DE102017221812A1 - Method for operating rail vehicles - Google Patents

Abstract

The invention relates to a method for operating rail vehicles (1, 2), wherein for a trailing behind a preceding rail vehicle (1) rail vehicle (2) an absolute braking distance (Ab), avoiding a collision with the preceding rail vehicle (1) or at least avoid, is determined, and the trailing rail vehicle (2) is operated such that it complies with at least this absolute braking distance (Ab) to the preceding rail vehicle (1).
According to the invention, the trailing rail vehicle (2) is operated in such a way that, in addition to the absolute braking distance (Ab), it maintains an additional distance (Az) which depends on the speed (V1 (t)) of the preceding rail vehicle (1).

Description

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

The railway standard IEEE Std 1474.1-2004 defines the basic requirements for PTC train control systems based on CBTC (Communication-Based Train Control) basis. The main parameter describing the performance is the achievable train time (referred to as the "Design Headway" in Section 5.1 of the standard). The train sequence time is from the CBTC point of view or in CBTC systems by the safe distance to be realized (referred to as "Safe train separation" in Section 6.1.2 of the standard) and the "Safe Braking" model used (safe Brake model, see section 6.2.1 of the standard) with the parameter GEBR ("guaranteed emergency brake rate", guaranteed emergency braking deceleration).

The value GEBR 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 will significantly degrade the achievable train time. Operational practice shows that, especially during operation on the surface (outside of tunnels), the coefficient of static friction between wheel and rail can sometimes become very small due to weather conditions (eg wet leaves on the rail), so that delay values of only 0, 5 m / s ² or even less.

An adjustment of the GEBR value to these exceptional cases would worsen the achievable train time too much. Such exceptional cases are then often covered by operational measures, eg. B. weather-related reduction of the operational braking delay. The difficulty is to recognize and communicate these situations in good time. It does not reach the usual security level.

The problem of a GEBR value which is insufficient in special situations only becomes apparent in its full extent with the increasing introduction of CBTC systems on the weather-exposed routes. CBTC systems operate in the "moving block" technical distance, while conventional systems drive in fixed-block terms and still have safety reserves. The "moving block" has now freed itself of these safety reserves in favor of increased efficiency. If "guaranteed" values are not adhered to, a CBTC system often comes immediately into a safety-critical area. For public transport operators, this is often a new situation for which there are still no established solutions. Some systems allow switching to a lower operational delay or slower forced braking deceleration (GEBR), but at the discretion of the operator.

The invention has for its object to provide a method for operating rail vehicles, which allows a particularly safe operation of rail vehicles at anyway small train times.

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

Thereafter, the invention provides that the trailing rail vehicle is operated so that in addition to the absolute braking distance maintains an additional distance, which depends on the speed of the preceding rail vehicle.

A significant advantage of the method according to the invention is the fact that a particularly large degree of operational safety is achieved by the additionally provided additional distance, in particular with regard to the above statements in connection with the uncertainty of delay values.

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

In the event that the preceding rail vehicle falls below the predetermined speed threshold, the additional distance is preferably increased with increasing difference between the speed of the preceding rail vehicle and the speed threshold.

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.The additional distance is preferably calculated according to: $$\text{az}=\left({\text{V0}}^2-\text{V1}{\left(\text{t}\right)}^2\right)\text{/}\left(2\text{* a}1\right)\text{for V1}\left(\text{t}\right)\le \text{V0}\text{.}$$

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

It is particularly advantageous if the additional distance is determined as a function of a braking deceleration value which is calculated by summation of a basic deceleration value which indicates the maximum or maximum expected deceleration of the preceding rail vehicle and a predefined additional deceleration deceleration value.

The additional brake deceleration value is preferably determined taking into account the positional uncertainty in locating the preceding rail vehicle, wherein the additional brake deceleration value is chosen to be greater, the greater the location uncertainty of the localization.

With regard, for example, to a shunting or coupling operation, it is considered advantageous if compliance with the additional distance is suspended and the trailing rail vehicle is allowed to retract into the range of the additional distance if the speed of the trailing rail vehicle reaches or falls below a predetermined permissible retraction speed.

After entering the range of the additional distance, the speed of the trailing rail vehicle 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, it is provided with respect to such a control device that it is designed such that it can operate one or more rail vehicles, in particular a rail vehicle trailing behind a preceding rail vehicle, 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 maps the method described above in the form of a software code. Upon execution of the operating program, the computer then executes a procedure in the manner described above.

