JP7305809B2 - Method and apparatus for dynamically optimizing braking distances of vehicles, especially rail vehicles - Google Patents

Description

The present invention relates to a method for dynamically optimizing the braking distance of a vehicle, in particular a railway vehicle, a device for implementing this method and a computer program product for automatically implementing this method.

One of the important safety aspects of any type of vehicle is its braking characteristics. Adhesion between the rail and the vehicle is of particular importance in rail vehicles. Adhesion can change quickly and abruptly with external conditions, such as climatic conditions, which makes braking distance prediction and reproducibility much more difficult.

Here, so-called deceleration control, which adjusts the total braking force applied to the wheels to a preset target value, is often used. This deceleration control can, for example, compensate for tolerances in the coefficient of friction of friction brakes. However, if the preset target value may not be maintained over the entire braking duration due to external influences, for example due to reduced force coupling between rail and wheels, Correspondingly, the braking distance becomes longer.

This is the case even if, during braking at a vehicle stop, it is determined that there is less adhesion between the wheels and the rail and anti-slip measures such as sanding the rail are taken on this basis. be. Although this targeted improvement in the force coupling between the wheels and the rail can certainly cause the target deceleration to be achieved again thereafter, the reduced force coupling ( This braking within a given time period according to FIG. 1) leads to a smaller deceleration and thus to a longer braking distance as a whole.

Braking is therefore generally subject to a number of variations, the causes of which can only be partially compensated for by conventional deceleration control.

A negative consequence of this is, for example, that the vehicle does not stop at the desired final position, which consequently results in a need for precise target braking (e.g. in stations with platform doors), especially In transportation networks it can lead to delays and loss of comfort for passengers.

In these cases, an automatic train operation (ATO) system is used for this, with the goal setting of stopping the train as pinpointly as possible. However, these systems have the drawback of requiring special provisioning measures in the infrastructure, eg for location identification.

SUMMARY OF THE INVENTION It is therefore an object of the present invention to provide a method with which a high reproducibility of braking distances can be obtained. This is due to temporary and long-term disturbances during braking due to external influences, such as temporary loss of braking force or temporary deviations in the compensating control of the disturbance. Applies to both cases. The reproducibility of braking distances should be demonstrated in any given section without the need for provisioning measures in the infrastructure.

This task is achieved by a method according to the independent claims and by an apparatus and a computer program product according to the other independent claims. Advantageous embodiments of the invention are described in the dependent claims.

A method for optimizing the braking distance of a rail vehicle has a series of steps. If braking is initiated at instant _t0 with the determined setpoint deceleration a _soll , this braking is first detected by the system for optimizing the braking distance. Subsequently, both the actual velocity v _ist of the vehicle and the acceleration a _ist actually acting on the vehicle between time t ₀ and the following time t are determined. In this case, the setpoint deceleration a _soll is not fixed at a constant value and generally corresponds to a non-constant curve.

Following this, the nominal braking distance _{s_n} and the expected actual braking distance _{s_a} are calculated. The nominal braking distance s _n is the braking distance required to decelerate the vehicle to the desired final speed from the point of braking trigger at time t ₀ at the desired deceleration a _soll acting on the vehicle. The nominal braking distance _sn can be captured in two parts. The first part is the nominal braking distance s _n1 that has already been traveled up to the current time t, while the other part represents the nominal braking distance s _n2 that is to be traveled further. The total nominal braking distance s _n is calculated from the preset desired deceleration a _soll and the vehicle speed v ₀ actually detected at the moment t ₀ of the start of braking. The course of the preset desired deceleration a _soll can be given, for example, by a function that depends on time, the speed of the vehicle and/or the position in which the vehicle is located. However, it may also be a constant function.

The expected actual braking distance _sa can likewise be divided into two intervals. On the one hand, the actual braking distance s _a1 thus far from the time t ₀ of the start of braking to the time of calculation t, and on the other hand from the time of start of calculation t to the time when the desired final speed is reached. can be divided into actual residual braking distance _sa2 . The hitherto actual braking distance s _a1 is determined from the determined speed profile v _ist in the braking interval between time t ₀ and calculation time t.

Possible deviations between the actual braking distance and the nominal braking distance during braking can arise for various reasons. In particular, the cause can be attributed to non-optimal friction values between the brake shoe and the disc, or reduced adhesion between the wheel and the rail, for example in disc brakes.

