function of the rotational speed.

A further problem with the conventional control lever for rail vehicles which is known from the prior art is the fact that it cannot carry out any intrinsic movement so that the control command which is set by the control lever does not always have to be consistent with the actual state of the rail vehicle. If, for example, forced braking *::: owing to travelling through a restrictive signal is carried out by the train safety . system, the control lever remains in its set lever position. However, the set lever position indicates a speed selling at which the vehicle is no longer travelling owing to S1: the forced braking. In such a case, it is desirable for the lever position to be consistent with the actual state which is to be set.

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In the present invention, this consistent setting can be achieved by virtue of the fact that the control device is configured, by means of the actuator, to move the control lever in such a way that the lever position is consistent with the actual state of the control system of the rail-bound vehicle. If, for example, forced braking is carried out, the lever moves, owing to the actuator, into a lever position which corresponds to the current degree of deceleration. The vehicle driver therefore recognizes intuitively the magnitude of the automatically set deceleration of the forced braking.

It is particularly advantageous if the control device is configured, by means of the actuator, to apply an active force to the control lever in order, for example, also to carry out a movement of the control lever against the will of the vehicle driver.

It is conceivable for the actuator to apply a force to the control lever in order to set, counter to the current lever position, an optimum lever position with respect to a state of the rail vehicle which is to be set, if the vehicle driver follows this force. Such a situation is conceivable, for example, in terms of the on-board computer of the rail vehicle having reached an optimum speed which is optimized with respect to the timetable which is to be complied with and the consumption of energy. If the lever position does not correspond to the position which corresponds to the optimum state, for example the optimum speed, the force is applied to the control lever in order to move the lever into the optimum position. If the vehicle driver follows the force, the optimum lever position with respect to the state which is to be set is set.

If the vehicle driver then wishes to adjust the rail vehicle to a speed range which no longer appears optimum with respect to the abovementioned characteristic, it is advantageous if the vehicle driver firstly has to overcome a certain amount of force at the control lever, which force is applied to the control lever by the control device by means of the actuator. The intention is to indicate intuitively to the vehicle driver that he is leaving the optimum setting with respect to a certain state. In this context, the ** * V o: force can be linearly greater the greater the difference with respect to the optimum setting. This function could be activated, for example, with a separate switch. S.

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It is therefore conceivable, for example, for the active force of the actuator to be selected as a function of an optimum braking curve in order to guide the vehicle driver intuitively on a safe braking curve which appears optimum in accordance with certain characteristics. This makes it possible to avoid obstructions and delays, including the risk of the train safety system initiating forced braking since the braking curve has not been correspondingly complied with.

Furthermore, it is quite particularly advantageous if the applied active force is selected as a function of an optimum speed, in particular a speed which has been optimized with respect to the consumption of energy. This makes it possible to ensure that the vehicle driver travels at a certain speed which has been optimized in terms of the consumption of energy, so that the operating costs are correspondingly significantly reduced.

The object is also achieved according to the invention with a control lever of the type mentioned at the beginning. Advantageous refinements can be found in the corresponding subclaims.

The present invention will be explained in more detail by means of the appended drawings, in which: Figure la shows a schematic illustration of the control device in the lateral direction with respect to the longitudinal axis of the vehicle; Figure lb shows a schematic illustration of the control device in the lateral direction with respect to the transverse axis of the vehicle; * * * *I * *::::* Figure 2 shows a schematic illustration of the control device in a plan view; &5: Figure 3 shows a schematic illustration of the control device when an active force is applied; and S... S... *5S*s S *

Figure 4 shows a schematic illustration of the control device when an active force is applied counter to a manual force.

Figures la and lb show in schematic form the control device 1 of the present type.

The control device 1 is composed here of a control lever 2 which has, at its upper lever end, a grip element 3 which is embodied as a ball in the present embodiment.

However, other grip elements are also perfectly conceivable here. In this exemplary embodiment, the control lever 2 is connected, in such a way that it can rotate in every direction, to the driver's console 7, which is arranged in the cockpit of the rail-bound vehicle.

The control device 1 also has actuators 4a, 4b which are each provided for moving or applying an active force in a specific direction. For example, in Figure Ia the actuator 4a is arranged in such a way that it can move the control lever 2 in rotation in the longitudinal direction of the vehicle about the mountS, while in Figure lb the actuator 4b can move the control lever 2 in rotation in the lateral direction of the vehicle about the mount 5. The mount 5 can be here a ball-and-socket joint which permits the control lever 2 to move in every direction.