The invention also relates to a railway system with at least two rail vehicles driving thereon. According to the invention, it is provided with respect to such a railway installation that it has a control device, as has been 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 has been described above. Preferably, the control device is configured such that it determines a minimum distance of its rail vehicle to a preceding rail vehicle, by summation or at least by summation of an absolute braking distance, which avoids or avoid driving on the preceding rail vehicle, and an additional distance from a velocity value indicative of the speed of the preceding rail vehicle.

• 1 ein Ausführungsbeispiel für eine Eisenbahnanlage, bei der Schienenfahrzeuge unmittelbar miteinander kommunizieren und jedes Schienenfahrzeug seinen Mindestabstand zum vorausfahrenden Schienenfahrzeug selbst ermittelt,
• 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,
• 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,
• 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
• 5 beispielhaft ein Weg-Zeit-Diagramm für eine mögliche Zugfolge.

The invention will be explained in more detail with reference to embodiments; thereby show by way of example

• 1 an exemplary embodiment of a railway system in which rail vehicles communicate directly with one another and each rail vehicle determines its minimum distance to the preceding rail vehicle itself,
• 2 an exemplary embodiment of a railway system in which rail vehicles determine their respective location and their respective speed and transmit this information to a central office, which forwards the respective information to trailing rail vehicles,
• 3 an exemplary embodiment of a railway installation, in which a central station determines the location and the speed of rail vehicles traveling on the railway system and transmits the corresponding information to the rail vehicles, so that they can determine their minimum distance to a preceding rail vehicle itself,
• 4 an exemplary embodiment of a railway system, in which a center calculated for each on the railway system moving rail vehicle in each case an additional distance and / or a minimum distance based thereon and transmitted to the respective rail vehicles, and
• 5 an example of a path-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 1 shows a railway system EA that of two rail vehicles 1 and 2 is driven. At the rail vehicles 1 and 2 For example, they may be trains, so they may also be called trains below 1 or train 2 be designated.

The two rail vehicles 1 and 2 move along the direction of the arrow P in the 1 left to right; Accordingly, in the 1 right rail vehicle 1 as a preceding rail vehicle and in the 1 left rail vehicle 2 be referred to as trailing rail vehicle.

The two rail vehicles 1 and 2 For example, they may be of identical construction, which is assumed below by way of example. They each have both a communication device 10 and a controller 20 for controlling a drive, not shown further. The control device 20 includes a calculator 21 and a memory 22 , In the store 22 is an operating program BP saved that the operation of the computer 21 and thus the operation of the controller 20 overall.

In the embodiment according to 1 determine the rail vehicles 1 and 2 by own sensors and / or own measuring devices each their own place X1 (T) or. X2 (t) as well as their own speed V1 (T) or. V2 (t) and send the corresponding measured values via their communication device 10 in each case at least to the trailing rail vehicle.

In the embodiment according to 1 thus transmits the preceding rail vehicle 1 his respective place X1 (T) and his speed V1 (T) to the trailing rail vehicle 2 , thus giving both information on location and speed of the preceding rail vehicle 1 present as well - due to own measurements - the own place X2 (t) and your 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. Der absolute Bremswegabstand wird vorzugsweise in der üblichen Art und Weise berechnet, wie dies im Stand der Technik bekannt ist; diesbezüglich sei auf die obigen Ausführungen im Zusammenhang mit dem Stand der Technik sowie auf die einschlägige Norm IEEE Std 1474.1-2004 verwiesen. Beispielsweise kann der absolute Bremswegabstand berechnet werden gemäß: $$\text{Ab}={\left(\text{V}2\left(\text{t}\right)-\text{dV2}\left(\text{t}\right)\right)}^2\text{/}\left(2\text{*}\left(\text{GEBR}+\text{Nmin*g}\right)\right)+\left(\text{V}\left(\text{t}\right)+\text{dV2}\left(\text{t}\right)\right)\text{*Tv}$$