In the next step, the actual braking distance _{s_a2} to be further advanced is formulated as a calculation formula depending on the predetermined corrected target deceleration a_soll _,mod . The modified target deceleration a _soll,mod can be formulated as a parameter dependent function. This function may depend on the target deceleration a _soll , time, train speed and position. These parameters determine the shape of the setpoint deceleration profile, ie how strongly the braking is applied in different areas of braking.

The next step is to minimize the difference between the theoretical nominal braking distance s _n at time t and the actual expected actual braking distance s _a for the purpose of identifying a corrected target deceleration. For this purpose _, depending on the corrected desired deceleration a _{soll, mod} , the formula for the expected total actual braking distance _sa (s _a =s _a1 +s _a2 ) is given by Substituting the formulation of This is a minimization option that equates these two quantities in order to eliminate the difference between the theoretical nominal braking distance s _n and the actual expected actual braking distance s _a . Both the nominal braking distance s _n and the expected actual braking distance s _a (see above) are constructed from the segment already traveled and the segment to be further traveled, and the expected actual braking distance The braking distance _sa2 traveled represents the only variable component of the formula, and can be influenced by choosing the future corrected target deceleration _. Thus, for the period after time _t , a modified setpoint deceleration a _soll,mod can be determined as a function of the setpoint deceleration a _soll with which, in the subsequent course of braking: Any deviations between the actual braking distance _sa1 already passed and the nominal braking distance _sn1 already passed are compensated for, so that the overall nominal braking distance _sn can be maintained.

In the above mentioned case where the corrected desired deceleration is formulated by a parameter-dependent function, the parameters of the function during minimization are the possible deviations between the actual braking distance s _a and the nominal braking distance s _n specified to be as small as possible.

The last method step involves repeating the procedure after the method steps involving determining the deceleration a _ist actually acting on the vehicle and the actual speed course v _ist of the vehicle. The interval between repetitions, and thus the interval between braking intervals, is determined by the time interval Δt, which itself is defined as the interval between instants t ₀ , t, t+Δt, and so on. Time t+Δt for the current computation step becomes time t for the next computation, and so on.

The corrected desired deceleration a _soll,mod thus determined is subsequently transmitted to a device which calculates the braking pressure required to achieve the modified desired deceleration and then adapts the braking.

An advantageous embodiment of the invention additionally determines the position of the vehicle, for example via a satellite localization system.

This allows identification of the position of the brake trigger and the target final position of the vehicle where braking should end and the vehicle has the desired speed. Via these two position data and the speed v ₀ of the train at the start of braking, the desired deceleration a _soll between the above two positions can be calculated.

In another advantageous embodiment, the desired deceleration a _soll can be defined by the vehicle operator or by a higher-level system, for example the "Automatic Train Operation" system. In this case, in this embodiment, the position at which braking must be triggered is calculated via the desired final position of the vehicle, the defined desired deceleration and the speed _v0 of the vehicle at the first instant of braking triggering. It is possible.

Preferably, the deviation of the modified target deceleration a _{soll ,mod from the target deceleration a soll} is determined to prevent a loss of comfort or even unnecessarily endangering passengers. , is selectable only within predetermined predetermined boundaries. This delimitation can be determined either absolutely or relative to a target value, or it can depend on another state variable.

In addition, the individual setpoint deceleration a _soll of each braking section is preferably selected in such a way that the compensation of braking deviations from the setpoint course of braking takes place within a determined time window. This can ensure that the course of the modified setpoint deceleration a _soll,mod deviates from the setpoint deceleration a _soll only within determined limits. This also has the advantage that subsequent deviations in the braking course can be reacted better at a given point in time, possibly later. This is because the risk of the individual deviations of different braking sections being added is thereby reduced.

In another advantageous embodiment, in order to calculate the nominal braking distance s _n at time t, instead of the desired deceleration a _soll , preferably a reference deceleration determined via a reference model, for example a physical model Use a _ref . The advantage of this embodiment is that by using a reference model the dynamics of the system consisting of the train and the braking system are taken into account and thus the real physical limits are taken into account when calculating the nominal braking distance s _n . By doing so, the accuracy of the calculation of the nominal braking distance _sn is significantly improved.

