AU2019203522B2 - Method for calculating a driving recommendation for a rail vehicle, assistance system of a rail vehicle and rail vehicle - Google Patents

Method for calculating a driving recommendation for a rail vehicle, assistance system of a rail vehicle and rail vehicle Download PDF

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Publication number
AU2019203522B2
AU2019203522B2 AU2019203522A AU2019203522A AU2019203522B2 AU 2019203522 B2 AU2019203522 B2 AU 2019203522B2 AU 2019203522 A AU2019203522 A AU 2019203522A AU 2019203522 A AU2019203522 A AU 2019203522A AU 2019203522 B2 AU2019203522 B2 AU 2019203522B2
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AU
Australia
Prior art keywords
rail vehicle
braking
braking components
state parameters
assistance system
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Ceased
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AU2019203522A
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AU2019203522A1 (en
Inventor
Manfred Walter
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
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Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Priority to AU2019203522A priority Critical patent/AU2019203522B2/en
Publication of AU2019203522A1 publication Critical patent/AU2019203522A1/en
Application granted granted Critical
Publication of AU2019203522B2 publication Critical patent/AU2019203522B2/en
Ceased legal-status Critical Current
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0062—On-board target speed calculation or supervision
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/665—Electrical control in fluid-pressure brake systems the systems being specially adapted for transferring two or more command signals, e.g. railway systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • B60T17/228—Devices for monitoring or checking brake systems; Signal devices for railway vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
    • B60T8/1705—Braking or traction control means specially adapted for particular types of vehicles for rail vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0058—On-board optimisation of vehicle or vehicle train operation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/04—Automatic systems, e.g. controlled by train; Change-over to manual control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Regulating Braking Force (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)

Abstract

A method for calculating a driving recommendation for a rail vehicle, having an assistance system which is installed in the rail vehicle, having a calculation unit and a data memory in which timetable information and route information on the route to be travelled on, physical properties of the rail vehicle and if appropriate wagons attached thereto are stored, comprising the method steps: detecting the current position of the rail vehicle, detecting the current speed of the rail vehicle, detecting instantaneous state parameters of the braking components of the rail vehicle, comparing the state parameters of braking components with setpoint ranges of the state parameters of the braking components which are stored in the data memory, calculating the currently available braking force of the braking components on the basis of the comparison of the state parameters of the braking components, and updating the driving recommendation during travel while taking into account the current position and speed of the rail vehicle and the currently available braking force of the braking components which is obtained from the comparison of the state parameters of the braking components.

