EP0951415A1 - Method for controlling the speed of a rail vehicle - Google Patents

Method for controlling the speed of a rail vehicle

Info

Publication number
EP0951415A1
EP0951415A1 EP98906805A EP98906805A EP0951415A1 EP 0951415 A1 EP0951415 A1 EP 0951415A1 EP 98906805 A EP98906805 A EP 98906805A EP 98906805 A EP98906805 A EP 98906805A EP 0951415 A1 EP0951415 A1 EP 0951415A1
Authority
EP
European Patent Office
Prior art keywords
speed
rail vehicle
energy
driving
determined
Prior art date
Legal status (The legal status 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 status listed.)
Withdrawn
Application number
EP98906805A
Other languages
German (de)
French (fr)
Inventor
Wolfgang MÜCKE
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.)
Siemens AG
Original Assignee
Siemens AG
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.)
Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Publication of EP0951415A1 publication Critical patent/EP0951415A1/en
Withdrawn legal-status Critical Current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
    • B61L15/0058—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
    • B61L27/10—Operations, e.g. scheduling or time tables
    • B61L27/16—Trackside optimisation of vehicle or train operation

Definitions

  • the invention relates to a method for speed control of a rail vehicle.
  • Speed control means the specification or recommendation of a speed that is particularly favorable with regard to safety aspects and energy consumption.
  • a rail vehicle When driving a rail vehicle, its speed is usually based on the one hand according to the train speed and route permissible train speed and on the other hand according to a predetermined signaling on the route side.
  • a driving profile specified for the rail vehicle takes into account an energy-saving driving style. Further measures to reduce energy consumption consist in minimizing energy losses along the energy transmission path from the power plant to the wheel drive of the rail vehicle, and in reducing weight and air resistance.
  • the invention has for its object to provide a method for speed control of a rail vehicle, with which a further reduction in energy consumption is possible.
  • a permissible driving speed is determined on the basis of the current distance between the rail vehicle and a signal on the route and the earliest point in time for a signal indicating a journey. If this driving speed, which is optimized with regard to energy consumption, is used as a guideline speed, considerable energy savings are achieved.
  • the invention is based on the consideration that during a train journey between two stopping points usually four phases are run through, of which a start-up or acceleration phase and a speed stop phase require energy consumption, while in a run-down phase and in a braking phase there is no energy consumption.
  • an acceleration phase can take place from a minimum speed level due to a avoided vehicle stop or standstill. This can shorten the acceleration phase and thus reduce energy consumption.
  • a method for guiding the speed of a rail vehicle in front of a signal is known from German Offenlegungsschrift DE 30 47 637 AI; In this method, the rail vehicle is always braked to a constant release speed in accordance with a predefined setpoint speed curve; an energy-optimized driving speed is not determined.
  • the current speed of the rail vehicle is expediently additionally used to determine or calculate the permissible travel speed.
  • a recommended driving speed can also be set via a cyclical evaluation of the train or vehicle location.
  • taking the current speed into account has the advantage that the or each phase-out phase of the rail vehicle can be included directly in the calculation using algorithms.
  • the driving speed is expediently determined on the route side in a dispatch center. This gives provide the rail vehicle with a reduced speed in good time provided that there is no need to follow a vehicle standstill.
  • This speed recommended by the dispatching or control center is expediently signaled to the driver's cab of the rail vehicle.
  • Safety technology still specifies the maximum permitted speed and automatically initiates braking in the event of a malfunction.
  • the additional speed recommended by the control system is determined from the point of view of energy consumption. For this purpose, the location of the rail vehicle and the distances to the following signals as well as the times at which the signals can indicate a travel term and possibly the current speed of the rail vehicle are taken into account.
  • a recommended driving speed is expediently displayed, which does not exceed the safety speed.
  • a maximum possible length of a run-out phase is also taken into account to determine the driving speed.
  • a particularly favorable length of a speed holding phase can also be taken into account when determining the driving speed.
  • the advantages achieved with the invention consist in particular in that considerable energy savings are achieved by specifying a driving speed that reduces energy consumption and thus by driving ahead. By specifying the driving speed, unnecessary vehicle downtimes can be avoided, so that at least a part of the otherwise required acceleration phases is saved. Further energy savings can be achieved by reducing the speed at an early stage, since their amount also significantly affects energy consumption.
  • Predictive driving based on the specification of a driving speed improves energy consumption in both respects.
  • the resulting even driving style also reduces wear on the vehicle and improves the well-being of the passengers.
  • the initiation of an acceleration phase from a comparatively high speed level also results in an increased throughput.
  • FIG. 1 schematically shows a rail vehicle connected to a control center for determining a driving speed and FIG. 2 shows a driving curve when driving ahead with a speed / energy path diagram.
  • the rail vehicle 1 according to FIG. 1 is connected to a control or dispatch center 2 via a radio link.
  • a vehicle device 3 is provided on the rail vehicle 1.
  • the functionality of the vehicle device 3 also includes the display of a travel speed v 'determined with regard to the energy consumption.
  • a module 4 for speed calculation is additionally provided in the dispatch center 2.
  • the module 4 receives as input data the / distance d between the rail vehicle 1 and one projected signal location x 2 as well as an earliest point in time t for a signal 5 indicating a journey or showing a release, and expediently additionally the current speed v of the rail vehicle 1.
  • the current speed v is transmitted to the dispatch center 2 via a radio channel 6.
  • a speed calculation takes place in module 4, taking into account a run-down phase ⁇ x (FIG. 2), starting from the current speed v.
  • the driving speed v ′ determined from these data d, t, v is transmitted to the rail vehicle 1 via the radio channel 6.
  • the driving curve FK takes into account energy-optimized and thus anticipatory driving.
  • the speed v and the energy E along a travel path x are shown.
  • the driving curve FK is composed of a run-down phase A and a subsequent speed holding phase H as well as an acceleration phase B and a subsequent further speed holding phase H '.
  • the dashed line shows the energy E absorbed by the rail vehicle 1 in the respective phases A, H, B, H '. It can be clearly seen that no energy is absorbed by the rail vehicle 1 during the phase-down phase A, while the acceleration phase B does not Energy consumption is particularly high.
  • an energy-optimized driving speed v ' in particular the length ⁇ x of the run-down phase A is optimized, so that acceleration takes place in the acceleration phase B from a minimum speed level. This shortens the acceleration phase B, which leads to energy savings.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