Preferably, additionally in method step (E), the difference between the modified desired deceleration a _soll,mod at time t and the desired deceleration a _soll is calculated, and this reduction is used to further improve the deceleration control. Embodiments are provided that similarly input to speed control.

In a preferred embodiment of the invention, at least one deceleration sensor and/or speed signal of the vehicle is used in method step (B) to determine the acceleration a _ist actually acting on the vehicle. By using such sensors or signals, relatively easy and reliable detection of the acceleration a _ist is possible.

In another _embodiment of the invention, _{a predetermined} Determine the vehicle speed v _ist at the time of calculation of . The speed v _ist is thus calculated from the speed v ₀ of the vehicle at the start of braking and the detected deceleration a _ist .

In another advantageous embodiment of the invention, the actual speed course v _ist is measured on the basis of a suitable speed sensor of the vehicle in order to determine the actual braking distance _sa . The measured velocity course is referred to below as v _ist,gem .

An advantageous embodiment of the invention further provides that the first method step, ie the method steps following the detection of the braking, are staggered in time with respect to the first method step.

In a further advantageous embodiment of the invention, the determined speed course v _ist is used for the formulation of the residual braking distance s _a2 .

In another advantageous embodiment of the invention, the setpoint deceleration a _soll set for specifying the nominal braking distance s _n is a function of time and/or speed and/or position or is a constant .

In an advantageous embodiment of the invention, in order to calculate the remaining actual braking distance _sa2 , the deviation between the nominal braking distance _sn and the expected actual braking distance _sa is set equal to zero. This approach is one option to minimize the deviation between the nominal braking distance _sn and the actual braking distance _sa .

The apparatus necessary to carry out the above method has the following components. a sensor system for capturing vehicle speed and acceleration data for method step (B); a storage unit for storing data sensed by the sensor system or other data; and a computing unit for processing the stored data. , a communication unit for receiving the data and instructions required for the above method, and an operating interface allowing safe operation of the device by the vehicle driver and output of information.

Furthermore, the computer program product is configured to automatically implement the method according to any one of claims 1-15.

The invention is explained in more detail below with reference to the drawings.

1 is a deceleration-time diagram used to explain deceleration control according to the prior art; FIG. FIG. 4 is a deceleration/time diagram used to explain the deceleration control of the present invention; 4 is a speed/time diagram used to explain the deceleration control of the present invention; FIG. It is a figure which shows the flow of embodiment of the deceleration control "stopping distance control" by this invention. 4 is a deceleration/time diagram for explaining a reference deceleration a _ref ; FIG. 1 shows an example of implementation of the method according to the invention in a vehicle braking system; FIG. Fig. 3 shows a contrast of three different simulated decelerations over time for three different scenarios; FIG. 4 shows another embodiment for implementation in a vehicle braking system; FIG. 5 shows yet another embodiment for implementation in a vehicle braking system;

FIG. 1 shows the course of deceleration a as a function of time t, as can occur in deceleration control according to the prior art during deceleration. Two graphs are shown in this diagram. One graph shows the setpoint setpoint a _soll for the deceleration (solid line), while the other graph (dashed line) shows the course that reproduces the actually occurring deceleration a _ist . When configuring the deceleration, it can be observed that the actual course follows the setpoint course until the preset final value of the setpoint deceleration is reached. Furthermore, a drop in the actually measured deceleration can be detected, and the course of the measured deceleration a _ist is subsequently adapted again to the desired value course a _soll .

Such a drop in the measured deceleration a _ist can be attributed, for example, to sections of relatively low adhesion between wheel and rail. This relatively low stickiness can itself be attributed to unfavorable external conditions, such as wet leaves on the rails, or oil films caused by dust and moisture. As can be seen in FIG. 1, there are several possible reasons for the fact that the measured deceleration a _ist , following a reduction, is again adapted to the setpoint curve a _soll . For example, areas of relatively low adhesion may occur only very locally, or may improve the force coupling between wheel and rail, e.g. It is conceivable that means are used to improve the degree of stickiness that again enable the set target deceleration.