In one embodiment (not illustrated), the actuator 4b can, however, also be arranged in such a way that the control lever 2 is not moved in rotation in the transverse direction of the vehicle but rather in a translational fashion. In these two exemplary embodiments, which are shown in Figures la and ib, the two actuators 4a, 4b are configured hydraulically in order to be able to apply corresponding active forces to the lever.

:. As is indicated in Figure la, the control lever 2 of the control device 1 can be moved *". in rotation both in the direction R11 and in the direction R12. The pivoting direction R11 is in the direction 6 of travel here. Displacement of the control lever 2 in this direction I.., &I: R11 indicates here that the rail vehicle is intended to accelerate compared to its current speed and to maintain the speed which is then set. The movement of the control lever 2 in the direction Ri2 indicates that the speed of the rail vehicle needs to 4** * be reduced. If a certain point in the direction R12 of the control lever 2 is exceeded, a * corresponding braking operation is initiated. The degree of deceleration is dependent here on the respective position of the control lever 2, so that the degree of deceleration is greater the further the control lever 2 has been moved in the direction R12.

The actuator 4a of the control device 1 is arranged here on the control lever 2 in such a way that it can move the control lever 2 both in the direction R11 and in the direction R12, or can apply corresponding force in the respective corresponding direction.

In Figure Ib, the section through the control device extends in the transverse direction of the vehicle. As is apparent from Figure ib, the control lever 2 can be displaced both in the direction R21 and in the direction R22. In this context, the shortness of the arrows indicates that the movement path is shorter than that in the longitudinal direction of the vehicle. The movement in the transverse direction of the vehicle is preferably used for vibrational movements here, so that the control lever 2 is moved alternately in rapid succession between the direction R21 and the direction R22. The urgency of a message can preferably be represented here with the frequency of the vibration.

It is therefore possible for a first warning ("expect stop" signal indication) to be represented with a slow frequency in the advance signal while the increasing need for the start of braking is represented with a higher frequency or a higher amplitude.

The transitions can occur continuously and linearly here. However, it is also conceivable for other messages such as, for example, faults on the vehicle or a non-round wheel or the like and also messages about the call from the train director or the signalling of an area alarm to be represented by means of such vibration. * * * S. *

The obligation to activate the driver's safety device (vertical movement of the lever) can also be removed from the pure time control and coupled to the operator control of the control lever 2 by the drivers in a rotational fashion in the longitudinal direction of the vehicle, If activation in any direction is detected by the control lever 2, the time : switching of the driver's safety device can start anew. S...

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Figure 2 shows a schematic illustration of the control device 1 in a plan view. As is apparent in Figure 2, the control lever 2 can be moved with the control head 3 in the direction R11 (corresponds to the travel direction 6) and in the direction R12 (corresponds to the opposite direction to the travel direction 6), in which case the speed is controlled with the movement in the longitudinal direction of the vehicle.

With a lateral movement (direction R21, R22), it is possible, for example, to activate the driver's safety device.

In this exemplary embodiment, the head 3 of the control lever 2 is embodied as a ball which is arranged in a rotating fashion on the control lever 2. Furthermore, this rotation R3 of the head 3 can also be used to convey information to the vehicle driver.

It is also conceivable for different information to be conveyed with different frequencies and/or rotational speeds.

Figure 3 shows a schematic illustration of the control device 1 when an active force Fa is applied by one of the actuators. It is therefore conceivable that in the case of forced braking the control lever 2 also goes into the braking position in a way which is analogous with the braking being carried out, so that this logical combination permits consistency of the operator control device with the state of the train. The position of the control lever 2 is therefore consistent with the change in speed being carried out.

However, it is also conceivable that in the case of an excessively high or non-optimum speed the vehicle driver is informed about a correspondingly better speed setting by the application of a corresponding force Fa, in which case the vehicle driver can follow this pulling-back force Fa or can oppose it if he believes that the speed which has been set is better. In this case, he would have to correspondingly S...