The invention relates to a method for controlling the speed of a rail vehicle (1). A permissible or recommended travel speed (v') is determined on the basis of the actual distance (d) between the rail vehicle (1) and a track signal (5) in addition to the earliest time (t) at which a signal clears the line, and preferably also on the basis of the actual speed (v) of the rail vehicle (1). The resulting anticipatory driving makes it possible to lower energy consumption.

Description

Beschreibungdescription
Verfahren zur Geschwindigkeitsführung eines SchienenfahrzeugsMethod for speed control of a rail vehicle
Die Erfindung bezieht sich auf ein Verfahren zur Geschwindig- keitsführung eines Schienenfahrzeugs. Dabei wird unter Geschwindigkeitsführung die Vorgabe oder Empfehlung einer im Hinblick auf Sicherheitsaspekte und den Energieverbrauch besonders günstige Geschwindigkeit verstanden.The invention relates to a method for speed control of a rail vehicle. Speed control means the specification or recommendation of a speed that is particularly favorable with regard to safety aspects and energy consumption.
Beim Führen eines Schienenfahrzeugs wird dessen Geschwindigkeit üblicherweise einerseits nach der fahrplanmäßig und fahrwegmäßig zulässigen Zuggeschwindigkeit und andererseits nach einer vorgegebenen fahrwegseitigen Signalisierung ausge- richtet. Darüber hinaus berücksichtigt ein dem Schienenfahrzeug vorgegebenes Fahrprofil eine energiesparende Fahrweise. Weitere Maßnahmen zur Reduzierung des Energieverbrauchs bestehen in einer Minimierung von Energieverlusten entlang des Energieübertragungsweges vom Kraftwerk bis zum Radantrieb des Schienenfahrzeugs sowie in einer Gewichts- und Luftwiderstandsreduzierung .When driving a rail vehicle, its speed is usually based on the one hand according to the train speed and route permissible train speed and on the other hand according to a predetermined signaling on the route side. In addition, a driving profile specified for the rail vehicle takes into account an energy-saving driving style. Further measures to reduce energy consumption consist in minimizing energy losses along the energy transmission path from the power plant to the wheel drive of the rail vehicle, and in reducing weight and air resistance.
Der Erfindung liegt die Aufgabe zugrunde, ein Verfahren zur Geschwindigkeitsführung eines Schienenfahrzeugs anzugeben, mit dem eine weitere Reduzierung des Energieverbrauchs möglich ist.The invention has for its object to provide a method for speed control of a rail vehicle, with which a further reduction in energy consumption is possible.
Diese Aufgabe wird erfindungsgemäß gelöst durch die Merkmale des Anspruchs 1. Dabei wird anhand des aktuellen 7Λbstands zwischen dem Schienenfahrzeug und einem fahrwegseitigen Signal sowie dem frühesten Zeitpunkt für ein Fahrt zeigendes Signal eine zulässige Fahrgeschwindigkeit ermittelt. Wird diese im Hinblick auf den Energieverbrauch optimierte Fahrgeschwindigkeit als Richtgeschwindigkeit herangezogen, wird eine erhebliche Energieeinsparung erzielt. Die Erfindung geht dabei von der Überlegung aus, daß während einer Zugfahrt zwischen zwei Haltepunkten üblicherweise vier Phasen durchlaufen werden, von denen eine Anfahr- oder Be- schleunigungsphase und eine Geschwindigkeitshaltephase eine Energieaufnahme erfordern, während in einer Auslaufphase und in einer Bremsphase kein Energieverbrauch erfolgt. Wird nun frühzeitig dem Schienenfahrzeug eine reduzierte Geschwindigkeit vorgegeben oder empfohlen und frühzeitig eine Auslauf- phase eingeleitet, so kann eine Beschleunigungsphase aufgrund eines vermiedenen Fahrzeughalts oder -Stillstands aus einem Mindestgeschwindigkeitsniveau heraus erfolgen. Dadurch kann die Beschleunigungsphase verkürzt und somit der Energieverbrauch reduziert werden.This object is achieved according to the invention by the features of claim 1. A permissible driving speed is determined on the basis of the current distance between the rail vehicle and a signal on the route and the earliest point in time for a signal indicating