Description

Method for calculating a driving recommendation for a rail vehicle, assistance system of a rail vehicle and rail vehicle
The present application is a divisional of parent application 2013311590, the contents of which are incorporated herein by reference.
The present invention relates to a method for calculating a driving recommendation of a rail vehicle, in particular of a multiple train unit or of a locomotive, having an assistance system which is installed in the rail vehicle. The invention also relates to an assistance system and to a rail vehicle.
In rail vehicle transportation, calculation methods for driving recommendations which are implemented in calculation units of an assistance system, in particular of a driver assistance system, have been known for some years. In these methods, an algorithm is used to calculate a driving recommendation which provides the driver of the tractive unit with a recommendation as to how to control the rail vehicle in order to optimize one or more target variables. Possible target variables are, for example, punctual arrival at the destination, the energy consumption on the route to be travelled on or else the train longitudinal forces occurring during the travel. Input variables which are used for the calculation methods are the physical properties of the rail vehicle and, if appropriate, wagons coupled thereto, the route to be travelled on, the timetable and other operational regulations such as, for example, speed limits.
These methods have completely proven their worth in practice.
It is desirable to make available a method for calculating a driving recommendation using an assistance system which is integrated in a rail vehicle and with which, in particular, the driving style with respect to the use of the brakes of the rail vehicle can be improved further.
Reference to any prior art in the specification is not an acknowledgment or suggestion that this prior art forms part of the common general knowledge in any jurisdiction or that this prior art could reasonably be expected to be combined with other pieces of prior art by a skilled person in the art.
The method according to the invention for calculating a driving recommendation for a rail vehicle having an assistance system installed in the rail vehicle, having a calculation unit and a data memory in which timetable information and route information on the route to be travelled on, physical properties of the rail vehicle and if appropriate wagons attached thereto are stored comprises the
following method steps:
- detecting the current position of the rail vehicle,
- detecting the current speed of the rail vehicle, - detecting instantaneous state parameters of the - braking components of the rail vehicle, - comparing the state parameters of the braking components with respective setpoint ranges of the state parameters of the braking components which are stored in the data memory, wherein the setpoint ranges are calculated before the start of travel for the route to be travelled on, - calculating the currently available braking force of the braking components on the basis of the comparison of the state parameters of the braking components, and - updating the driving recommendation during travel while taking into account the current position and speed of the rail vehicle and the currently available braking force of the braking components which is obtained from the comparison of the state parameters of the braking components.
With the method according to the invention, a significant improvement in previously known calculation methods is made possible by virtue of the fact that instantaneous state parameters of the braking components of the rail vehicle are detected even during travel and are included in the calculation for the driving recommendation. As a result, a low-wear driving style with respect to the braking components of the rail vehicle can be calculated as further target variables. Furthermore, this permits the severity of braking of the instantaneously available braking force to be adapted, with the result that safety-critical and/or wear-intensive overloading of the braking components of the rail vehicle can be avoided.
- 3a According to one advantageous embodiment variant, in particular, instead of the tractive unit driver, driver assistance systems directly assume the control of the rail vehicle, the current driving recommendation is transmitted from the calculation unit of the assistance system to a control unit of the rail vehicle, which control unit then automatically adapts, for example, the current speed to the currently available braking force of the braking components of the rail vehicle in such a way that braking of the rail vehicle can take place without any increased risk of damage to the braking components.
According to one embodiment variant of the invention, during the detection of instantaneous state parameters of the braking components of the rail vehicle, the current temperature of the friction linings and of the brake disks or of the wheels of the rail vehicle, against which the friction linings bear during a braking process, is measured.
According to a further embodiment variant of the invention, this temperature is not measured but is instead determined numerically from the physical properties of the braking components and from the heat input of the braking operations which have occurred previously.
The temperature of these braking components can be used as a characteristic variable, since the wear properties of these braking components are temperature-dependent.