It should be noted, however, that the use of adhesion-improving means is also mostly delayed, and due to the presence of reaction time, the It is not possible to prevent the temporary deterioration of the force coupling between the In such cases, therefore, long braking distances are unavoidable unless the desired value is adapted to the deceleration. Such a fact can justify the need for improved control of deceleration, for example as proposed by the present invention.

In contrast to FIG. 1, FIG. 2 shows the course of deceleration a as a function of time t, which can occur in the control of deceleration according to the invention. It can also be observed that the measured deceleration a _ist follows the setpoint deceleration a _soll until a preset, constant setpoint value for deceleration is reached. Similarly, as in FIG. 1, a decrease in measured deceleration due to low tack can be observed. However, in FIG. 2, in addition to the known constant setpoint course of deceleration, another setpoint course can be discerned by the dashed line. It represents the corrected setpoint course a _soll,mod of the deceleration by the control according to the invention, which decreases and changes due to the measured actual deceleration a _ist . As can be seen, the deceleration a _soll,mod of the corrected setpoint course is greater during the reduction of the actual deceleration a _ist . After normalization of the force coupling between the wheels and the rail, the actual deceleration a _ist is adapted to the setpoint curve a _soll,mod and a stronger deceleration of the vehicle can be achieved. This makes it possible to compensate for areas of low deceleration and still achieve the originally intended braking distance despite a temporary reduction in actual deceleration.

FIG. 3 shows another diagram illustrating the operation of the deceleration control according to the invention. The diagrams shown show the relationship between the speed of the vehicle and the time t or between the setpoint deceleration a _soll and the actual deceleration a _ist and the time t. Here the diagram is divided into two regions defined by the current calculation instant.

Prior to this calculation point, the vehicle is braked with the actual measured deceleration a _ist shown in dashed lines resulting from the set desired deceleration a _soll (solid line). It can be recognized here that the actually measured actual deceleration does not reach the preset target value and is not constant, for example due to the varying adhesion coefficient between the rail and the wheels. is. The speed profile (dashed line) that occurs during braking is measured by a sensor and results from the actual deceleration profile.

After the calculated time t, a change in the slope of the velocity graph can be discerned. The changing slope can be reasoned by the modified target deceleration a _soll,mod represented by the dashed-dotted line. The modified setpoint deceleration a _soll,mod is calculated by the method according to the invention and is greater than the hitherto setpoint deceleration a _soll before the calculation instant. This can be attributed to the fact that the actual deceleration up to now has deviated from the target deceleration up to now. That is, in order to be able to maintain the nominal braking distance s _n that would have occurred during optimum braking when the actual deceleration did not deviate from the target deceleration, the corrected target deceleration a _{soll, mod} Must be greater than the target deceleration. It should be noted here that the graph of the modified setpoint deceleration a _soll,mod after the calculation instant t and the graph of the speed course only represent calculated values. In this case, therefore, it is assumed at calculation time t that after calculation time t, the modified setpoint deceleration a _soll,mod remains constant. Otherwise, the calculation of the setpoint deceleration is consequently carried out with updated values at later calculation instants not represented, whereby the setpoint deceleration is further adapted.

FIG. 4 shows an embodiment of the basic flow according to the invention for the calculation of the modified deceleration profile a _soll,mod . For example, based on a target deceleration a _soll previously set externally by a vehicle driver or a higher-level system, a reference deceleration a _ref is first obtained. This step is mandatory. This is because, in practice, due to the inertia of the braking system, it is not possible, for example, to set the desired setpoint value for deceleration from one point in time to another, due to the configuration of the pneumatic braking pressure. be. A realistic deceleration curve must therefore be determined for the calculation of the nominal braking distance _sn . This is the reference deceleration a _ref .

The difference between the desired deceleration a _soll and the reference deceleration a _ref is illustrated by FIG. FIG. 5 shows another diagram in which the deceleration is plotted against time. The course of the setpoint deceleration a _soll and the course of the reference deceleration a _ref are shown here. While the target deceleration a _soll jumps from a value of 0 to a constant target value, the graph of the reference deceleration a _ref increases gradually at first, slowly approaches the constant target value, and then Only then will we finally reach this point. The reference deceleration a _ref therefore follows the true target deceleration a _soll .

