EP3814183A1

EP3814183A1 - Tractive vehicle and vehicle combination and method for operating a tractive vehicle and vehicle combination

Info

Publication number: EP3814183A1
Application number: EP19728980.4A
Authority: EP
Inventors: Michael Kretz; Christoph OERTLI; Manuel AYALA; Peter Brugger; Peter CHRISTENER; Rüdiger Kögel
Original assignee: Bombardier Transportation GmbH
Current assignee: Alstom Holdings SA
Priority date: 2018-06-28
Filing date: 2019-06-05
Publication date: 2021-05-05
Also published as: ZA202100169B; US20210269070A1; WO2020001947A1; DE102018115613A1; CN112334367A; RU2755371C1; US12012131B2

Abstract

The invention relates to a method for operating a tractive vehicle (1) and a vehicle combination (20). According to one embodiment, a tractive vehicle (1) of this type comprises a first friction brake device (5) for generating a first stopping braking-force (H1), a traction device (3) for generating a tractive force (T) and a control device (2) for controlling at least the traction device (3). The method also comprises the step whereby the traction device (3) is activated if a first undesired kinematic state is detected. Activation of the traction device (3) would take place in such a way that a tractive force (T), counteracting the first undesired kinematic state, is generated and provided for deceleration to a standstill and/or for holding the tractive vehicle (1) at a standstill.

Description

description

ENGINE AND VEHICLE COMPOUND AND METHOD FOR OPERATING A MOTOR VEHICLE AND VEHICLE ASSOCIATION

Technical field

The present invention relates to a method for operating a locomotive and a group of vehicles, in particular designed as a rail vehicle. Furthermore, the invention relates to such a locomotive and such a group of vehicles.

Prior art

Composite vehicles, for example a rail-bound train or a truck train, are generally known. For example, in the former, a locomotive is coupled together with a number of unpowered wagons, which are guided together on rails and form a rail-bound vehicle group. In truck groups, the vehicle group is made up of a tractor and a number of trailers, which can be used, for example, to transport large quantities of raw materials (road train).

Furthermore, a wide variety of methods for operating locomotives or vehicle groups are widely used. As an example of such a method, it can be stated that traction vehicles and vehicle groups are partly equipped with automatic speed control methods (cruise control) or with automated methods for precise braking.

[0004] DE 2009025553 A 1 shows an operating device for a locomotive, a force-related operating mode and a speed-related operating mode being specified. The locomotive can be controlled in an adapted manner by means of a specific setting of an operating lever.

Disadvantages of the prior art

However, the previously known solutions are either very complex and / or do not allow efficient and flexible use. problem

An object of the present invention is therefore to provide a method for operating a locomotive and / or a group of vehicles, whereby the disadvantages of the prior art are avoided and in particular a high flexibility of the locomotive and / or the group of vehicles is made possible.

Solution according to the invention

The above object is achieved by a method for operating a traction vehicle, in particular for operating a traction vehicle in a holding operation, according to claim 1 and a method, in particular for operating a vehicle assembly in a holding operation, according to claim 7, and further by a traction vehicle Claim 5 and a vehicle network according to claim 13 solved. Further embodiments of the methods and subjects mentioned result from the respective dependent subclaims.

According to one embodiment, such a locomotive has a first friction brake device for generating a first holding braking force, a traction device for generating a traction force and a control device for actuating at least the traction device. Optionally, the control device can be designed to also control the first friction brake device.

For example, the first friction brake device acts via a first wheel opposite a rolling surface, so that when the first friction brake is activated, a first holding braking force acts between the rolling surface and the locomotive, or the first holding braking force is braked or held on the locomotive.

The traction vehicle can have at least one drive wheel driven by the traction device and / or a first wheel which can be acted upon by the first friction brake device. The drive wheel supports a traction torque of the drive wheel with respect to the rolling surface and thus effects the traction force acting on the traction vehicle. The first wheel generates the first holding brake force in an analogous manner. Such a locomotive, including a locomotive according to one or more of the embodiments of the locomotive described below, is designed to carry out the method according to claim 1 and / or embodiments of this method. For example, friction braking devices, traction devices and / or control devices are designed in such a way that the individual steps of the method or embodiments thereof can be displayed in a targeted manner. For reasons of legibility and comprehensibility, the inventive method and embodiments thereof are discussed after the description of embodiments of the locomotive.

According to a non-limiting embodiment, the locomotive has an adhesion device. This is designed and provided in such a way that a tribological system can be manipulated between the drive wheel and the assigned rolling surface and / or between the first wheel and the assigned rolling surface. In particular, the coefficient of friction between the drive wheel and / or the first wheel and the rolling surface can be increased with the adhesion device.