During contact, subject to wear, of the friction lining or of a brake block as well as of the brake disk or the wheel of the rail vehicle, at which the brake block or friction lining bears during the braking process, kinetic energy is converted into heat. Owing to the material properties of the friction linings and/or brake disks or wheels, the relatively high temperatures in the braking components also bring about relatively high wear in the respective braking components.
In addition to the abrasion occurring during a braking process, in the case of overheating, a total failure of braking components can also occur as a result of the formation of fractures. The monitoring of the temperature of the braking components provides a remedy here in which the calculated driving recommendation allows for the current temperatures of the braking components, which can result, for example, in the recommendation of a correspondingly decelerated velocity or of early coasting of the rail vehicle.
In particular, continuous detection of the instantaneous state parameters of the braking components of the rail vehicle therefore gives rise to a continuously correspondingly adapted driving recommendation.
In one embodiment variant, instantaneous state parameters of further components of the rail vehicle are also detected, compared with setpoint values and used for the calculation of the driving recommendation.
According to a further embodiment variant of the invention, the data stored in the data memory of the calculation unit is updated via a data interface provided at the calculation unit. This data interface is preferably embodied here as a wireless communication interface via which the data stored in the data memory of the calculation unit is updated continuously or at predetermined time intervals.
This also makes it possible that information conveyed, for example, from a central control station, such as for example changes in the timetable, route blockages or the distance from further rail vehicles on the route to be travelled on are continuously registered on an updated basis in the calculation of the driving recommendation.
Preferred embodiment variants of the inventor according to the method, and of the assistance system for a rail vehicle will be explained in more detail below with reference to the figures, in which:
fig. 1 shows a schematic illustration of a rail vehicle with an assistance system installed therein, and
fig. 2 shows a schematic flowchart illustrating an embodiment variant of the method according to the invention.
In fig. 1, a rail vehicle is denoted overall by the reference numeral 1, said rail vehicle having an assistance system 2. The assistance system 2 is embodied here, in particular, as what is referred to as a driver assistance system, with a screen which is preferably a component of a driver's cab of a multiple train unit or locomotive embodied rail vehicle. This screen is connected to a calculation unit 12 of the assistance system 2, with the result that the driving recommendations, for example a speed recommendation and/or a recommendation for a brake lever position or traction lever position, which is calculated in the assistance system 2 are displayed on this screen to the tractive unit driver 11.
The assistance system 2 also has a data memory 13 which preferably has, in particular, timetable information and route information of the route to be travelled on, physical properties of the rail vehicle 1 and, if appropriate, wagons coupled thereto. These physical properties of the rail vehicle 1 include here, in particular, the mass of the rail vehicle or of the coupled wagons and, in particular, also the characteristic of the drive and of braking components which arranged on the vehicle axles 7 or the arranged wheels 8. The data mentioned above is preferably input here into the data memory 13 before the start of the travel of the rail vehicle.
In order to be able to incorporate changes, in particular to the timetable or changes to the route to be travelled on during travel of the rail vehicle 1, the data memory 13 can preferably be updated, even during travel, via a data interface 4 which preferably makes available a wireless connection to a central control station 5.
Alternative or additional data interfaces via which, for example, memory sticks or other storage media can be connected directly to the data memory 13, and therefore data can be input into the data memory 13 or loaded therefrom, are also conceivable.
In order to detect the current position of the rail vehicle 1, the assistance system 2 is preferably equipped with a further data interface 9 which permits a wireless connection to a satellite navigation system, with the result that a precise determination of the position of the rail vehicle 1 on the route is provided at any time.
As is shown in the schematic flowchart shown in fig. 2, in order to calculate a driving recommendation for the route to be travelled on by the rail vehicle 1 initially the current position, the current speed and the instantaneous state parameters of the braking components of the rail vehicle 1 are detected while taking into account the data loaded into the data memory 13 of the assistance system 2 before the start of travel.
The detection of the instantaneous state parameters with the braking components of the rail vehicle 1 comprises here, in particular, detection of the current temperature of the friction linings or brake blocks and of the brake disks or the wheels 8 of the rail vehicle 1 in the event of the friction linings or brake blocks engaging directly on the wheels 8 of the rail vehicle 1.