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 operating program BP In the storage room 22 the control device 20 is designed such that the trailing rail vehicle 2 its minimum distance Amin to the preceding rail vehicle 1 determined itself, preferably as follows: $$\text{Amin}=\text{From}+\text{az}\text{.}$$

where Amin denotes the minimum distance, Ab denotes an absolute braking distance, which is an approach to the preceding vehicle 1 avoid or at least avoid, and Az denotes an additional distance, which depends on the speed of the preceding rail vehicle. The absolute braking distance is preferably calculated in the usual manner as known in the art; In this respect, reference is made to the above statements in connection with the prior art and to the relevant standard IEEE Std 1474.1-2004. For example, the absolute braking distance can be calculated according to: $$\text{From}={\left(\text{V}2\left(\text{t}\right)-\text{dV2}\left(\text{t}\right)\right)}^2\text{/}\left(2\text{*}\left(\text{GEBR}+\text{N min * g}\right)\right)+\left(\text{V}\left(\text{t}\right)+\text{dV2}\left(\text{t}\right)\right)\text{* Tv}$$

where dV2 is the speed measurement error, Nmin is the minimum path inclination in the braking distance of the rail vehicle 2 (negative values for gradients), g the gravitational acceleration and tv the response delay time of the brake of the rail vehicle 2 is.

und $$\text{Az}=0\text{ für V1}\left(\text{t}\right)>\text{V0}$$

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 preferably calculated according to: $$\text{az}=\left({\text{V0}}^2-\text{V1}{\left(\text{t}\right)}^2\right)\text{/}\left(\text{2 * a1}\right)\text{for V1}\left(\text{t}\right)\le \text{V0}$$

and $$\text{az}=0\text{for V1}\left(\text{t}\right)>\text{V0}$$

and where az the additional distance, V1 (t) the respective speed of the preceding rail vehicle 1 . V0 the predetermined speed threshold and a1 a predetermined braking deceleration value for the braking behavior of the preceding rail vehicle 1 considering the influence of the driveway inclination.

With respect to the brake deceleration value a1, it is considered advantageous if this is achieved by summing a basic deceleration value which is the maximum or maximum expected deceleration of the preceding rail vehicle 1 and calculated at a predetermined penalty brake delay value.

The additional brake delay value is preferably calculated taking into account the location uncertainty in locating the preceding rail vehicle 1 , ie taking into account the location uncertainty in the determination of X1 (t) , determined; In this case, the additional brake delay value is preferably chosen to be greater, the greater the location uncertainty of the location.

With a view to a special operation of rail vehicles, especially with a view to a coupling of rail vehicles, it is considered advantageous if compliance with the additional distance az is suspended and the trailing rail vehicle 2 a retraction into the range of the additional distance az is allowed when the speed of the trailing rail vehicle 2 reaches or falls below a predetermined permissible retraction speed.

If that in the 1 right rail vehicle 1 an Indian 1 not shown rail vehicle precedes, so works the rail vehicle 1 with respect to the originating from the rail vehicle not shown location and speed information preferably as in the 1 left rail vehicle 2 ,

If that in the 1 left rail vehicle 2 an Indian 1 not shown rail vehicle follows, so the rail vehicle works 2 with respect to the originating from this not shown rail vehicle location and speed information preferably like that in the 1 right rail vehicle 1 ,

The 2 shows an embodiment of a railway system EA, in which for the control of rail vehicles 1 and 2 in addition a central office 100 is provided. The central office 100 receives from the railway vehicles running on the railway system EA 1 and 2 in each case the location information X1 (T) and X2 (t) as well as the speed values V1 (T) and V2 (t) and forwards this information to all rail vehicles on the railway system EA or at least to the respective trailing rail vehicles on (ie the details of the rail vehicle 1 to this behind the traveling rail vehicle 2 , etc.).

In contrast to the embodiment according to 1 receives the trailing rail vehicle 2 the location X1 (T) and the speed V1 (T) from the preceding rail vehicle 1 not directly, but with the participation of the central office 100 , which works as a relay station and the values from the preceding rail vehicle 1 forwards.

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

The 3 shows a variant for a railway system EA in which the central office 100 the location information X1 (T) and X2 (t) and the speed information V1 (T) and V2 (t) determined by means of trackside facilities themselves and the values determined to the rail vehicles 1 or. 2 transmitted. The calculation of the minimum distance Amin or the additional distance az is then rail vehicle side by means of the control devices 20 in the rail vehicles 1 and 2 performed as above related to the 1 and 2 has been explained.