[0013] For example, the adhesion device is designed as a sanding device. When activated, a sanding device can insert sand between a wheel and a rolling surface. In the case of a rail vehicle, sand is blown in between the wheel tire and rail, the sand being at least partially crushed and increasing the static and sliding friction of the wheel tire-rail tribological system.

The first friction brake device can be designed as, in particular in a rail vehicle, as block or disc brakes. It is also conceivable to design the friction brake device as a magnetic, drum, belt and / or block brake.

According to a specific embodiment, a brake cylinder pressure of the friction brake of a maximum of 350 kPa, preferably a maximum of 420 kPa, is applied. According to a further or alternative embodiment, a first holding braking force of at most 120 kN, preferably at most 136 kN, is generated.

When using a disc brake, the braking force acts between the brake pad and the brake disc. In particular, it is assumed in the context of this invention that the tribological system between the wheel and the rolling surface is the tribological system of the actual friction brake, in particular between Brake pad or brake pad and brake disc or brake surface, is superior in terms of static and sliding friction. Consequently, a tensile and / or pushing force that exceeds the braking force and acts on the locomotive always leads to the friction brake slipping. The rolling contact between the wheel and the rolling surface is retained and does not change into a sliding contact.

According to a further, non-limiting embodiment of the traction vehicle, the first friction brake device is designed in such a way that increased holding braking force can be generated, the increased holding braking force being greater than the first holding braking force provided in normal operation.

This can be achieved, for example, in that the components of the first friction brake are designed in such a way that they are also subjected to an increased braking pressure of 650 kPa, preferably 770 kPa, preferably 830 kPa. In particular, this results in an increased holding force of at most 210 kN, preferably 235 kN, at most preferably 254 kN.

Alternatively or in addition to the above embodiment, the locomotive can have a second friction brake device which can generate a second holding braking force acting on the locomotive. Such a second friction brake device can be designed similarly or identically to the first friction brake device, act on a second wheel or also on the first wheel of the traction vehicle, and in particular generate the same or similar values of braking forces (see above).

In addition, a possible embodiment of the first friction brake device also applies in particular to a possible embodiment of the second friction brake device.

The second friction brake device has the effect that a second holding braking force can be provided in addition to the first holding braking force to act on the locomotive, in particular to brake the locomotive or to keep it at a standstill. In summary, the first holding braking force and the second holding braking force can represent values in accordance with the increased holding braking force described above.

According to a further embodiment, in particular regardless of the specific form of the friction brake device, is a The friction brake device of the locomotive is designed such that an adhesion coefficient of the locomotive is at least 16.5%, in particular at least 18.5%, preferably at least 20%, and particularly preferably at least 22% when stationary. The adhesion coefficient t is the quotient of maximum effective, from / the friction brake devices of the traction unit producible braking force, and retaining the braking force H _ge one and the product of the total mass minebfahrzeug of the traction unit and the gravitational constant g. In particular, braking forces which are provided by alternative braking devices, for example by electric brakes, eddy current brakes, magnetic brakes, brakes by other vehicles coupled to the traction vehicle, cannot be added to the maximum braking force that can be generated or holding braking force H _total :

H (total)

[0023]

m (traction vehicle) g

[0024] According to one embodiment of the method according to the invention, the method for operating the locomotive or embodiments thereof has at least the following steps:

The first friction brake device is actuated so that the first holding brake force is applied. In particular, the holding braking force has a braking effect on a moving locomotive and / or holding on a stationary locomotive. The standstill of the locomotive should be maintained.

In particular, such a targeted operating state of the locomotive at a standstill is to be referred to as a holding operation. This is characterized by the fact that the locomotive should stand still and should only take this standstill temporarily. It is conceivable that - in the case of a rail vehicle - such a targeted stopping operation should be undertaken if the rail vehicle has to wait temporarily for a stop signal.

In addition, a kinematic state of the locomotive is monitored so that a first undesired kinematic state can be detected.

In particular, a kinematic state of the locomotive is, for example, a movement, speed and / or acceleration of the locomotive, the kinematic state in particular based on a distance traveled, a speed, a geographical change in location, an acceleration and / or a duration of the same can be determined. Additionally or alternatively, a kinematic state can also be determined if it is possible to infer an imminent movement, speed and / or acceleration of the traction vehicle in the case of existing force conditions.

In particular, a kinematic state of the locomotive is undesirable if it is not provided at the appropriate moment. For example, a kinematic state of a traction vehicle is undesirable if it is to wait at a red light signal, traffic light or signal, at a standstill, but contrary to this intention still moves, assumes a speed, there is acceleration and / or if such is imminent and / or is announced by third indicators, for example forces.

The inventive method further comprises the step that the traction device is activated when the first undesirable kinematic state is detected. The traction device would be activated in such a way that a traction force counteracting the first undesirable kinematic state is generated and made available for braking to a standstill and / or for holding the traction vehicle at a standstill.