a journey. If this driving speed, which is optimized with regard to energy consumption, is used as a guideline speed, considerable energy savings are achieved. The invention is based on the consideration that during a train journey between two stopping points usually four phases are run through, of which a start-up or acceleration phase and a speed stop phase require energy consumption, while in a run-down phase and in a braking phase there is no energy consumption. If a reduced speed is now specified or recommended for the rail vehicle at an early stage and an early phase-out phase is initiated, an acceleration phase can take place from a minimum speed level due to a avoided vehicle stop or standstill. This can shorten the acceleration phase and thus reduce energy consumption.
Ein Verfahren zur Geschwindigkeitsführung eines Schienenfahrzeuges vor einem Signal ist aus der deutschen Offen- legungsschrift DE 30 47 637 AI bekannt; bei diesem Verfahren wird das Schienenfahrzeug vor dem Signal stets gemäß einem vorgegebenen Sollgeschwindigkeitsverlauf auf eine konstante Freigabegeschwindigkeit abgebremst; eine energieoptimierte Fahrgeschwindigkeit wird nicht ermittelt.A method for guiding the speed of a rail vehicle in front of a signal is known from German Offenlegungsschrift DE 30 47 637 AI; In this method, the rail vehicle is always braked to a constant release speed in accordance with a predefined setpoint speed curve; an energy-optimized driving speed is not determined.
Zur Ermittlung oder Berechnung der zulässigen Fahrgeschwin- digkeit wird zweckmäßigerweise zusätzlich die aktuelle Geschwindigkeit des Schienenfahrzeugs herangezogen. Alternativ kann eine empfohlene Fahrgeschwindigkeit zusätzlich auch über eine zyklische Auswertung des Zug- oder Fahrzeugstandortes eingeregelt werden. Die Berücksichtigung der aktuellen Ge- schwindigkeit hat demgegenüber jedoch den Vorteil, daß die oder jede Auslaufphase des Schienenfahrzeugs in die Berechnung direkt algorithmisch mit einbezogen werden kann.The current speed of the rail vehicle is expediently additionally used to determine or calculate the permissible travel speed. Alternatively, a recommended driving speed can also be set via a cyclical evaluation of the train or vehicle location. However, taking the current speed into account has the advantage that the or each phase-out phase of the rail vehicle can be included directly in the calculation using algorithms.
Die Ermittlung der Fahrgeschwindigkeit erfolgt zweckmäßiger- weise fahrwegseitig in einer Dispositionszentrale. Diese gibt dem Schienenfahrzeug rechtzeitig eine reduzierte Geschwindigkeit unter der Voraussetzung vor, daß kein Fahrzeugstillstand folgen muß. Diese von der Dispositions- oder Leitzentrale empfohlene Geschwindigkeit wird zweckmäßiger- weise dem Führerstand des Schienenfahrzeugs signalisiert. Dabei gibt nach wie vor eine Sicherheitstechnik die maximal erlaubte Geschwindigkeit vor und leitet bei einem Fehlverhalten automatisch eine Bremsung ein. Die zusätzlich von der Leittechnik empfohlene Geschwindigkeit wird unter dem Ge- sichtspunkt des Energieverbrauchs ermittelt. Dazu werden der Standort des Schienenfahrzeugs und die Abstände zu den folgenden Signalen sowie diejenigen Zeiten, zu denen die Signale einen Fahrtbegriff anzeigen können, und eventuell die aktuelle Geschwindigkeit des Schienenfahrzeugs berücksich- tigt.The driving speed is expediently determined on the route side in a dispatch center. This gives provide the rail vehicle with a reduced speed in good time provided that there is no need to follow a vehicle standstill. This speed recommended by the dispatching or control center is expediently signaled to the driver's cab of the rail vehicle. Safety technology still specifies the maximum permitted speed and automatically initiates braking in the event of a malfunction. The additional speed recommended by the control system is determined from the point of view of energy consumption. For this purpose, the location of the rail vehicle and the distances to the following signals as well as the times at which the signals can indicate a travel term and possibly the current speed of the rail vehicle are taken into account.