In addition to the set value of the desired deceleration a _soll , the measured values of the actually acting deceleration a _ist and the speed v _ist are supplied to the system of FIG. After determining the reference deceleration a _ref from the desired deceleration a _soll , the nominal braking distance s _n is determined on the basis of the reference deceleration a _ref and the velocity v ₀ at the time of braking trigger, ie part of the velocity course v _ist . demand. Further, similarly, the expected actual control distance s _a is determined from the detected actual deceleration a _ist and velocity v ₀ . Both the nominal braking distance _{s_n} and the expected actual braking distance _{s_a} consist of two interval parts. On the one hand, it consists of the segment s ₁ that has been traveled and, on the other hand, of the segment s ₂ to be further traveled. These subintervals are identified as follows.

・The nominal braking distance that has been advanced is
s _n1 =f(a _ref ,v ₀ )=∫v ₀ +∫∫a _ref (t) (1)
is. For example, if the reference deceleration a _ref cannot be determined because there is no suitable physical model that can perform the determination based on the physics model, then instead of the reference deceleration a _ref , the target deceleration a _soll Substitute directly into equation (1) above.

・The actual braking distance that has been advanced is
(a) Based on the velocity v ₀ at the start of braking and the detected deceleration a _ist ,
s _a1 =f(a _ist ,v ₀ )=∫v ₀ +∫∫a _ist (t) (2)
or (b) based on the measured velocity (v _ist,gem ),
s _a1 =∫v _{ist, gem} (t) (3)
is.

・The nominal residual braking distance to be traveled is
s _n2 =f(a _soll , v(t))=v(t) ² /2a _soll (4)
and v(t) is the measured velocity v _ist,gem or the velocity v _{ist ,calc} ( _t )=v ₀ + ∫a _ist (t).

・The actual residual braking distance to be traveled is
s _a2 =f(a _{soll, mod} , v(t))
= Target setpoint until the end of braking as a result of braking optimization (5)
and v(t) is the measured velocity v _ist or the velocity v _{ist ,calc} (t)= _{v 0 +} ∫a _ist (t).

Therefore, the deviation e between the nominal braking distance and the expected braking distance is
e=s _a1 +s _a2 −s _n1 −s _n2 (6)
becomes.

Due to the fact that the goal of the method is to achieve the braking distance repeatability as accurately as possible, the deviation e is minimized. In the embodiment shown in FIG. 4, the deviation e is set equal to zero for this purpose. Of the four subsections, only the actual residual braking distance _sa2 to be traveled can be changed by suitable selection of the deceleration course. It is therefore possible to calculate the expected actual residual braking distance _{s_a2} and from this also the corrected target deceleration _{a_soll,mod} . To this end, the expression for the actual residual braking distance s _a2 to be traveled (equation 5) can be substituted into the deviation equation (equation 6) described above. In addition, the deviation a _delta between the new target deceleration a _soll,mod and the target deceleration a _soll is determined. This can then be used as another input variable for deceleration control.

After a time interval Δt between time t and time t+Δt defining the braking interval, the method is repeated to newly determine the nominal braking distance s _n and the expected actual braking distance s _a for time t+Δt. . If the actual braking distance _{s_a} corresponds to the nominal braking distance _{s_n} , the following holds for the modified target deceleration _{a_soll,mod} . That is, the modified target deceleration a _{soll, mod} becomes equal to the target deceleration a _soll . The target deceleration a _soll is therefore maintained. Otherwise, calculate another modified target deceleration a _soll,mod . Do this until the vehicle reaches the desired final speed. If deceleration of the vehicle to a stop is desired, ie the desired final speed is equal to zero, the correction of the target deceleration is interrupted already at speeds close to zero in practice. For the case mentioned at the outset where a train enters a station with platform doors and it is particularly important for the train to stop exactly, the above corrections should be made as late as possible to ensure the exact stopping position of the carriages. interrupt. In this case, for each calculation step, the time t+Δt of the previous calculation step becomes the new time t.

FIG. 6 represents a first embodiment and shows how the method according to the invention can be implemented with vehicle deceleration control. In this method, referred to herein as a "Stopping Distance Controller", according to the _procedure illustrated in FIG. From the deceleration _aist acting on the vehicle, a modified setpoint a _soll,mod is determined. The modified desired setpoint value a _soll,mod can be either a constant value (like the input value a_soll) or a dynamic setpoint course of the deceleration.