In the context of the invention, the term “traction force” is understood to mean that this can be a force that can be built up on a stationary drive. At the same time, “traction force” is also to be understood in the sense of the present patent application as “braking force”. In connection with a drive, braking force is a force that is built up against a torque acting on the drive from the outside.

If the first undesirable kinematic state is, for example, an undesired movement of the locomotive, the traction force generated is designed so that it counteracts the undesired movement, the locomotive is correspondingly delayed and brought to a standstill.

In particular, the traction device enters a drive torque into the drive wheel so that this in turn generates the traction force acting on the traction vehicle via the wheel rolling contact. When using the method according to the invention, it is found for the first time that a desired standstill of the locomotive is maintained, even if the friction brake device, in particular the first friction brake device, does not have sufficient potential to hold the locomotive at a standstill. In particular, the vehicle is also held at a standstill when the maximum holding brake force that can be applied is less than a pushing or pulling force acting on the locomotive. In such a case, the traction device compensates for the deficit of the existing first friction brake or first holding brake force with respect to the undesirable thrust or tensile forces by providing the counteracting traction force.

The advantageous mode of operation of the method according to the invention will be explained below using the example of a rail-bound locomotive: If such a locomotive reaches a stop signal on an ascending route, the locomotive is in the run-up to the stop signal by actuating the first friction brake device and / or brake another braking device and bring it to a standstill. That traction vehicles thus go into a stop mode, with the standstill initially only being guaranteed by the first stop braking force. In the event of a standstill without an undesirable kinematic state, the acting first holding braking force is equal to a gravitational slope downforce of the traction vehicle.

However, if the slope of the rolling surface is so high that the slope down force exceeds a maximum value of the first holding braking force, there may also be further pulling and pushing forces on the locomotive which add to the existing slope down force, so the first friction brake slips through and that The locomotive starts to move in a downward direction. As a result, the locomotive performs an undesirable route crossing, undesirably picks up speed, in particular due to an undesired acceleration. The locomotive thus takes on a first undesirable kinematic state.

This first undesirable kinematic state is detected by the control unit of the traction vehicle, optionally by means of suitable sensors. This triggers actuation of the traction device. The traction device builds up a traction moment and a traction force resulting therefrom, which acts counter to the downhill force and possibly other forces, and is additive to the first holding braking force with regard to the mode of action and / or direction of action. The The amount of traction force is selected such that the traction vehicle comes to a standstill as quickly as possible and maintains it within a predefined route, predefined time and / or simply.

[0038] Such a method has the advantage that the first friction brake device can have reduced dimensions. This is because ordinary braking and / or stopping situations of the locomotive, for example on a level route or moderate incline, can be mastered by the first friction braking device alone. Rarer braking and / or stopping situations with increased braking and / or holding force requirements can be dealt with safely by means of the interaction of the first friction braking device and the traction device. The reduced dimensions of the friction brake device thus made possible in turn leads to lower costs for the locomotive.

In particular it is disclosed in the context of the invention to use the method and / or embodiments thereof in the context of rail vehicles. Thus, the invention optionally also relates to a method for using a speed control of a traction device for controlling and keeping the speed at a standstill, in particular if a temporary stop function is to be displayed during the stop operation of the locomotive. A method for operating a traction vehicle during a stop operation is thus disclosed.

According to a further development of the method, a maximum value for the torque, power and / or speed of the traction device is set during the operation of the locomotive in the holding mode, the maximum value being less than a maximum torque, maximum power and / or speed of the traction device. In particular, the maximum value is less than 10%, preferably 8%, particularly preferably 6% of the maximum torque, the maximum power and / or speed. The maximum value can correspond to a certain speed level, for example the first speed level, of a speed controller of the locomotive. The control of the traction device for reaching and ensuring the standstill of the traction vehicle thus takes place within a certain torque, power and / or speed range of the traction device. This enables the method to be used in a way that conserves components and energy. According to a further embodiment of the method, the locomotive either has the first friction braking device designed to provide the holding braking force that is increased compared to the first holding braking force, and / or the second friction braking device to provide the additional second holding braking force. The second holding brake force acts in addition to the first holding brake force.

Furthermore, the kinematic state of the traction vehicle is monitored in such a way that a second undesirable kinematic state can be detected. In such a case, in addition to the first holding braking force, the second holding braking force and / or - depending on the design of the locomotive - the increased holding braking force is provided.

Analogous to the first undesirable kinematic state, the second kinematic state is to be determined by distance, speed, geographical location, acceleration, duration of the same and / or signs thereof. Such an indication can also be, for example, that an energy supply for the traction device cannot be guaranteed, and thus it is not possible to provide the counteracting traction force.

[0044] In particular, the second undesirable kinematic state is larger than the first undesired kinematic state in terms of an absolute amount. Further specifics can be found in the description of a method for operating a vehicle network below, in particular in the discussion of the implementation using different measured values and limit values.