Als zusätzliche Funktionalität eines auf dem Schienenfahrzeug vorgesehenen Fahrzeuggeräts wird zweckmäßigerweise eine empfohlene Fahrgeschwindigkeit angezeigt, welche die Sicher- heitsgeschwindigkeit nicht überschreitet. Ausgehend von der aktuellen Geschwindigkeit wird zur Ermittlung der Fahrgeschwindigkeit darüber hinaus eine maximal mögliche Länge einer Auslaufphase berücksichtigt. Auch kann eine besonders günstige Länge einer Geschwindigkeitshaltephase bei der Er- mittlung der Fahrgeschwindigkeit berücksichtigt werden.As an additional functionality of a vehicle device provided on the rail vehicle, a recommended driving speed is expediently displayed, which does not exceed the safety speed. Starting from the current speed, a maximum possible length of a run-out phase is also taken into account to determine the driving speed. A particularly favorable length of a speed holding phase can also be taken into account when determining the driving speed.
Die mit der Erfindung erzielten Vorteile bestehen insbesondere darin, daß durch Vorgabe einer den Energieverbrauch reduzierenden Fahrgeschwindigkeit und somit durch ein voraus- schauendes Fahren eine erhebliche Energieeinsparung erzielt wird. Durch Vorgabe der Fahrgeschwindigkeit können unnötige Fahrzeugstillstände vermieden werden, so daß zumindest ein Teil der ansonsten erforderlichen Beschleunigungsphasen eingespart wird. Eine weitere Energieeinsparung kann durch eine frühzeitige Reduzierung der Geschwindigkeit erzielt werden, da deren Höhe den Energieverbrauch ebenfalls wesentlich beeinflußt .The advantages achieved with the invention consist in particular in that considerable energy savings are achieved by specifying a driving speed that reduces energy consumption and thus by driving ahead. By specifying the driving speed, unnecessary vehicle downtimes can be avoided, so that at least a part of the otherwise required acceleration phases is saved. Further energy savings can be achieved by reducing the speed at an early stage, since their amount also significantly affects energy consumption.
Das vorausschauende Fahren aufgrund der Vorgabe einer Fahrge- schwindigkeit verbessert den Energieverbrauch unter beiden Gesichtspunkten. Die dadurch bedingte gleichmäßige Fahrweise vermindert darüber hinaus die Abnutzung des Fahrzeugs und verbessert das Wohlbefinden der Fahrgäste. Die Einleitung einer Beschleunigungsphase aus einem vergleichsweise hohen Geschwindigkeitsniveau heraus ergibt zudem einen erhöhten Durchsatz .Predictive driving based on the specification of a driving speed improves energy consumption in both respects. The resulting even driving style also reduces wear on the vehicle and improves the well-being of the passengers. The initiation of an acceleration phase from a comparatively high speed level also results in an increased throughput.
Ein Ausführungsbeispiel der Erfindung wird anhand einer Zeichnung näher erläutert. Darin zeigen:An embodiment of the invention is explained in more detail with reference to a drawing. In it show:
FIG 1 schematisch ein mit einer Leitzentrale zur Ermittlung einer Fahrgeschwindigkeit in Verbindung stehendes Schienenfahrzeug und FIG 2 in einem Geschwindigkeits/Energie-Weg-Diagramm eine Fahrkurve bei vorausschauendem Fahren.1 schematically shows a rail vehicle connected to a control center for determining a driving speed and FIG. 2 shows a driving curve when driving ahead with a speed / energy path diagram.
Das Schienenfahrzeug 1 gemäß FIG 1 steht über eine Funkstrek- ke mit einer Leit- oder Dispositionszentrale 2 in Verbindung. Auf dem Schienenfahrzeug 1 ist ein Fahrzeuggerät 3 vorgese- hen. Die Funktionalität des Fahrzeuggeräts 3 umfaßt zusätzlich zur Funkkommunikation mit der Zentrale 2 und/oder dem Fahrweg sowie der Identität oder Zugnummer des Schienenfahrzeugs 1 und der Ortung des Zugstandorts x1 die Anzeige einer im Hinblick auf den Energieverbrauch ermittelten Fahrge- schwindigkeit v' .The rail vehicle 1 according to FIG. 1 is connected to a control or dispatch center 2 via a radio link. A vehicle device 3 is provided on the rail vehicle 1. In addition to radio communication with the control center 2 and / or the route as well as the identity or train number of the rail vehicle 1 and the location of the train location x 1, the functionality of the vehicle device 3 also includes the display of a travel speed v 'determined with regard to the energy consumption.
