EP3697667B1 - Method for operating rail vehicles with absolute braking distance - Google Patents

Description

The invention relates to a method for operating rail vehicles, wherein for a rail vehicle traveling behind a rail vehicle in front, an absolute braking distance which avoids or at least should avoid hitting the rail vehicle in front is determined, and the rail vehicle traveling behind is operated in such a way that it maintains at least this absolute braking distance to the rail vehicle in front. Such a process is known in the field of railway technology.

The railway standard IEEE Std 1474.1-2004 defines the basic requirements for train control systems for local transport based on CBTC (Communication-Based Train Control). The main parameter describing performance is the achievable train headway (referred to as "design headway" in Section 5.1 of the standard). From a CBTC perspective or in CBTC systems, the train headway time is determined by the safe distance to be implemented (referred to as "Safe train separation" in Section 6.1.2 of the standard) and the "Safe Braking" model used Brake model, see section 6.2.1 of the standard) with the parameter GEBR ("guaranteed emergency brake rate").

The GEBR value is particularly critical here. Typical values are between 0.8 m/s ² and 1.2 m/s ² . For safety reasons, the GEBR value would have to be chosen small enough to cover all expected failures and environmental conditions; on the other hand, a smaller value significantly worsens the achievable headway time. Operational practice shows that, particularly when operating on the surface (outside of Tunnels) due to weather conditions (e.g. wet leaves on the rail), the coefficient of static friction between the wheel and rail can become very small, so that deceleration values of only 0.5 m/s ² or even lower can be achieved.

Adjusting the GEBR value to these exceptional cases would significantly worsen the achievable headway time. Such exceptional cases are then often covered by operational measures, e.g. B. weather-related reduction in operational braking delay. The difficulty lies in recognizing and communicating these situations in a timely manner. The usual level of security is not achieved.

The problem of an insufficient GEBR value in special situations only emerges in all its severity with the increasing introduction of CBTC systems on routes exposed to the weather. CBTC systems operate at what is known as a “moving block” distance, while conventional systems operate at what is known as a “fixed block” distance and always contain safety reserves. The “moving block” has now freed itself from these safety reserves in favor of increased performance. If “guaranteed” values are not met, a CBTC system often immediately enters a safety-critical area. For operators of local transport systems, this is often a new situation for which there are no established solutions yet. Some systems allow switching to a lower operational delay or a lower emergency braking delay (GEBR), but this is at the discretion of the operator.

The document DE 198 28 878 A1 describes a method for approaching rail vehicles to rail vehicles that can only approach each other up to the required braking distance. The vehicles are virtually coupled and move forward together but independently using a distance safety device located on the vehicles. The virtually coupled vehicles are treated as a vehicle connection by a rail unit. The head is formed by the first vehicle from the vehicles in front and the end is formed by the vehicle from the following vehicles.

The document US 2011/172856 A1 describes a train control system that includes a communication device associated with at least one control unit and located in a first train, and a communication device associated with at least one control unit located in a second train. At least one of the control units of the first train and the second train is configured to receive, at the associated communication device, an authorization signal containing data to identify the first train and the second train as one. The train data between the lead train and the follower train are exchanged via the at least one peer-to-peer communication connection.

The invention is based on the object of specifying a method for operating rail vehicles that enables particularly safe operation of rail vehicles while still maintaining short train headways.

This object is achieved according to the invention by a method with the features according to claim 1. Advantageous embodiments of the method according to the invention are specified in the subclaims.

According to the invention, it is provided that the rail vehicle traveling behind is operated in such a way that, in addition to the absolute braking distance, it maintains an additional distance which depends on the speed of the rail vehicle traveling in front.

A significant advantage of the method according to the invention can be seen in the fact that a particularly high degree of operational reliability is achieved due to the additional distance provided is achieved, especially in view of the above statements in connection with the uncertainty of delay values.

It is advantageous if the additional distance is set to zero when the rail vehicle in front reaches or exceeds a predetermined speed threshold.