When using the inventive method according to the above embodiment with an increased or second holding braking force, there is the advantage that a redundant system is provided. If, for example, the traction force generated in addition to the first holding braking force is not sufficient to compensate for the thrust and tensile forces acting on the locomotive, the locomotive would continue to be in an undesirable kinematic state. If a second undesirable kinematic state is now achieved, this triggers the activation of the second friction brake device and / or the provision of the increased holding braking force, so that the traction vehicle can be brought to a standstill and held therein. According to a further embodiment of the method, the sanding device is activated. In particular, this happens at least in close proximity to the activation of the traction device. In particular, the traction device can be activated earlier.

According to an advantageous embodiment, the sanding device is activated only when there are indications that an adhesive contact between a braking wheel or drive wheel and a rolling surface cannot be ensured, that is to say a slipping between the wheel and the rolling surface is to be expected. The ambient temperature, air humidity, the geographical location and / or a condition of the rolling surface or a running surface of a wheel can be taken into account.

In the context of the invention, a vehicle network with at least one locomotive according to one, more or combinations thereof of the preceding embodiments, and at least one additional vehicle coupled to the locomotive is disclosed. The additional vehicle, in the case of rail vehicles, for example, is designed as a wagon, is in particular driveless and has an additional braking device for generating an additional braking force.

According to a further embodiment, the vehicle network can be formed from a plurality of traction vehicles and a number of additional vehicles. Such a group of vehicles is referred to as a multiple unit in the field of rail transport, in which case locomotives and non-driven auxiliary vehicles are put together in a coordinated configuration. Such traction vehicles are, for example, the ICE of the Deutsche Bahn or TGV of the French railway. Freight trains with several pulling (double traction), pushing and / or pulling and pushing central locomotives can also be understood as a multiple unit.

The vehicle group or versions thereof are configured and designed in such a way that a method described below for operating in accordance with one or more versions thereof or combinations thereof can be carried out.

According to one embodiment of the method, a first friction brake device of the traction vehicle is activated to provide a first holding braking force. In particular, this serves to brake the group of vehicles to a standstill and / or to keep the group of vehicles at a standstill. In this case, the vehicle network is on hold. In addition, a kinematic state of the vehicle group, the traction vehicle and / or the additional vehicle is monitored. When a first undesirable kinematic state occurs, the traction device of the traction vehicle is activated in such a way that an opposing traction force is provided for braking and holding the vehicle assembly at a standstill. In particular, the traction force counteracts a movement associated with the undesired kinematic state, or an expected movement, so that the vehicle group - if this has already started to move undesirably - is braked to a standstill again, or so that the vehicle group - if there is one unwanted movement emerges - is held at a standstill.

The above statements of the method for operating a locomotive - or parts thereof - are to be understood analogously in the context of the method for operating a group of vehicles. As a result, statements made here apply, unless the content is contradictory, to the method for operating the vehicle network and to embodiments thereof.

The method for operating the vehicle group requires for the first time that the vehicle group is held at a standstill exclusively by braking devices, in particular friction braking devices, the traction vehicle and, as required, by the traction device in the holding mode or such a standstill is resumed as quickly as possible. It is therefore not necessary to activate the auxiliary brake of the auxiliary vehicle. This has the advantage, in particular in the case of a group of vehicles, that switching from holding operation to ferry operation is particularly rapid, and an energy expenditure associated therewith can be reduced.

The activation, but especially the deactivation of the auxiliary braking device of the auxiliary vehicle usually requires a considerable amount of time and energy. Since it is now possible for the first time to completely dispense with activating additional braking devices from additional vehicles in a holding operation, there is a quick and energy-saving change from holding operation to ferry operation.

This advantage is particularly evident on trains with one or more locomotives and a large number of wagons. In this case, additional braking devices of the wagons with a coherent compressed air system operated, which forms a high total volume. Traditionally, the entire compressed air system had to be pressurized with the operating pressure when changing from stop mode to ferry mode, which resulted in a considerable delay in the operating sequence, which is now avoided. For example, the filling time of the braking system in conventional 10,000-ton trains is up to 20 minutes.

According to one embodiment of the method, only the first friction brake device and, if appropriate, the traction device of the traction vehicle are actuated as required during operation of the vehicle network in the holding mode, that is to say when the vehicle is deliberately and temporarily stopped, in order thus to ensure the holding mode.

In particular, the auxiliary braking device of the auxiliary vehicle is not active during the holding operation. The standstill of the auxiliary vehicle is thus ensured solely by the mechanical coupling to the traction vehicle and its braking devices.

Furthermore, the contents of the following embodiments of the method for operating a vehicle group - or parts thereof - are also to be related in an analogous manner to embodiments for operating a locomotive as described above. Contradicting combinations are excluded.