The 4 shows a variant for a railway system EA in which the central office 100 for each of the rail vehicles 1 and 2 determined in each case the minimum distance and / or the additional distance and the respectively determined values to the assigned rail vehicles 1 or. 2 transmitted. In the 4 Amin1 denotes the minimum distance for the rail vehicle 1 . Amin2 the minimum distance for the rail vehicle 2 . az1 the additional distance for the rail vehicle 1 and az2 the additional distance for the rail vehicle 2 ,

The rail vehicles 1 and 2 or their control devices 20 In this embodiment, the minimum distance Amin1 or Amin2 and / or the additional distance az1 or. az2 do not calculate yourself, as they get the corresponding values from the central office 100 receive.

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

In summary, in the embodiments according to the 1 to 4 the safe distance separation function is improved so that additional safety margins are provided where it is beneficial in the event of a breach of the "safe braking model" and at the same time the Does not restrict train time.

The point limiting the train time between two stops is typically where the preceding rail vehicle is 1 (hereafter short train 1 called) a stop completely and additionally still about the entrance of the following rail vehicle 2 (hereafter short train 2 called) required protection distance has cleared to the stop. The most dangerous situation for the distance attitude, however, is when the train in front 1 in the stop stands, while the train behind 2 approaching this stop and the distance to the train ahead 1 steadily shortened.

In the context of the described embodiments, the additional safety distance az behind the preceding train 1 and thus between the two consecutive moves 1 and 2 introduced when the train ahead 1 driving or standing slowly. To sudden changes of the additional safety distance az to avoid the safety margin az when falling below a certain speed threshold of the preceding train 1 built up continuously until it stops at the train ahead 1 reached its maximum value. After the continuation of the preceding train 1 This additional safety distance Az is reduced again with increasing speed.

In the ideal case, the additional safety distance Az is already reduced before the critical point for the train sequence time is reached, thus leaving the train following time unaffected. The construction and dismantling of the additional safety distance takes place in a CBTC system, for example in the context of the calculation of the driving authorization ("movement authority") of the train trailing behind 2 but can also be done elsewhere in the calculation of safe distance separation, and does not require any additional hardware, since the speed of the train in front 1 in the CBTC system is known.

When building the additional safety distance Az, the greatest operational delay of the preceding train should be 1 in fact, the apparent delay of the train closure, which includes the possible increase in location uncertainty.

The construction of the additional safety distance Az begins at a speed threshold V0 and if the apparent delay is a1, then the train in front is driving 1 at least s1 = V0 ² / (2 * a1) until standstill. The additional safety distance Az can therefore be built up to s1, eg according to Az = (V0 ² - V1 (t) ² ) / (2 * a1) with V1 (t) as the speed of the preceding train 1 , Preferably this function is applied continuously, regardless of braking and acceleration, and V0 should be adjusted at the critical point for the pull-in time.

An additional safety margin az may be operationally restrictive if the subsequent train 2 in special situations close to the train ahead 1 to approach, for example, for coupling or tight stopping trains. To avoid these limitations, the effect of additional safety margin on speeds V2 (t) of the following turn 2 be limited, which are greater than a predetermined minimum speed. This affects the additional safety distance az at low speeds of the following turn 2 no more, but a possible Fehlbremsweg for this train because of eg a non-complied GEBR value ("guaranteed emergency brake rate", guaranteed emergency brake delay) then falls at speeds less than the minimum speed and small.

The benefit of relating to the 1 to 4 described procedure is that even when driving in the "moving block" at a distance of the defined minimum train time depending on the operating situation safety reserves are available and they can be used for an additional safety margin behind a subsequent train, without the train follow-up time ("design headway" ) to deteriorate. This exemplifies the 5 in which a path-time diagram (location S in meters over time t in seconds) for a possible train sequence is shown by way of example.

In the 5 is with a curve K1 the course of the Zugspitze a preceding train shown, the curve K2 shows the Zugspitze of the following train. The curve K1s describes the location of the train closing or the train end of the train ahead. K3 visualizes the additional distance az Behind K1s ,

K4 shows the minimum required for the current driving speed permissible driving range (language "movement authority") of the following train on the basis of the absolute braking distance Ab distance. It can be seen that at the point relevant to the train sequence RP where the curve is K4 the curve K1s closest approach, the additional distance az already completely degraded and thus does not worsen the train following time.

Depending on the system parameters z. B. between 50 and 100 m additional safety distance behind a stationary train to be won. In exceptional situations where the "safe braking model" is not complied with, the safety of the system can still be guaranteed. Even larger additional safety distances az can be realized with only slight deterioration of the pull sequence time. The technical implementation can be done advantageously alone in the calculation of the "movement authority" without any need for additional hardware.