The corrected target setpoint subsequently represents the input parameters for vehicle deceleration control, as well as the measured actual deceleration. Starting from the actually measured acceleration, the deceleration controller determines the deceleration a _soll,strg . From this adjustment of the deceleration control the braking forces (F ₁ , F ₂ , . . . ) and their distribution are calculated. The "stopping distance controller", the deceleration controller and the braking force calculator are components of the electronic braking control of the train. The data obtained in this way are subsequently transformed via a corresponding actuator system. The resulting acceleration a _ist and speed course v _ist are again detected by corresponding vehicle sensors and fed back to the "stopping distance controller" or deceleration controller for subsequent calculations.

FIG. 7 shows a contrast of different simulated deceleration curves for three different scenarios. In these three scenarios, braking distances for the same vehicle are simulated for different boundary conditions at the same speed for all scenarios. The respective deceleration profile is shown in three different deceleration-time diagrams in FIG. A system with deceleration control is assumed here.

As can be seen from the table of FIG. 7, in scenario A the stickiness is 100% over the entire braking duration. Therefore, ideal conditions are in place here. This is because the force coupling between wheel and rail is not reduced at any point during braking, so no slippage between wheel and rail occurs. The actual deceleration course a _ist in the diagram for scenario A is therefore constant at the setpoint deceleration course a _soll , ignoring small differences when a constant deceleration value is constructed. The vehicle can thus be decelerated with a constant target deceleration over the entire braking duration. The resulting braking distance for this vehicle is 800m. Due to ideal conditions, this scenario does not benefit from using "Stopping Distance Control" (SDC) according to the present invention. This scenario can therefore be considered a reference scenario for the other two scenarios.

Scenario B, on the other hand, deviates from ideal conditions. This is because in the region (approximately 5 seconds to 12 seconds) the degree of adhesion is only 90%, for example due to unfavorable external conditions. During this period, therefore, there is a slight slippage between the wheel and the rail, so that the actual deceleration a _ist cannot reach the setpoint deceleration a _soll during this period. The method according to the invention is likewise not used in Scenario B (SDC inactive), which extends the braking distance from 800 m in Reference Scenario A to 817 mm.

Finally, in Scenario C, SDC is active, while the stickiness is only 90%, similar to Scenario B, in the region of about 5 to 12 seconds. As can be discerned in the diagram for Scenario C, the target set point is increased for the rest of the braking, depending on the reduced stickiness in this sub-interval. This results in the actual value of the deceleration following the setpoint value as soon as the subdivision with reduced tackiness has been passed, thus braking with a greater deceleration. The vehicle consequently stopped after 800 m and was therefore able to achieve the same braking distance as in the reference scenario A despite the less sticky subsection.

In summary, the present invention provides a method for dynamically optimizing the braking distance of a rail vehicle, an apparatus for implementing the method, and an apparatus for automatically implementing the method to improve the reproducibility of braking distances for rail vehicles. related to computer program products that With this method, the vehicle speed v _ist measured at various calculation instants and the acceleration acting on the vehicle a _ist are used to determine the nominal braking distance s _n under ideal conditions and the actual expected braking The distance _sa is compared and contrasted. In the event of a deviation, the setpoint value is optionally adapted to the deceleration following the calculation instant in order to be able to continue achieving the braking distance that was initially set.

a deceleration a _ist deceleration actually acting on the vehicle (actual deceleration)
a _soll preset target deceleration a _ref reference deceleration a _{soll, mod} corrected target deceleration a _delta difference between corrected target deceleration and preset target deceleration v _ist determined speed course v _{ist ,gem} Measured Velocity Course v _ist,calc Velocity course calculated from the speed at the start of braking and the measured deceleration (calculated speed course)
v ₀ speed at braking trigger t ₀ braking trigger instant s _n nominal braking distance s _a actual braking distance t instant of calculation t+Δ instant following instant t Δt period between instant ₀ and instant t

Claims (19)