[0060] According to one embodiment of the method for operating a locomotive and / or a group of vehicles, the kinematic state of the locomotive and / or the group of vehicles is determined at least on the basis of a first measured value.

Such a measured value can be, for example, a distance traveled, a recorded speed, a geographical change in location, an effective acceleration, a duration of the same and / or also an indicator, for example measured forces or a force ratio. This also applies to further measurement values mentioned below.

An existence of the first undesired kinematic state is determined in that the first measured value exceeds a first limit value associated with the first undesired kinematic state. If the first measured value is, for example, a distance traveled, the first limit value is a specific value of this distance traveled. If now the traction vehicle and / or the vehicle network During the holding operation, an undesirable route covers a distance which is greater than the limit value of the distance, the control system determines an undesirable kinematic state and activates the traction device in order to provide a correspondingly counteracting traction force.

[0063] According to one embodiment, the limit value for a distance covered is not more than 1.5 m, preferably not more than 1.2 m, particularly preferably not more than 1 m.

According to a specific embodiment of the method, the control is designed in such a way that the locomotive and / or the group of vehicles is returned to an initial position or is held in the current position. The provision of the traction force and a corresponding regulation thus take place until the locomotive or the vehicle network is again in the starting position or is in the current position and or is the starting position of the original stopping operation.

If the first measured value and the first limit value according to the above example are a route, the specific embodiment of the method has the effect that the locomotive and / or the vehicle network is moved back to the original location. The regulation would remain active there to ensure a standstill.

According to a further embodiment of the control is designed such that the traction device remains active after detection of the undesirable kinematic state until the stopping operation of the locomotive and / or the group of vehicles is ended and the locomotive and / or the group of vehicles in another operating state for Example is transferred to a ferry operation or permanent stop operation.

[0067] Furthermore, an exemplary embodiment is disclosed, wherein monitoring of a second measured value is provided in order to be able to determine the kinematic state of the locomotive. The second measured value can be selected equal to the first measured value in terms of physical or physical shape.

Furthermore, a second limit value is defined for the second measured value, with an exceeding of the second limit value by the second measured value leads to the second undesired kinematic state being determined. According to the above embodiment of the method for operating a locomotive, the detection of the second undesired kinematic state brings about measures for providing the increased holding brake force and / or the activation of the second friction brake device to provide the second holding brake force.

In particular, the second measurement value can be an elapsed time, the second limit value representing a specific time period. For example, the second measured value can be measured from an initial activation of the traction device for holding the locomotive / vehicle assembly at a standstill, an elapse of a certain period of time resulting in the second friction braking device being activated or the increased holding braking force being provided. Such activation can in particular be carried out automatically.

Such an embodiment of the method has the advantage that additional measures can be taken in the case of a longer holding period, for example to protect the traction device against overloading or to save energy.

According to a further embodiment of the method for operating a vehicle group, the auxiliary braking device of the auxiliary vehicle is activated when a third undesirable kinematic state is detected, in particular when a third measured value exceeds a third limit value, in particular for a certain duration. The third limit can be at least 8 m, preferably 10 m, particularly preferably 12 m. The additional braking device is said to be activated when the group of vehicles moves undesirably in accordance with the third limit value. The above embodiment of the method, with the additional braking device not being activated, is overridden. However, this does not mean a contradiction, but represents a security redundancy according to sequential process stages. Simultaneity of both embodiments is therefore excluded.

According to an optional embodiment, the additional braking device can also be triggered if the traction device is active for longer than a certain time, preferably at least 30 minutes, particularly preferably at least 40 minutes.

The above embodiment has the consequence that the safety during the operation of the vehicle group is increased by providing redundancies. Is, for example, braking to a standstill or holding at a standstill If at least one of the aforementioned method measures is not possible, and / or if a certain time elapses, the vehicle network is switched from the stop mode to a permanent stop mode, in that at least the first friction braking device of the traction vehicle and the auxiliary braking device of the auxiliary vehicle are now activated.

[0074] According to a specific embodiment of the method for operating a locomotive and / or a group of vehicles, the locomotive and / or the group of vehicles are brought to a standstill by braking, in particular from the ferry mode to the stop mode. As a result, it is specified automatically or manually whether the traction vehicle and / or the vehicle group is on a sloping or rising surface or on a sloping or rolling surface, or whether a slope downforce acting on the traction vehicle and or on the vehicle group is summarized in the direction of travel or opposite the direction of travel. Accordingly, the control device is preset, in particular automatically, in such a way that the traction device provides the counteracting traction force in the direction (activation direction) of the respective increase. Furthermore, the method is carried out according to one of the preceding claims, contradicting combinations being excluded.

[0075] According to a further embodiment, the method or embodiments thereof are used in order to enable a travel function on an ascending route. The stop mode is used to convert from permanent stop mode to ferry mode.