The detection of temperature takes place here in one embodiment variant of the method according to the invention by measuring the thermal radiation which is output, for example by means of an infrared measuring device. Other embodiments of such a temperature measuring device are also conceivable. The temperature measuring devices 6 are connected here in a wire-bound fashion or else in a wireless fashion to the calculation unit 12 of the assistance system 2.
In another embodiment variant of the method according to the invention, the temperature is detected by means of a numerical determination, based on the physical properties of the braking components and on the basis of the input of heat of the braking operations which have occurred previously.
The temperature data which is detected in this way is compared, in a further method step, with setpoint ranges, stored in the data memory 13, of the state parameters of the braking components in the calculation unit 12.
On the basis of this comparison, in a subsequent method step a currently available braking force of the braking components is calculated. This currently available braking force is then input as exclusive target variables, or as one of the target variables to be optimized, into a calculation of a current driving recommendation while further taking into account the current position and speed of the rail vehicle.
Insofar as the rail vehicle 1 is a tractive unit which does not require a tractive unit driver 11, in a subsequent method step the calculated driving recommendation is transferred from the calculation unit 12 of the assistance system 2 directly to a control unit 3 of the rail vehicle 1, with the result that actuation of the rail vehicle 1, consisting, for example, in throttling of the current velocity, occurs directly on the basis of the updated driving recommendation.
During the calculation of the currently available braking force of the braking components, in particular the temperature dependence of the wear of the friction linings or of the brake disks or of the wheels 8 of the rail vehicle 1 is taken into account, since the temperature dependence of the wear is different depending on the material, in particular of the friction linings.
This makes it possible that for example after a relatively long downhill section of the route, during which one or more of the braking components are subjected to a large heat load as a result of a long lasting braking process, a speed which is reduced compared to a predefined setpoint speed is output as a driving recommendation in the subsequent part of the route, since a subset of the braking components have heated up so strongly that a predetermined cooling time or alternatively a reduced braking force of these braking components can be taken into account in order to acquire once more the setpoint braking force which is predefined with these braking components, with the result that damage to the braking components during a subsequent braking process can be prevented with the driving recommendation of a reduced velocity which takes into account these factors.
The detection of the instantaneous state parameters of the braking components of the rail vehicle 1 preferably occurs continuously, for example every second. Detection of the instantaneous state parameters of the braking components as a result of predetermined events, for example during a predetermined time period after a braking process has occurred is also conceivable.
The passing on of the detected instantaneous state parameters of the braking components of the rail vehicle 1 to the calculation unit 12 of the assistance system 2 likewise preferably occurs continuously.
Passing on on request, controlled by the assistance system 2, is also conceivable here.
If the assistance system 2 is connected to the braking components via one or more interfaces, the operational readiness of the braking components can therefore be checked, with the result that in particular a possible fault in one or more of the braking components can likewise give rise to a changed driving recommendation and braking recommendation such as an instantaneous unfavorable temperature, i.e. a temperature which reduces the braking force.
In addition to detection of the state parameters at the braking component, it is also conceivable to detect further components of the rail vehicle continuously or as a result of predetermined events and to compare the latter with the setpoint values stored in the data memory 13 and to use them to calculate the driving recommendation.
This includes, in particular, a comparison of the current speed of the rail vehicle 1 after the detection of the current position of the rail vehicle 1 with a setpoint speed which is calculated before the start of travel and is stored in the data memory 13 as a setpoint speed profile for the route section currently being travelled on.
It is important with the method and an assistance system described above and a rail vehicle which is equipped with such an assistance system that instantaneous availability of all the braking components of the rail vehicle is made possible at any time, said availability being detected by the assistance system and included, with the method described above, in the calculation of a driving recommendation, with the result that any braking process of the rail vehicle can be adapted to the actually available braking force, as a result of which overloading of the braking components can be effectively avoided.
List of reference numerals
1 Rail vehicle 2 Assistance system 3 Control unit 4 Data interface Central control station 6 Temperature measuring device 7 Vehicle axles 8 Wheels 9 Data interface 11 Tractive unit driver 12 Calculation unit 13 Data memory