In the event that the rail vehicle in front falls below the predetermined speed threshold, the additional distance is preferably increased as the difference between the speed of the rail vehicle in front and the speed threshold increases.

wobei Az den Zusatzabstand, V1(t) die jeweilige Geschwindigkeit des vorausfahrenden Schienenfahrzeugs, V0 die vorgegebene Geschwindigkeitsschwelle und a1 einen vorgegebenen Bremsverzögerungswert für das Bremsverhalten des vorausfahrenden Schienenfahrzeugs, vorzugsweise unter Berücksichtigung des Einflusses der Fahrwegneigung, bezeichnet.According to the invention, the additional distance is calculated according to: $$\mathrm{Az}=\left(\mathrm{<figure-callout\; id="0"\; label="v"\; filenames="imgf0005.png"\; state="\{\{state\}\}">v</figure-callout>}{0}^2-\mathrm{v}1{\left(\mathrm{t}\right)}^2\right)/\left(2*\mathrm{a}1\right)\mathrm{for}\mathrm{v}1\left(\mathrm{t}\right)\le \mathrm{<figure-callout\; id="0"\; label="v"\; filenames="imgf0005.png"\; state="\{\{state\}\}">v</figure-callout>}0,$$

where Az denotes the additional distance, V1(t) the respective speed of the rail vehicle in front, V0 the predetermined speed threshold and a1 a predetermined braking deceleration value for the braking behavior of the rail vehicle in front, preferably taking into account the influence of the track inclination.

It is particularly advantageous if the additional distance is determined as a function of a braking deceleration value, which is calculated by summing a basic deceleration value, which indicates the maximum possible or maximum expected deceleration of the rail vehicle in front, and a predetermined additional braking deceleration value.

The additional brake deceleration value is preferably determined taking into account the location uncertainty when locating the rail vehicle in front, with the additional brake deceleration value being chosen to be greater, the greater the location uncertainty of the location.

With regard to shunting or coupling operations, for example, it is considered advantageous if compliance with the additional distance is suspended and the rail vehicle traveling behind is allowed to enter the area of the additional distance if the speed of the rail vehicle traveling behind reaches or falls below a predetermined permissible entry speed.

After entering the area of the additional distance, the speed of the rail vehicle traveling behind is preferably limited to the permissible entry speed.

The invention also relates to a control device for operating one or more rail vehicles. According to the invention, such a control device is designed in such a way that it can operate one or more rail vehicles, in particular a rail vehicle traveling behind a rail vehicle in front, according to a method as described above.

The control device preferably comprises a computer and a memory in which an operating program is stored. The operating program preferably represents the method described above in the form of software code. When the operating program is executed, the computer then carries out a procedure in the manner described above.

The invention also relates to a railway system with at least two rail vehicles running on it. According to the invention, such a railway system is provided with a control device as described above.

The invention also relates to a rail vehicle. According to the invention it is provided that the rail vehicle has a control device as described above. Preferably the control device designed in such a way that it determines a minimum distance between your rail vehicle and a rail vehicle in front, by summing up or at least by summing up an absolute braking distance that avoids or is intended to avoid hitting the rail vehicle in front, and an additional distance that depends on the speed of the The speed value of the rail vehicle in front depends.

Figur 1

ein Ausführungsbeispiel für eine Eisenbahnanlage, bei der Schienenfahrzeuge unmittelbar miteinander kommunizieren und jedes Schienenfahrzeug seinen Mindestabstand zum vorausfahrenden Schienenfahrzeug selbst ermittelt,

Figur 2

ein Ausführungsbeispiel für eine Eisenbahnanlage, bei der Schienenfahrzeuge ihren jeweiligen Ort und ihre jeweilige Geschwindigkeit selbst ermitteln und diese Angaben an eine Zentrale übermitteln, die die jeweiligen Angaben an hinterherfahrende Schienenfahrzeuge weiterleitet,

Figur 3

ein Ausführungsbeispiel für eine Eisenbahnanlage, bei der eine Zentrale den Ort und die Geschwindigkeit von auf der Eisenbahnanlage fahrenden Schienenfahrzeugen ermittelt und die entsprechenden Angaben an die Schienenfahrzeuge übermittelt, damit diese ihren Mindestabstand zu einem vorausfahrenden Schienenfahrzeug selbst bestimmen können,

Figur 4

ein Ausführungsbeispiel für eine Eisenbahnanlage, bei der eine Zentrale für jedes auf der Eisenbahnanlage fahrende Schienenfahrzeug jeweils einen Zusatzabstand und/oder einen darauf basierenden Mindestabstand berechnet und an die jeweiligen Schienenfahrzeuge übermittelt, und

Figur 5

beispielhaft ein Weg-Zeit-Diagramm für eine mögliche Zugfolge.