In particular, a group of vehicles could be kept at a standstill in this way, at the same time preparing to start by releasing the auxiliary braking device in the auxiliary vehicles.

Brief description of the figures

[0077] The accompanying drawings illustrate embodiments of the invention and, together with the description, serve to explain the principles of the invention. The elements of the drawings are relative to one another and are not necessarily to scale.

The same reference numerals designate similar parts accordingly. 1 shows an exemplary vehicle group during the stop operation on a rising surface in a first operating state, [0079] FIG.

FIG. 2 shows the vehicle assembly according to FIG. 1 in a second

Operating condition

3 shows an exemplary vehicle network during the holding operation on a sloping surface in a third operating state, [0081] FIG.

FIG. 4 shows the vehicle assembly according to FIG. 1 in a fourth

Operating state, and

5 shows the vehicle assembly according to FIG. 1 in a permanent stop mode, and

[0084] FIG. 6 illustrates a flow of a

Operating method or embodiments thereof.

embodiments

1 shows an exemplary vehicle group 20, which is composed of a locomotive 1 and two additional vehicles 10 coupled to it. The vehicle group 20 is in the stop mode on a rolling surface 13 that increases with respect to the direction of travel. The stop mode means that the vehicle group should only be at a standstill for a relatively short period of time, and transfer to a ferry mode by starting should take place relatively quickly. The holding operation is therefore always of a temporary nature. For example, the vehicle network according to FIG. 1 is in stop mode in front of a red stop signal.

The following statements relating to FIG. 1 relate to the locomotive 20 of FIGS. 2 to 5 with regard to structural components.

The locomotive 1 is supported by a first wheel 6, a second wheel 8, a drive wheel 4 and another wheel - or by means of corresponding wheel pairs - on the rolling surface 13, for example designed as a rail. The above-mentioned devices can also act together on one or more wheels. A first friction brake device 5 of the traction vehicle 1 is arranged in such a way that it can act on the first wheel 6, and consequently a first holding braking force HI can be provided. The traction vehicle 1 further comprises a second friction brake device 7, which can act on the second wheel 8 in order to be able to generate a second holding brake force H2.

In addition, the traction vehicle 1 is equipped with a traction device 3, with which a traction torque can be introduced into the drive wheel 4. In this way, the traction device 3, depending on the activation direction 21, can generate a traction force T acting on the traction vehicle 1. It is also conceivable that further wheels are driven by the traction device 3.

The additional vehicles 10, in the case of rail vehicles designed as wagons, are mounted on the rolling surface 13 so that they can be rolled on wheels 12 and can be accelerated by means of the traction vehicle 1 in the context of the vehicle group 20.

[0091] Furthermore, the auxiliary vehicles 10 have an auxiliary braking device 11, with which an auxiliary braking force Z can be generated via the wheels 12. For example, the auxiliary vehicles 10 can be equipped without their own drive.

The locomotive 1 can have a control device 2 which is connected to the first friction brake device 5, the second friction brake device 7, the traction device 3 and the additional brake devices 11 for transmitting control signals.

In Fig. 1, the vehicle network is on an increasing rolling surface 13 in the holding mode. The first friction brake device 5 is activated, as a result of which a first holding braking force H1 acts on the vehicle assembly 20 via the wheel 6. To illustrate the activation, the wheel 6 of the first friction brake device 5 is filled in black in FIG. 1.

In the following, reference will also be made to FIG. 6, with individual steps of the method being illustrated.

The vehicle group 20 comes to a standstill in accordance with step 100 and the holding operation is activated in accordance with step 101. This can be the case, for example, in the event of a temporary standstill or when the vehicle group 20 is started. [0096] According to step 102, an activation direction 21 is set, in particular by a driver of the vehicle group 20 or automatically. The activation direction 21 in the direction of travel, counter to a total downhill slope force FA, causes the control device 2 to control the traction device 3 in such a way that a traction force T would be provided in the activation direction 21 if required.

1, the downhill driving force FA does not exceed the first holding braking force H1 provided, and there is a balance of forces. Consequently, the vehicle group 20 is at a standstill, which is maintained. A first measured value Ml consequently does not exceed a first limit value G1, which in turn is assigned to a first undesired kinematic state 103. It is not necessary to provide a traction torque T since no first undesired kinematic state 103 is detected.

The checking of whether the first limit value G1 has been exceeded is continued until another operating mode 108, for example a permanent stop mode, is selected in step 107.

In the exemplary embodiment according to FIG. 2, the auxiliary vehicles 10 are heavily loaded, so that they cause a high downhill force FA. The sum of the downhill slope force FA exceeds the first holding brake force H1 provided by the first friction brake device 5. Accordingly, the first friction brake device 5 would slip and the vehicle assembly 20 would move against the activation direction 21, that is to say in the downward direction, unless the superior slope downforce force FA would be compensated by providing a traction force T and a balance of forces would be established.