Claims (17)

1. A method for calculating a driving recommendation for a rail vehicle, having an assistance system which is installed in the rail vehicle, having a calculation unit and a data memory in which timetable information and route information on the route to be travelled on, physical properties of the rail vehicle and if appropriate wagons attached thereto are stored, comprising the method steps: - detecting the current position of the rail vehicle, - detecting the current speed of the rail vehicle, - detecting instantaneous state parameters of the braking components of the rail vehicle, - comparing the state parameters of the braking components with respective setpoint ranges of the state parameters of the braking components which are stored in the data memory, wherein the setpoint ranges are calculated before the start of travel for the route to be travelled on, - calculating the currently available braking force of the braking components on the basis of the comparison of the state parameters of the braking components, and - updating the driving recommendation during travel while taking into account the current position and speed of the rail vehicle and the currently available braking force of the braking components which is obtained from the comparison of the state parameters of the braking components.
2. The method as claimed in claim 1, wherein the updated driving recommendation is transmitted from the calculation unit to a control unit of the rail vehicle.
3. The method as claimed in claim 1 or 2, wherein during the detection of instantaneous state parameters of the braking components of the rail vehicle, the current temperature of the friction linings and of the brake disks or of the wheels of the rail vehicle, against which the friction linings bear
14
during a braking process, is measured.
4. The method as claimed in claim 1 or 2, wherein, during the detection of instantaneous state parameters of the braking components of the rail vehicle, the current temperature of the friction linings and of the brake disks or of the wheels of the rail vehicle against which the friction linings bear during a braking process is determined numerically from the physical properties of braking components and from the heat input of the braking operations which have occurred previously.
5. The method as claimed in claim 3 or 4, wherein during the calculation of the currently available braking force of the braking components the temperature-dependence of the wear of the friction linings and/or brake disks or the wheels of the rail vehicle is taken into account.
6. The method as claimed in any one of the preceding claims, wherein during the detection of instantaneous state parameters of the braking components of the rail vehicle the operational readiness of one or more of the braking components is taken into account.
7. The method as claimed in any one of the preceding claims, wherein the detection of instantaneous state parameters of the braking components of the rail vehicle takes place continuously.
8. The method as claimed in claim 7, wherein the detected instantaneous state parameters of the braking components of the rail vehicle are sent to the calculation unit of the assistance system continuously.
9. The method as claimed in any one of the preceding claims, wherein instantaneous state parameters of further components of the rail vehicle are detected, compared with setpoint values and used for the calculation of a driving
15
recommendation.
10. The method as claimed in any one of the preceding claims, further including, after the detection of the current position of the rail vehicle, comparing the current speed of the rail vehicle with a setpoint speed that is calculated before the start of travel and is stored in the data memory as a setpoint speed profile for the route section currently being travelled on.
11. The method as claimed in one of the preceding claims, wherein the data which is stored in the data memory is updated via a data interface.
12. The method as claimed in claim 11, wherein the data interface is embodied as a wireless communication interface via which the data stored in the data memory of the calculation unit is updated continuously or at predetermined time intervals.
13. The method as claimed in any one of the preceding claims, wherein the rail vehicle is a tractive unit or a locomotive.
14. An assistance system of a rail vehicle, having a data memory for storing timetable information and route information of the route to be travelled on, physical properties of the rail vehicle and, if appropriate, wagons coupled thereto, a calculation unit with which a driving recommendation is calculated, a connection to at least one measuring apparatus installed in the rail vehicle for detecting current parameters of rail vehicles and, if appropriate, of the wagons coupled thereto, wherein the calculation unit is connected to at least one temperature measuring apparatus for detecting instantaneous temperatures of the braking components, wherein the calculation unit is configured to carry out a method as claimed in any one of the preceding claims.
15. The assistance system as claimed in claim 14, wherein the assistance system is a driving assistance system of a multiple train unit or locomotive.
16. A rail vehicle, having a plurality of vehicle axles with wheels and respective braking components as well as an assistance system, for calculating a driving recommendation or controlling the rail vehicle, wherein the assistance system is embodied as claimed in claim 14.
17. The rail vehicle as claimed in claim 16, wherein the rail vehicle is a multiple train unit or a locomotive.
AU2019203522A 2012-09-10 2019-05-20 Method for calculating a driving recommendation for a rail vehicle, assistance system of a rail vehicle and rail vehicle Ceased AU2019203522B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU2019203522A AU2019203522B2 (en) 2012-09-10 2019-05-20 Method for calculating a driving recommendation for a rail vehicle, assistance system of a rail vehicle and rail vehicle

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
DE102012108395.9A DE102012108395A1 (en) 2012-09-10 2012-09-10 Method for calculating a driving recommendation of a rail vehicle, assistance system of a rail vehicle and rail vehicle
DE102012108395.9 2012-09-10
AU2013311590A AU2013311590A1 (en) 2012-09-10 2013-09-09 Method for calculating a driving recommendation for a rail vehicle, assistance system of a rail vehicle and rail vehicle
PCT/EP2013/068551 WO2014037549A2 (en) 2012-09-10 2013-09-09 Method for calculating a driving recommendation for a rail vehicle, assistance system of a rail vehicle and rail vehicle
AU2019203522A AU2019203522B2 (en) 2012-09-10 2019-05-20 Method for calculating a driving recommendation for a rail vehicle, assistance system of a rail vehicle and rail vehicle

Related Parent Applications (1)

Application Number Title Priority Date Filing Date
AU2013311590A Division AU2013311590A1 (en) 2012-09-10 2013-09-09 Method for calculating a driving recommendation for a rail vehicle, assistance system of a rail vehicle and rail vehicle

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AU2019203522A1 AU2019203522A1 (en) 2019-06-06
AU2019203522B2 true AU2019203522B2 (en) 2021-02-25

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AU2019203522A Ceased AU2019203522B2 (en) 2012-09-10 2019-05-20 Method for calculating a driving recommendation for a rail vehicle, assistance system of a rail vehicle and rail vehicle

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AU (2) AU2013311590A1 (en)
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WO (1) WO2014037549A2 (en)

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EP2892786A2 (en) 2015-07-15
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CN104768828B (en) 2017-05-17
AU2019203522A1 (en) 2019-06-06
WO2014037549A2 (en) 2014-03-13
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