While the invention has been further illustrated and described in detail by way of preferred embodiments, the invention is not limited by the disclosed examples, and other variations can be derived therefrom by those skilled in the art without departing from the scope of the invention.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited non-patent literature

• IEEE Std 1474.1-2004 [0002]

Claims (12)

Method for operating rail vehicles (1, 2), wherein - for a trailing behind a preceding rail vehicle (1) rail vehicle (2) an absolute braking distance (Ab), which avoids a start on the preceding rail vehicle (1), or at least avoid is determined, and - the trailing rail vehicle (2) is operated so that it maintains at least this absolute braking distance (Ab) to the preceding rail vehicle (1), characterized in that the trailing rail vehicle (2) is operated such that it additionally to the absolute braking distance (Ab) an additional distance (Az) complies, which depends on the speed (V1 (t)) of the preceding rail vehicle (1). Method according to Claim 1 , characterized in that the additional distance (Az) is set to zero when the preceding rail vehicle (1) reaches or exceeds a predetermined speed threshold (VO). Method according to one of the preceding claims, characterized in that in the event that the preceding vehicle (1) falls below the predetermined speed threshold (VO), the additional distance (Az) with increasing difference between the speed (V1 (t)) of the preceding vehicle ( 1) and the speed threshold (VO) is increased. Method according to one of the preceding claims, characterized in that the additional distance (Az) is calculated according to: $$\text{az}\left(\text{t}\right)=\left({\text{V0}}^2-\text{V1}{\left(\text{t}\right)}^2\right)\text{/}\left(\text{2 * A1}\right)\text{for V1}\left(\text{t}\right)\le \text{V0}\text{.}$$

where Az is the additional distance, V1 (t) the respective speed of the preceding rail vehicle (1), V0 the predetermined speed threshold and a1 a predetermined braking deceleration value for the braking behavior of the preceding rail vehicle (1). Method according to one of the preceding claims, characterized in that the additional distance (Az) is determined as a function of a braking deceleration value (a1) which is determined by summation of a basic deceleration value which indicates the maximum or maximum expected deceleration of the preceding rail vehicle (1). and a predetermined additional brake delay value is calculated. Method according to Claim 5 , characterized in that the additional brake delay value is determined taking into account the location uncertainty in the location of the preceding rail vehicle (1), wherein the additional brake delay value is chosen the greater, the greater the location uncertainty of the location. Method according to one of the preceding claims, characterized in that compliance with the additional distance is suspended and the trailing rail vehicle (2) is allowed to retract into the range of the additional distance if the speed (V2 (t)) of the trailing rail vehicle (2) a specified permissible retraction speed is reached or fallen below. Method according to Claim 7 , characterized in that after entering the range of the additional distance, the speed (V1 (t)) of the trailing rail vehicle (2) is limited to the allowable retraction speed. Control device (20) for operating one or more rail vehicles (1, 2), characterized in that the control device (20) is designed such that it supports one or more rail vehicles (1, 2), in particular one behind a preceding rail vehicle (1). hinterherfahrendes rail vehicle (2), according to a method according to any one of the preceding claims can operate. Control device (20) after Claim 9 , characterized in that the control device (20) is designed such that it can determine a minimum distance to a preceding rail vehicle (1) for a rail vehicle (2), namely by summation or at least by summation of an absolute braking distance (Ab), the approach to the preceding rail vehicle (1) should avoid or avoid, and an additional distance (Az), which depends on a speed value indicative of the speed (V1 (t)) of the preceding rail vehicle (1). Railway installation with at least two rail vehicles (1, 2) driving thereupon, characterized in that the railway installation comprises a control device (20) according to one of the preceding paragraphs Claims 9 to 10 having. Rail vehicle (2), characterized in that - the rail vehicle (2) a control device (20) according to one of the preceding Claims 9 to 10 and - the control device (20) is designed such that it determines a minimum distance of its rail vehicle (2) to a preceding rail vehicle (1), by summation or at least by summation of an absolute braking distance (Ab), the startup the preceding rail vehicle (1) should avoid or avoid, and an additional distance (Az) which depends on a speed value indicative of the speed (V1 (t)) of the preceding rail vehicle (1).

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