: overcome the pulling-back force F8. * S**

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The same also applies when complying with a corresponding braking curve during which a corresponding pulling-back force Fa also informs the driver about the optimum braking setting with respect to the prescribed braking curve. This indication ** of such an optimum braking curve is more intuitive here than visual or acoustic *....: signals. S *

Figure 4 shows a schematic illustration of the control device I when an active force Fa is being applied by the vehicle driver counter to a force Ff. Such a case is conceivable, for example, if an optimum speed for corresponding properties has already been set and the vehicle driver then wishes to use the control lever 2 to set a speed which no longer appears optimum. In this case, the vehicle driver must apply a corresponding force Fç in order to move the control lever in the travel direction 6 SO that a higher, non-optimum speed can be set.

The control device 1 would in this case detect that a speed which is no longer optimum is to be set by means of the lever movement, so that the control device 1 applies an opposing force Fa by means of the corresponding actuators. This opposing force Fa signals to the vehicle driver that he wishes to set a speed for the rail vehicle which no longer appears optimum in terms of certain characteristics. If he nevertheless believes that a higher speed is better in this case, he must overcome the opposing force Fa, i.e. the following must apply: Ff> Fa.

However, if he does not overcome the corresponding opposing force, the control lever 2 remains in its corresponding lever position which represents the optimum speed. In this case the following applies: Ff< Fa.

However, such opposing force moments are desired even when a corresponding : braking curve is being complied with. In this case, a corresponding opposing force is *.I.

always generated if the vehicle driver wishes to set a degree of deceleration which would bring about a situation in which the braking curve is not complied with and the train safety system would carry out forced braking. However, it is also conceivable that an opposing force is generated if the vehicle driver sets an excessive degree of deceleration so that the train is braked excessively. Excessive braking leads ***... *

ultimately to delays in the operational sequence so that this can also be prevented using a corresponding opposing force.

Furthermore, if corresponding timetable data are available, the control lever 2 can also be manipulated as a function of such timetable data so that a significantly more precise prediction can be made about the punctuality of the train. S... * . I *.* . *SS. * S * *. * **.

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Claims

Patent claims 1. Control device (1) for controlling rail-bound vehicles having at least one control lever (2) which is mounted such that it can be pivoted or displaced in at least one direction (Ru, R12, R21, R22) and is configured for the manual inputting of control commands by the vehicle driver, characterized in that the control device (1) has at least one actuator (4a, 4b) which is connected to the control lever (2) and interacts with the control lever (2) in such a way that movements can be impressed in at least one direction (Ri1, R12, R21, R22, R3) in order to transmit information to the vehicle driver.
2. Control device (1) according to Claim 1, characterized in that the control lever (2) is mounted such that it can be pivoted or displaced in the longitudinal direction of the vehicle and is configured for the manual inputting of control commands in order to control the speed of the rail-bound vehicle, by the vehicle driver impressing a movement in the longitudinal direction of the vehicle.
3. Control device (1) according to Claim 1 or 2, characterized in that the control lever (2) is mounted such that it can be pivoted or displaced in the transverse direction of the vehicle and is configured for the inputting of manual control commands by the driver impressing a movement in the transverse direction of the vehicle.
4. Control device (1) according to Claim 3, characterized in that the control S...commands represent the operator control of the train safety function, the S...S...,. activation of the driver's safety control and/or the transmission of information about the setting, storage, changing and deletion of a setpoint : state to the vehicle control system of the rail vehicle.

**
5. Control device (1) according to one of the preceding claims, characterized in that the control device (1) is configured, by means of the actuator (4a, 4b), to impress a translational, rotational and/or vibrational movement of the control lever (2) in at least one direction (R11, R12, R21, R22, R3).
6. Control device (1) according to Claim 5, characterized in that the control device (1) is configured, by means of the actuator (4a, 4b), to impress the vibrational movements of the control lever (2) in the transverse direction of the vehicle and/or longitudinal direction of the vehicle.
7. Control device (1) according to Claim 5 or 6, characterized in that the control device (1) is configured to request the vehicle driver to activate the driver's safety control by means of the vibrational or rotational (R3) movement.
8. Control device (1) according to one of Claims 5 to 7, characterized in that the control device (1) is configured to set the frequency, amplitude and/or duration of the vibrational movement of the control lever (2) as a function of the information to be transmitted, in particular as a function of the urgency of the information.
9. Control device (1) according to one of Claims 5 to 8, characterized in that the control device (1) is configured to set the speed, repetition frequency, magnitude and/or duration of the rotational movement of the control lever (2) as a function of the information to be transmitted, in particular as a function of the urgency of the information.
10. Control device (1) according to one of the preceding claims, characterized *S..: in that the control lever (2) has at least one thermal element for controlling the temperature of the control lever (2) in such a way that information can be transmitted to the vehicle driver by means of a change in the temperature of the control lever (2).