The invention is explained in more detail below using exemplary embodiments; show by way of example

Figure 1

an exemplary embodiment of a railway system in which rail vehicles communicate directly with one another and each rail vehicle itself determines its minimum distance to the rail vehicle in front,

Figure 2

an exemplary embodiment of a railway system in which rail vehicles determine their respective location and speed themselves and transmit this information to a control center, which forwards the respective information to rail vehicles traveling behind them,

Figure 3

an exemplary embodiment of a railway system in which a control center determines the location and speed of rail vehicles traveling on the railway system and transmits the corresponding information to the rail vehicles so that they can determine their own minimum distance to a rail vehicle in front,

Figure 4

an exemplary embodiment for a railway system, in which a control center has an additional distance and/or one based on it for each rail vehicle traveling on the railway system Minimum distance calculated and transmitted to the respective rail vehicles, and

Figure 5

an example of a distance-time diagram for a possible train sequence.

For the sake of clarity, the same reference numbers are always used in the figures for identical or comparable components.

The Figure 1 shows a railway system EA, which is driven by two rail vehicles 1 and 2. The rail vehicles 1 and 2 can be trains, for example, so that they are also referred to below as train 1 and train 2, respectively.

The two rail vehicles 1 and 2 move along the direction of arrow P in the Figure 1 left to right; accordingly, this can happen in the Figure 1 right rail vehicle 1 as the rail vehicle in front and the one in the Figure 1 left rail vehicle 2 can be referred to as the rail vehicle traveling behind.

The two rail vehicles 1 and 2 can, for example, be designed to be identical in construction, which is assumed as an example below. They each have a communication device 10 and a control device 20 for controlling a drive, not shown. The control device 20 comprises a computer 21 and a memory 22. An operating program BP is stored in the memory 22, which determines the operation of the computer 21 and thus the operation of the control device 20 as a whole.

In the exemplary embodiment according to Figure 1 The rail vehicles 1 and 2 each use their own sensors and/or their own measuring devices to determine their own location X1(t) or Communication device 10 itself at least to the rail vehicle traveling behind.

In the exemplary embodiment according to Figure 1 The rail vehicle 1 traveling in front therefore transmits its respective location (t) and the own speed V2(t) is known.

wobei
Amin den Mindestabstand bezeichnet, Ab einen absoluten Bremswegabstand bezeichnet, der ein Auffahren auf das vorausfahrende Schienenfahrzeug 1 vermeidet oder zumindest vermeiden soll, und Az einen Zusatzabstand bezeichnet, der von der Geschwindigkeit des vorausfahrenden Schienenfahrzeugs abhängt.The operating program BP in the memory 22 of the control device 20 is designed in such a way that the rail vehicle 2 traveling behind determines its minimum distance Amin from the rail vehicle 1 in front, preferably as follows: $$\mathrm{Amine}=\mathrm{Away}+\mathrm{Az},$$

where
Amin denotes the minimum distance, Ab denotes an absolute braking distance that avoids or at least should avoid hitting the rail vehicle 1 in front, and Az denotes an additional distance that depends on the speed of the rail vehicle in front.

wobei dV2 der Geschwindigkeitsmessfehler, Nmin die minimale Fahrwegneigung im Bremsweg des Schienenfahrzeugs 2 (negative Werte bei Gefälle), g die Erdbeschleunigung und Tv die Ansprechverzögerungszeit der Bremse des Schienenfahrzeugs 2 ist.The absolute braking distance is preferably calculated in the usual manner known in the art; In this regard, reference is made to the above statements in connection with the state of the art and to the relevant standard IEEE Std 1474.1-2004. For example, the absolute braking distance can be calculated according to: $$\mathrm{Away}={\left(\mathrm{v}2\left(\mathrm{t}\right)+\mathrm{dv}2\left(\mathrm{t}\right)\right)}^2/\left(2*\left(\mathrm{GEBR}+\mathrm{Nmin}*\mathrm{G}\right)\right)+\left(\mathrm{v}2\left(\mathrm{t}\right)+\mathrm{dv}2\left(\mathrm{t}\right)\right)*\mathrm{TV}$$

where dV2 is the speed measurement error, Nmin is the minimum track inclination in the braking distance of rail vehicle 2 (negative values for gradients), g is the acceleration due to gravity and Tv is Response delay time of the brake of rail vehicle 2 is.