Consequently, the first undesirable kinematic state 103 is determined by the first measured value Ml exceeding the first limit value Gl.

As a result, the traction device 3 is activated in step 104, so that a traction force T is provided in the direction of the activation direction 21 via the drive wheel 4 (black), the traction force T not exceeding a maximum value Tmax. With this traction force T, a control circuit is run through, for example to regulate a speed of the vehicle assembly 20 to zero. This control remains active until another operating mode 108 is selected. This case is illustrated with reference to FIGS. 2 and 3, wherein in FIG. 2 the traction force T acts in the direction of travel of the vehicle assembly 20 and in the direction of slope of the rolling surface 13. In FIG. 3, the activation direction 21 was selected in the opposite direction to the direction of travel and in the direction of incline of the rolling surface 13, so that the traction force T provided for holding the vehicle assembly 20 at a standstill is correspondingly provided.

It can also be checked whether there is a second undesirable kinematic state 105. This is the case when a second measured value M2 exceeds a second limit value G2. This second measured value M2 can be, for example, an elapsed time, in particular how long a traction force T has already been provided according to step 104 in order to prevent the first undesired kinematic state 103 from being present. The second measured value M2 can also be a distance, a speed, an acceleration and / or indicators indicating this.

This case is shown schematically with reference to FIG. 4. Exceeding the second limit value G2 means that in a step 109 the second friction brake device 7 acts on the second wheel 8 and a second holding brake force H2 is generated. The standstill of the vehicle assembly 20 is thus achieved in that the first holding braking force H1 and the second holding braking force H2 act in the same direction and, in summary, compensate for the increased slope downforce FA. Consequently, the vehicle assembly 20 is at a standstill without the drive device 3 having to provide a traction force T.

It is also conceivable that both the second holding brake force H2 according to FIG. 4 and a traction force T according to FIG. 2 are provided, so that in cooperation they keep the vehicle assembly 20 at a standstill.

In a step 106 it is further checked whether a third measured value M3 exceeds a third limit value G3. For example, if the downhill driving force FA is so great that the first braking force H1 of the first friction braking device 5 is not sufficient to keep the vehicle assembly 20 at a standstill, and if, for example, the third measured value M3 shows that the driving device 3 is not operational, then in a step 110 the auxiliary braking device 11 is activated in the auxiliary vehicles 10. The result The additional braking force Z caused, together with the first holding braking force H1, compensates for the downhill driving force FA, so that the vehicle group 20 is at a standstill.

This state of the vehicle group 20, which is also shown in FIG. 5, represents an operating state which differs from the stop mode, namely the permanent stop mode. Before the vehicle group 20 can switch back to a ferry mode, all additional braking devices 11 must be deactivated.

[00108] Although specific embodiments have been shown and described herein, it is within the scope of the present invention to appropriately modify the shown embodiments without departing from the scope of the present invention. For example, the different operating states according to FIGS. 2 and 4 can be combined, the traction force T acting together with the first holding braking force H1 and the second holding braking force H2.

Furthermore, it is also conceivable to use the method and / or embodiments thereof for starting a vehicle group 20 on an ascending rolling surface 13, or on an ascending route. The motor vehicle 1 and / or the vehicle group 20 would initially be in permanent stop mode with activated additional brakes 11. In order to change over to a ferry operation, the stop operation would be selected as an intermediate operation, the additional brakes 11 of the additional vehicles 10 already being able to be released in order to enable a quick start.

LIST OF REFERENCE NUMBERS

1 locomotive

2 control device

3 traction device

4 drive wheel

5 first friction brake device

6 first wheel

7 second friction brake device

8 second wheel

10 additional vehicle / wagon

11 Additional braking device

12 wheel

13 rolling surface / rail

20 vehicle network

21 Activation direction

100 train is brought to a standstill

101 Activating hold mode

102 Determining the direction of activation

103 first undesirable kinematic state

104 Providing the traction force T

105 second undesirable kinematic state

106 third undesirable kinematic state

107 Selecting an operating mode

108 Different operating mode

109 Providing a second holding brake force

110 Providing the additional braking force Z

Hl first holding brake force

H2 holding brake force

Z additional braking force

T traction Ml rst r meas

M2 second reading

M3 third reading

Gl first limit

G2 second limit

G3 third limit

Claims

claims

1. Method for operating a locomotive (1), in particular one

Rail vehicle, with a first friction brake device (5) for generating a first holding brake force (Hl) and a traction device (3) for generating a traction force (T), the method comprising the following steps:

- Actuation of the first friction brake device (5) and application of the first holding brake force (Hl);

- monitoring a kinematic state of the locomotive (1); and

- If a first undesirable kinematic state (103) is detected, actuating the traction device (3) in such a way that an opposing traction force (T) for braking and / or holding the locomotive (1) is provided at a standstill.