Zur Ermittlung der Fahrgeschwindigkeit v' ist in der Dispositionszentrale 2 zusätzlich ein Modul 4 zur Geschwindigkeitsberechnung vorgesehen. Dem Modul 4 werden als Eingangs- daten der /Abstand d zwischen dem Schienenfahrzeug 1 und einem projektierten Signalstandort x2 sowie ein frühester Zeitpunkt t für ein Fahrt anzeigendes oder eine Fahrtfreigabe zeigendes Signal 5 und zweckmäßigerweise zusätzlich die aktuelle Geschwindigkeit v des Schienenfahrzeugs 1 zugeführt. Die aktuelle Geschwindigkeit v wird der Dispositionszentrale 2 über einen Funkkanal 6 übermittelt. In dem Modul 4 erfolgt eine Geschwindigkeitsberechnung unter Berücksichtigung einer Auslaufphase Δx (FIG 2), ausgehend von der aktuellen Geschwindigkeit v. Die aus diesen Daten d, t, v ermittelte Fahrgeschwindigkeit v' wird dem Schienenfahrzeug 1 über den Funkkanal 6 übermittelt.In order to determine the driving speed v ', a module 4 for speed calculation is additionally provided in the dispatch center 2. The module 4 receives as input data the / distance d between the rail vehicle 1 and one projected signal location x 2 as well as an earliest point in time t for a signal 5 indicating a journey or showing a release, and expediently additionally the current speed v of the rail vehicle 1. The current speed v is transmitted to the dispatch center 2 via a radio channel 6. A speed calculation takes place in module 4, taking into account a run-down phase Δx (FIG. 2), starting from the current speed v. The driving speed v ′ determined from these data d, t, v is transmitted to the rail vehicle 1 via the radio channel 6.
FIG 2 zeigt eine Fahrkurve FK unter Berücksichtigung eines energieoptimierten und damit vorausschauenden Fahrens. Dar- gestellt sind die Geschwindigkeit v und die Energie E entlang eines Fahrweges x. Dabei setzt sich die Fahrkurve FK zusammen aus einer Auslaufphase A und einer sich daran anschließenden Geschwindigkeitshaltephase H sowie einer Beschleunigungsphase B und einer sich daran anschließenden weiteren Geschwin- digkeitshaltephase H' . Gestrichelt dargestellt ist die in den jeweiligen Phasen A, H, B, H' vom Schienenfahrzeug 1 aufgenommene Energie E. Dabei ist deutlich zu erkennen, daß während der Auslaufphase A keine Energie vom Schienenfahrzeug 1 aufgenommen wird, während innerhalb der Beschleunigungspha- se B der Energieverbrauch besonders hoch ist. Durch die Ermittlung einer energieoptimierten Fahrgeschwindigkeit v' wird insbesondere die Länge Δx der Auslaufphase A optimiert, so daß eine Beschleunigung in der Beschleunigungsphase B aus einem Mindestgeschwindigkeitsniveau heraus erfolgt. Dadurch wird die Beschleunigungsphase B verkürzt, was zu einer Energieeinsparung führt. 2 shows a driving curve FK taking into account energy-optimized and thus anticipatory driving. The speed v and the energy E along a travel path x are shown. The driving curve FK is composed of a run-down phase A and a subsequent speed holding phase H as well as an acceleration phase B and a subsequent further speed holding phase H '. The dashed line shows the energy E absorbed by the rail vehicle 1 in the respective phases A, H, B, H '. It can be clearly seen that no energy is absorbed by the rail vehicle 1 during the phase-down phase A, while the acceleration phase B does not Energy consumption is particularly high. By determining an energy-optimized driving speed v ', in particular the length Δx of the run-down phase A is optimized, so that acceleration takes place in the acceleration phase B from a minimum speed level. This shortens the acceleration phase B, which leads to energy savings.