A method of optimizing the braking distance of a vehicle, the method comprising:
(A) confirming braking with a predetermined target deceleration (a _soll ) at time (t ₀ );
(B) determining the deceleration actually acting on the vehicle (a _ist ) and the actual speed course (v _ist ) of the vehicle between said instants (t ₀ ) and (t);
_{( C} ) the nominal braking distance of _the vehicle (s _n ), and
(D) on the basis of the determined velocity course (v _ist ) or on the basis of the velocity (v ₀ ) and the determined deceleration (a _ist ) at the said instant (t ₀ ) of the braking trigger, said instant calculating the actual braking distance (s _a ) so far at (t);
(E) formulating the remaining actual residual braking distance (s _a2 ) in dependence on the modified target deceleration (a _soll,mod );
(F) said actual braking distance (s a ) in method step (D) by minimizing the difference between said nominal braking distance (s _n ) and said expected actual braking distance (s _a ) _; determining the modified target deceleration of the vehicle (a _soll,mod ) for future braking after the calculation of
(G) repeating method steps (C)-(F) at a defined time interval (Δt) between said time point (t ₀ ) and said time point (t) until a desired final speed of said vehicle;
has
calculating the difference between the corrected target deceleration (a _{soll, mod} ) and the preset target deceleration (a _soll ), and inputting the difference to deceleration control;
Method. Said modified desired deceleration (a _soll,mod ) is a time and/or velocity and/or position dependent, parameter dependent function and/or constant, and in method step (F) parameters of said function 2. The method of claim 1, wherein the modified target deceleration (a _soll,mod ) is determined by specifying . 3. The method of claim 2, wherein the target deceleration (a _soll ) is calculated from the position of the brake trigger and the target final position of the vehicle. 4. The method as claimed in claim 1, wherein the desired deceleration (a _soll ) is determined by the vehicle driver or by a higher-level system and thus the position of the start of braking is calculated. 5. The method of claim 4, wherein the higher level system is an "automatic train operation" system. 6. Method according to claim 4 or 5 , wherein a boundary can be set for said modified setpoint deceleration (a _soll,mod ) relative to the initial setpoint deceleration (a _soll ) or absolutely. _7. The method of any one of claims 1 to 6 , wherein the setpoint deceleration ( _asoll,mod ) is selected such that compensation of deviations from the setpoint deceleration (asoll) takes place in a determined time window. the method of. To calculate the nominal braking distance (s _n ), instead of the target deceleration (a _soll ), a reference deceleration (a _ref ) is used. 9. The method of claim 8, wherein the reference model is a physical model. In method step (B), the actual speed course (v ist ) is determined on the basis of the speed (v ₀ ) at the start of braking and the actual deceleration (a _{ist )} , and the speed (v _{ist , calc} ) is used for said calculation of said actual braking distance (s _a ) in method step (D). In method step (B), the actual speed course (v _ist ) is measured by suitable sensors of the vehicle, whereby the measured speed course (v _ist,gem ) is converted in method step (D) to the 11. Method according to any one of claims 1 to 10 , for use in determining the actual braking distance (s _a ). 12. The method as claimed in claim 1, wherein the method steps following method step (A) are staggered in time with respect to method step (A). 13. The method as claimed in claim 1, wherein the determined speed profile (v _ist ) is used for formulating the residual braking distance (s _a2 ) in method step (E). said progression of said target deceleration (a _soll ) set for specifying said nominal braking distance (s _n ) in method step (C) is a function of time and/or speed and/or position; or a constant . 2. Setting the deviation between the nominal braking distance (s _n ) and the expected actual braking distance (s _a ) equal to zero for calculating the actual residual braking distance (s _a2 ). 15. The method of any one of claims 1 to 14 . Claim 1, wherein a portion (s n1 ) to _{be traveled and a portion (s n2 )} to be traveled further of the nominal braking distance (s _n ) are determined for determining the nominal braking distance (s _n ). 16. The method of any one of 1-15 . A device for carrying out the method of any one of claims 1 to 16 , said device comprising:
a sensor system configured to detect velocity and acceleration data of the vehicle for said method step (B) of claim 1;
a storage unit configured to store the velocity data and the acceleration data detected by the corresponding sensor system or other required data;
a computing unit configured to process the data stored in the storage unit;
a communication unit configured to receive required data from the sensor system or another communication interface and communicate with another communication unit for data exchange;
an operating interface configured to output information to and be operated by a vehicle operator;
A device having 18. The apparatus of claim 17, wherein said computing unit is configured to perform said method steps (C)-(F) of claim 1. A computer program product adapted to implement the method of any one of claims 1-16 .

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