und $$\mathrm{Az}=0\mathrm{für}\mathrm{V}1\left(\mathrm{t}\right)>\mathrm{V}0$$

und
wobei Az den Zusatzabstand, V1(t) die jeweilige Geschwindigkeit des vorausfahrenden Schienenfahrzeugs 1, V0 die vorgegebene Geschwindigkeitsschwelle und a1 einen vorgegebenen Bremsverzögerungswert für das Bremsverhalten des vorausfahrenden Schienenfahrzeugs 1 unter Berücksichtigung des Einflusses der Fahrwegneigung bezeichnet.The additional distance Az is calculated according to the invention according to: $$\mathrm{Az}=\left(\mathrm{<figure-callout\; id="0"\; label="v"\; filenames="imgf0005.png"\; state="\{\{state\}\}">v</figure-callout>}{0}^2-\mathrm{v}1{\left(\mathrm{t}\right)}^2\right)/\left(2*\mathrm{a}1\right)\mathrm{for}\mathrm{v}1\left(\mathrm{t}\right)\le \mathrm{<figure-callout\; id="0"\; label="v"\; filenames="imgf0005.png"\; state="\{\{state\}\}">v</figure-callout>}0$$

and $$\mathrm{Az}=0\mathrm{for}\mathrm{v}1\left(\mathrm{t}\right)>\mathrm{<figure-callout\; id="0"\; label="v"\; filenames="imgf0005.png"\; state="\{\{state\}\}">v</figure-callout>}0$$

and
where Az denotes the additional distance, V1(t) the respective speed of the rail vehicle 1 in front, V0 the predetermined speed threshold and a1 denotes a predetermined braking deceleration value for the braking behavior of the rail vehicle 1 in front, taking into account the influence of the track inclination.

With regard to the braking deceleration value a1, it is considered advantageous if this is calculated by summing a basic deceleration value, which indicates the maximum possible or maximum expected deceleration of the rail vehicle 1 in front, and a predetermined additional braking deceleration value.

The additional brake deceleration value is preferably determined taking into account the location uncertainty when locating the rail vehicle 1 in front, i.e. taking into account the location uncertainty when determining X1 (t); The additional brake deceleration value is preferably chosen to be larger, the greater the location uncertainty of the location.

With a view to special operation of the rail vehicles, in particular with a view to coupling rail vehicles together, it is considered advantageous if compliance with the additional distance Az is suspended and the rail vehicle 2 driving behind is allowed to enter the area of the additional distance Az when the speed of the rail vehicle 2 traveling behind reaches or falls below a predetermined permissible entry speed. If in the Figure 1 right rail vehicle 1 in the Figure 1 If a rail vehicle, not shown, is driving ahead, the rail vehicle 1 preferably works like that in FIG Figure 1 left rail vehicle 2.

If in the Figure 1 left rail vehicle 2 in the Figure 1 If a rail vehicle, not shown, follows, the rail vehicle 2 preferably works like that in FIG Figure 1 right rail vehicle 1.

The Figure 2 shows an exemplary embodiment of a railway system EA, in which a control center 100 is additionally provided for controlling the rail vehicles 1 and 2. The control center 100 receives the location information X1(t) and at least to the rail vehicles driving behind (i.e. the information from rail vehicle 1 to the rail vehicle 2 following it, etc.).

In contrast to the exemplary embodiment according to Figure 1 The rail vehicle 2 traveling behind does not receive the location information

Otherwise, the above statements apply in connection with the exemplary embodiments Figure 1 in the exemplary embodiment according to Figure 2 accordingly.

The Figure 3 shows an embodiment variant for a railway system EA, in which the control center 100 provides the location information X1(t) and The calculation of the minimum distance Amin or the additional distance Az is then carried out on the rail vehicle side by means of the control devices 20 in the rail vehicles 1 and 2, as described above in connection with Figures 1 and 2 has been explained.

The Figure 4 shows an embodiment variant for a railway system EA, in which the control center 100 determines the minimum distance and/or the additional distance for each of the rail vehicles 1 and 2 and transmits the determined values to the assigned rail vehicles 1 and 2, respectively. In the Figure 4 Amin1 denotes the minimum distance for rail vehicle 1, Amin2 the minimum distance for rail vehicle 2, Az1 the additional distance for rail vehicle 1 and Az2 the additional distance for rail vehicle 2.

In this embodiment, the rail vehicles 1 and 2 or their control devices 20 do not have to calculate the minimum distance Amin1 or Amin2 and/or the additional distance Az1 or Az2 themselves, since they receive the corresponding values from the control center 100.