Claims

Patentansprüche claims
1. Verfahren zur Geschwindigkeitsführung eines Schienenfahrzeugs, bei dem anhand des aktuellen 7Λbstands (d) zwischen dem Schienenfahrzeug (1) und einem fahrwegseitigen Signal (2) sowie dem frühesten Zeitpunkt (t) einer signalseitigen Fahrtfreigabe eine energieoptimierte Fahrgeschwindigkeit (v' ) ermittelt wird.1. Method for guiding the speed of a rail vehicle, in which an energy-optimized driving speed (v ') is determined on the basis of the current spacing (d) between the rail vehicle (1) and a signal on the route (2) and the earliest point in time (t) of a signal release for travel.
2. Verfahren nach Anspruch 1, wobei zur Ermittlung der energieoptimierten Fahrgeschwindigkeit (v' ) zusätzlich die aktuelle Geschwindigkeit (v) des Schienenfahrzeugs (1) herangezogen wird.2. The method according to claim 1, wherein the current speed (v) of the rail vehicle (1) is additionally used to determine the energy-optimized driving speed (v ').
3. Verfahren nach 7Λnspruch 1 oder 2, wobei die Ermittlung der energieoptimierten Fahrgeschwindigkeit (v' ) fahrwegseitig erfolgt .3. Method according to claim 1 or claim 2, the energy-optimized driving speed (v ') being determined on the route side.
4. Verfahren nach einem der Ansprüche 1 bis 3, wobei der Ab- stand (d) zwischen dem Schienenfahrzeug (1) und dem Signal (5) anhand des aktuellen Zugstandorts (xi) und eines projektierten Signalstandorts (x2) ermittelt wird.4. The method according to any one of claims 1 to 3, wherein the distance (d) between the rail vehicle (1) and the signal (5) is determined on the basis of the current train location (xi) and a projected signal location (x 2 ).
5. Verfahren nach einem der /Ansprüche 1 bis 4, wobei die Ermittlung der energieoptimierten Fahrgeschwindigkeit (v' ) ausgehend von der aktuellen Geschwindigkeit (v) und unter Berücksichtigung einer maximal möglichen Länge (Δx) einer Auslaufphase (A) erfolgt. 5. The method according to claim 1, wherein the energy-optimized driving speed (v ') is determined on the basis of the current speed (v) and taking into account a maximum possible length (Δx) of a run-down phase (A).
EP98906805A 1997-01-13 1998-01-12 Method for controlling the speed of a rail vehicle Withdrawn EP0951415A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19701947 1997-01-13
DE19701947A DE19701947A1 (en) 1997-01-13 1997-01-13 Method for speed control of a rail vehicle
PCT/DE1998/000123 WO1998030426A1 (en) 1997-01-13 1998-01-12 Method for controlling the speed of a rail vehicle

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EP0951415A1 true EP0951415A1 (en) 1999-10-27

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DE102012204120A1 (en) * 2012-03-15 2013-09-19 Siemens Aktiengesellschaft Method for generating action recommendation signals for the driver of a rail vehicle or control signals for the rail vehicle by means of a driver assistance system and driver assistance system
EP2974939B1 (en) * 2014-07-17 2023-06-07 Hitachi, Ltd. Train management system
DE102017101505A1 (en) 2017-01-26 2018-07-26 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Method for operating rail vehicles

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