**
11. Control device (1) according to Claim 10, characterized in that the control lever (2) has at least one thermal sensor for sensing the temperature of the surface of the vehicle driver's hand, wherein the quantity of the change in temperature is determined as a function of the sensed temperature of the surface of the hand.
12. Control device (1) according to Claim 10 or 12, characterized in that the control device (1) is configured to display the urgency of the information as a function of the difference in temperature.
13. Control device (1) according to one of the preceding claims, characterized in that the control lever (2) has, at one end, a grip element (3) for manually activating the control lever (2).
14. Control device (1) according to Claim 13, characterized in that the grip element (3) is arranged in a rotating fashion on the lever end and is provided for transmitting information as a function of the rotation of the grip element (3).
15. Control device (1) according to Claim 14, characterized in that the control device (1) is configured to display the urgency of the information as a function of the rotational speed of the grip element (3).
16. Control device (1) according to one of the preceding claims, characterized in that the control device (1) is configured, by means of the actuator (4a, 4b), to move the control lever (2) in such a way that the lever position is consistent with the actual state of the rail-bound vehicle if the actual state changes. * . * ** * I.. S
17. Control device (1) according to Claim 16, characterized in that the state is the speed, the degree of acceleration, the applied traction force or braking force and/or the degree of deceleration of the rail-bound vehicle. *5S* * S...S *
18. Control device (1) according to one of the preceding claims, characterized in that the control device (1) is configured, by means of the actuator (4a, 4b), to apply an active force (Fa) to the control lever (2).
19. Control device (1) according to Claim 18, characterized in that the control device (1) is configured, by means of the actuator (4a, 4b), to apply an active force (Fa) in such a way that the active force (Fa) acts counter to a manual lever movement of the vehicle driver if the manual lever movement in one direction (R11, R12, R21, R22) occurs counter to an optimum lever position with respect to a state of the rail vehicle which is to be set.
20. Control device (1) according to Claim 18 or 19, characterized in that the control device (1) is configured, by means of the actuator (4a, 4b), to apply an active force (Fa) in such a way that an optimum lever position with respect to a state of the rail vehicle which is to be set is set counter to the current lever position if the vehicle driver follows the force or does not apply any force.
21. Control device (1) according to Claim 18 or 20, characterized in that the control device (1) is configured to set the quantity of the active force (Fa) as a function of the difference between the optimum lever position and the actual lever position.
22. Control device (1) according to one of Claims 18 to 21, characterized in that the control device (1) is configured, by means of the actuator (4a, 4b), to generate latching points in the movement of the control lever (2), .. : wherein a state of the rail vehicle which is to be set can be set by means of *S..S.... the latching points which are controlled by means of the actuator (4a, 4b). S.. * S.
23. Control device (1) according to Claim 22, characterized in that the control device (1) is configured in such a way that when the vehicle driver departs from a lever position defined by the latching points an opposing force is applied by means of the actuator (4a, 4b).
24. Control device (1) according to one of Claims 18 to 23, characterized in that the control device (1) is configured, by means of the actuator (4a, 4b), to apply the active force (Fa) as a function of an optimum braking curve or a braking curve which is monitored by a train safety system.
25. Control device (1) according to one of Claims 18 to 24, characterized in that the control device (1) is configured, by means of the actuator (4a, 4b), to apply the active force (Fa) as a function of an optimum speed, in particular as a function of an optimum speed with respect to the consumption of energy or the travel time of a timetable.
26. Control device (1) according to one of Claims 18 to 25, characterized in that the control device (1) is configured, by means of the actuator (4a, 4b), to apply an active force (Fa) as a function of a maximum speed which is to be travelled at or which is monitored by a train safety system.
27. Control lever (2) for controlling a rail-bound vehicle with an actuator (4a, 4b) according to one of the preceding claims.
28. Control lever (2) according to Claim 27, characterized in that the control lever (2) is provided for manually influencing the speed, in particular for accelerating and/or braking the rail vehicle. *S.. * * * ** * *S.. * S * S** **.. * S S S. S S... *5*5S *5*.S * .