Otherwise, the above statements apply in connection with the exemplary embodiments according to Figures 1 to 3 accordingly.

In summary, in the exemplary embodiments according to Figures 1 to 4 the function of maintaining a safe distance between the rail vehicles or trains ("safe train separation") can be improved in such a way that additional safety distances are provided where it is advantageous in the event of a violation of the "safe braking model" and at the same time There are no restrictions on headway times.

The point limiting the train headway time between two stops is typically where the preceding rail vehicle 1 (hereinafter referred to as Train 1) completes a stop and additionally approximately the protective route required for the entry of the following rail vehicle 2 (hereinafter referred to as Train 2). The stop has been cleared. On the other hand, the most dangerous situation for maintaining distance is when train 1 in front is at the stop while train 2 behind is approaching this stop and is constantly shortening the distance to train 1 in front.

In the exemplary embodiments described, the additional safety distance Az is introduced behind the train 1 in front and thus between the two successive trains 1 and 2 when the train 1 in front is moving slowly or is stationary. In order to avoid sudden changes in the additional safety distance Az, the safety distance Az is continuously built up when the train 1 in front falls below a certain speed threshold until it reaches its maximum value when the train 1 in front comes to a standstill. After the train 1 in front continues to travel, this additional safety distance Az is reduced again with increasing speed.

Ideally, the additional safety distance Az is already reduced before the critical point for the train headway time is reached, which means that the train header time remains unaffected. The establishment and reduction of the additional safety distance takes place in a CBTC system, for example as part of the calculation of the driving authority ("movement authority") of the train 2 behind, but can also be done elsewhere in the calculation of the safe distance ("safe train separation"). and does not require any additional hardware since the speed of train 1 in front is known in the CBTC system.

When setting up the additional safety distance Az, the greatest operational delay of the train 1 in front should be taken into account, specifically the apparent delay in the tail of the train, which includes the possible increase in the location uncertainty.

If the buildup of the additional safety distance Az begins at a speed threshold V0 and the apparent deceleration is a1, the train 1 in front continues at least s1 = V0 ² /(2*a1) to a standstill. The additional safety distance Az can therefore be built up to s1, for example according to Az = (V0 ² - V1(t) ² )/(2*a1) with V1(t) as the speed of the train 1 in front. This function is preferably continuous applied, i.e. independent of braking and acceleration, and V0 should be adjusted to the critical point for the headway time.

An additional safety distance Az can be operationally restrictive if the following train 2 is supposed to drive close to the train 1 in front in special situations, e.g. for coupling or parking trains close together. In order to avoid these restrictions, the effect of the additional safety distance can be limited to speeds V2 (t) of the following train 2 that are greater than a predetermined minimum speed. This means that the additional safety distance Az no longer has an effect at low speeds of the following train 2, but a possible incorrect braking distance for this train due to, for example, a non-compliance with the GEBR value ("guaranteed emergency brake rate") then falls at speeds less than the minimum speed also small.

The advantage of related to the Figures 1 to 4 The procedure described is that even when driving in the "moving block" at a distance of the defined minimum train headway, safety reserves are available depending on the operating situation and these are used for an additional safety distance behind a following train without impairing the design headway. This shows, for example, the Figure 5 , which shows an example of a distance-time diagram (location S in meters over time t in seconds) for a possible train sequence.

In the Figure 5 A curve K1 shows the course of the head of a train in front, curve K2 shows the head of the train behind. Curve K1s describes the location of the rear of the train or the end of the train in front. K3 visualizes the additional distance Az behind K1s.

K4 shows the minimum permissible driving range required for the current driving speed (technically "movement authority") of the following train based on the absolute braking distance Ab. It can be seen that at the point RP relevant to the train sequence, at which the curve K4 of the Curve K1s is closest, the additional distance Az has already been completely reduced and the train headway time is therefore not worsened.

Depending on the system parameters, e.g. B. between 50 and 100 m additional safety distance can be gained behind a stationary train. In exceptional situations where the "safe braking model" is not adhered to, the safety of the system can still be ensured. Even larger additional safety distances Az can be achieved with only a slight deterioration in headway times. The technical implementation can advantageously be carried out solely in the calculation of the “movement authority” without any need for additional hardware.

Although the invention has been illustrated and described in detail by preferred embodiments, the invention is not limited by the examples disclosed and other variations may be derived therefrom by those skilled in the art without departing from the scope of the invention, which is defined by the claims.

