Abstract: A method for determining an optimum or maximum-permissible speed of a rail vehicle, dependent on a thermal state of at least one friction element of at least one friction brake of includes detecting at least one parameter which characterizes a current operating situation of the rail vehicle, determining or estimating a first influence on the thermal state of the at least one friction element based on the current operating situation of the rail vehicle, determining or estimating a second influence on the thermal state of the at least one friction element, determining the optimum or maximum-permissible speed of the rail vehicle in such a way that an allowed friction-element maximum temperature of the at least one friction element is not exceeded, or the allowed friction-element maximum temperature of the at least one friction element is substantially obtained, at the at least one friction element under the first or second influence.

Abstract: Disclosed embodiments relate to a method for calibrating a coordinate system of a multi-axis deceleration sensor in a rail vehicle, including calibrating the vertical axis of the sensor to the vertical axis of the vehicle, measuring the acceleration along the longitudinal and transverse axis of the sensor during a braking process of the rail vehicle at a low speed and at a standstill over a time curve, determining an offset vector at a standstill, the offset vector consisting partly of a component in the longitudinal direction and partly of a component in the transverse direction of the sensor and representing the influence of the gravitational acceleration on the measured acceleration of the rail vehicle, and ascertaining at least one resulting acceleration vector of the coordinate system of the sensor about the vertical axis of the sensor such that the at least one resulting acceleration vector faces the vehicle longitudinal direction.

Abstract: A brake system, brake regulating method and device for a rail vehicle use an input for a target deceleration value (äset), an input for an actual deceleration value (atrain), and an output for a deceleration control variable value. The deceleration control variable value (aOUt) is set by a regulating unit to minimize a deviation between the actual deceleration value (atrain) and the target deceleration value (aset). The brake regulating device uses a limiting device, which limits the deceleration control variable value (aout) independently of the regulating unit such that the deceleration control variable value (aout) deviates from the target deceleration value (aset) maximally by a maximum negative control stroke to lower values or maximally by a maximum positive control stroke to higher values. The invention additionally relates to a braking method and a brake system for a rail vehicle.

Abstract: An arrangement for a switching function unit for Ethernet having a number of active components of the Ethernet which are combined by a switching function unit to form a functional unit; and at least three mutually independent power supplies for supplying power to the active components, wherein a first of the at least three power supplies is a local power supply for the switching function unit, a second of the at least three power supplies is a first extraneous power supply via Ethernet for the switching function unit, and a third of the at least three power supplies is a second extraneous power supply via Ethernet for the switching function unit.

Abstract: A method for estimating the temperature (TB, est) of a wheel bearing of a wheelset of a rail vehicle by means of a calculation model (Tbearingestimator). The calculation model (Tbearing,estimator) estimates the temperature of the axle bearing, according to the speed (vtrain) and the ambient temperature (Tamb) of the rail vehicle as input variables of the calculation model (Tbearing estimator), and the temperature of a component of the wheelset, different from the axle bearing but directly or indirectly connected to the axle bearing in a heat-conducting manner, is measured as the measuring temperature (Tmeas) during operation. The temperature of the component different from the axle bearing is estimated by means of the calculation model (Tbearingestimator) as the estimated temperature (Tmeas,est).

Abstract: A method for predicting the temperature (Tin,p) of a wheel bearing of a vehicle wheel for a future moment (t+?tp) in relation to a present moment (t) or for a future time interval (t, t+?tp) in relation to a present moment (t), on the basis of a course of the temperature (Tin) of the wheel bearing in a past time interval (t??tb, t) in relation to the present moment (t), the predicted temperature (Tin,p) of the wheel bearing being determined from the sum of the temperature (Tin) of the wheel bearing at the present moment (t) and a corrective value (?TP) which is determined according to a change in at least one driving condition, such as the speed (?vtrain), and a change in the temperature (?Tb) of the wheel bearing within the past time interval (t??tb, t).

Abstract: An arrangement for a switching function unit for Ethernet having a number of active components of the Ethernet which are combined by a switching function unit to form a functional unit; and at least three mutually independent power supplies for supplying power to the active components, wherein a first of the at least three power supplies is a local power supply for the switching function unit, a second of the at least three power supplies is a first extraneous power supply via Ethernet for the switching function unit, and a third of the at least three power supplies is a second extraneous power supply via Ethernet for the switching function unit.

Abstract: A method for predicting the temperature (Tin,p) of a wheel bearing of a vehicle wheel for a future moment (t+?tp) in relation to a present moment (t) or for a future time interval (t, t+?tp) in relation to a present moment (t), on the basis of a course of the temperature (Tin) of the wheel bearing in a past time interval (t??tb, t) in relation to the present moment (t), the predicted temperature (Tin,p) of the wheel bearing being determined from the sum of the temperature (Tin) of the wheel bearing at the present moment (t) and a corrective value (?TP) which is determined according to a change in at least one driving condition, such as the speed (?Vtrain), and a change in the temperature (?Tb) of the wheel bearing within the past time interval (t??tb, t).

Abstract: A method for estimating the temperature (TB, est) of a wheel bearing of a wheelset of a rail vehicle by means of a calculation model (Tbearingestimator). The calculation model (Tbearing,estimator) estimates the temperature of the axle bearing, according to the speed (vtrain) and the ambient temperature (Tamb) of the rail vehicle as input variables of the calculation model (Tbearing estimator), and the temperature of a component of the wheelset, different from the axle bearing but directly or indirectly connected to the axle bearing in a heat-conducting manner, is measured as the measuring temperature (Tmeas) during operation. The temperature of the component different from the axle bearing is estimated by means of the calculation model (Tbearingestimator) as the estimated temperature (Tmeas,est).