2. The method according to claim 1,

- The first friction brake device (5) for providing a

compared to the first holding braking force (Hl) is increased holding braking force, and / or

- The traction vehicle (1) has a second friction brake device (7)

Providing a second holding braking force (H2) which can be provided in addition to the first holding braking force (Hl),

- The first holding braking force (Hl) and the second holding braking force (H2)

and / or the increased holding braking force is provided when a second undesirable kinematic state (105) is detected.

3. The method according to any one of the preceding claims, wherein

- The traction vehicle (1) has an adhesion device for increasing adhesion between a drive wheel of the traction device (3) and one

has corresponding rolling surface (13), and

- The adhesion device being activated at least at the same time as, in particular earlier than, the actuation of the traction device (3) for braking and holding the traction vehicle (1) at a standstill.

4. The method according to any one of the preceding claims, wherein the locomotive (1) for holding the locomotive (1) is operated at a standstill in a holding mode, and wherein the traction device (3) is operated with a maximum value for torque, power and / or speed , in particular where the maximum value is less than a maximum torque, maximum power and / or speed, in particular wherein the maximum value (Tmax) is less than 10%, preferably 8%, particularly preferably 6% of the maximum torque, the maximum power and / or speed is.

5. traction vehicle (1), in particular rail vehicle, having at least one

Friction braking device for generating at least one holding braking force according to one of the preceding claims, a traction device (3) for generating a traction force (T), in particular an adhesion device, and a control device (2), the control device (2) and the traction vehicle (1) for Execution of the method are set up according to one of the preceding claims.

6. locomotive (1) according to claim 5, wherein the traction device (3) and one

at least friction brake device are designed such that a

Adhesion coefficient (x) of the locomotive (1) when stationary is at least 16.5%, in particular at least 18.5%, preferably at least 20%, and particularly preferably at least 22%.

7. In the method for operating a vehicle group (20) with at least one

Traction vehicle (1) according to claim 5 to 6 and at least one additional vehicle (10) coupled to the traction vehicle (1), in particular a wagon, the

Auxiliary vehicle (10) has at least one auxiliary braking device (11) for generating an auxiliary braking force (Z), the method comprising the following steps:

- Monitoring a kinematic state of at least the traction vehicle (1) and / or the auxiliary vehicle (10); and

- If a first undesirable kinematic state (103) is detected, actuating the traction device (3) in such a way that an opposing traction force (T) is provided for braking and holding the vehicle group (20) at a standstill.

8. The method according to claim 7, wherein the vehicle assembly (20) for holding the

Vehicle group (20) is operated at a standstill in a holding mode, and only the first friction brake device (5) and traction device (3) of the traction vehicle (1) and / or no actuation of the additional brake device (11) of the additional vehicle (10) to hold the vehicle group (20) takes place at a standstill.

9. The method according to any one of claims 1 to 4, 7 and 8, wherein the kinematic

State of the locomotive (1) and / or the vehicle group (20) is determined at least on the basis of a first measured value (Ml), and the first

undesirable kinematic state and the traction device (3) is actuated when the first measured value (Ml) has a first limit value (Gl)

exceeds.

10. The method according to any one of claims 2 to 4, 7 to 9, wherein the kinematic state of the locomotive (1) and / or the vehicle group is determined at least on the basis of a second measured value (M2), and wherein the second undesired kinematic state (105 ) is present if the second measured value (M2) exceeds a second limit value (G2) and / or if the actuation of the traction device (3) to brake and hold the vehicle group (20) to a standstill is unsuccessful.

11. The method according to claim 9 or 10, wherein the additional braking device (11)

The presence of a third undesired kinematic state (106), in particular automatically, is actuated when a third measured value (M3) exceeds a third limit value (G3), in particular for a certain duration.

12. A method for operating a motor vehicle (1) and / or the vehicle group (20), comprising the steps:

- Braking the vehicle (1) and / or the vehicle network (20) by

standstill

- Activate a stop mode of the vehicle (1) and / or

Vehicle group (20) specifying the holding operation on a rising or falling surface, and

- Carrying out the method according to one of claims 2 to 4, 7 to 11.

13. Vehicle network (20) with at least one locomotive (1) according to claim 5 to 6 and at least one additional vehicle (10) coupled to the locomotive (1), in particular a wagon, the additional vehicle (10) at least one

Additional braking device (11) for generating an additional braking force (Z), the method having the following steps, and wherein the

Control device (2), the locomotive (1) and / or the vehicle network (20) for carrying out the method according to one of the preceding claims 2 to 4, 7 to 12 are set up.

14. Vehicle network (20) according to claim 13 with at least two locomotives (1) and at least two with the locomotives (1) coupled auxiliary vehicles (10), in particular wherein the auxiliary vehicles (10) have no traction device.