Claims (11)

1. Method for operating rail vehicles (1, 2), wherein

   - an absolute braking distance (Ab), which prevents or should at least prevent the rail vehicle (1) travelling in front from being driven against, is determined for a rail vehicle (2) travelling behind a rail vehicle (1) travelling in front, and

   - the rail vehicle (2) travelling behind is operated so that it adheres to at least this absolute braking distance (Ab) with respect to the rail vehicle (1) travelling in front,

   - the rail vehicle (2) travelling behind is operated so that in addition to the absolute braking distance (Ab) it adheres to an additional distance (Az), which depends on the speed (V1(t)) of the rail vehicle (1) travelling in front,

   characterised in that

   the additional distance (Az) is calculated according to: $$\mathrm{Az}\left(\mathrm{t}\right)=\left(\mathrm{V}{0}^2-\mathrm{V}1{\left(\mathrm{t}\right)}^2\right)/\left(2*\mathrm{a}1\right)\mathrm{for}\mathrm{V}1\left(\mathrm{t}\right)\le \mathrm{V}0,$$

   

   wherein Az refers to the additional distance, V1(t) the respective speed of the rail vehicle (1) travelling in front, V0 the predetermined speed threshold and a1 refers a predetermined braking rate for the braking response of the rail vehicle (1) travelling in front.
2. Method according to claim 1,
   characterised in that the additional distance (Az) is set to zero, when the rail vehicle (1) travelling in front reaches or exceeds a predetermined speed threshold (V0).
3. Method according to one of the preceding claims,
   characterised in that
   in the event that the rail vehicle (1) travelling in front does not reach the predetermined speed threshold (V0), the additional distance (Az) is increased with an increasing difference between the speed (V1(t)) of the rail vehicle (1) travelling in front and the speed threshold (V0).
4. Method according to one of the preceding claims,
   characterised in that
   the additional distance (Az) is determined as a function of a braking rate (a1), which is calculated by summation of a basic deceleration value, which specifies the maximum possible deceleration or maximum deceleration to be expected of the rail vehicle (1) travelling in front, and a predetermined additional braking rate.
5. Method according to claim 4,
   characterised in that
   the additional braking rate is determined by taking into account the location uncertainty when locating the rail vehicle (1) travelling in front, wherein the additional braking rate is selected to be larger, the greater the location uncertainty of the location.
6. Method according to one of the preceding claims,
   characterised in that
   adherence to the additional distance is suspended and entry into the region of the additional distance is permitted to the rail vehicle (2) travelling behind when the speed (V2(t)) of the rail vehicle (2) travelling behind reaches or does not reach a predetermined permissible entry speed.
7. Method according to claim 6,
   characterised in that
   after entering the region of the additional distance, the speed (V1(t)) of the rail vehicle (2) travelling behind is restricted to the permissible entry speed.
8. Control facility (20) for operating one or more rail vehicles (1, 2), comprising a computer (21) and a storage unit (22),
   characterised in that
   an operating program (BP) is stored in the storage unit (22), said operating program defining the mode of operation of the control facilty (20) so that it operates one or more rail vehicles (1, 2), in particular a rail vehicle (2) travelling behind a rail vehicle (1) travelling in front, in accordance with a method according to one of the preceding claims.
9. Control facility (20) according to claim 8,
   characterised in that
   the control facility (20) is embodied such that it can determine a minimum distance from a rail vehicle (1) travelling in front for a rail vehicle (2), namely by summation or at least also by summation of an absolute braking distance (Ab), which prevents or should prevent the rail vehicle (1) travelling in front from being driven against and an additional distance (Az), which depends on a speed value specifying the speed (V1(t)) of the rail vehicle (1) travelling in front.
10. Railway installation having at least two rail vehicles (1, 2) travelling thereupon,
    characterised in that the railway installation has a control facility (20) according to one of the preceding claims 8 or 9.
11. Rail vehicle (2),
    characterised in that

    - the rail vehicle (2) has a control facility (20) according to one of the preceding claims 8 or 9, and

    - the control facility (20) is designed so that it determines a minimum distance of its rail vehicle (2) from a rail vehicle (1) travelling in front, namely by summation or at least also by summation of an absolute braking distance (Ab), which prevents or should prevent the rail vehicle (1) travelling in front from being driven against, and an additional distance (Az), which depends on a speed value specifying the speed (V1(t)) of the rail vehicle (1) travelling in front.

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