EP1609691A1 - Procédé pour minimiser l'usure des roues d'un véhicule ferroviaire - Google Patents

Procédé pour minimiser l'usure des roues d'un véhicule ferroviaire Download PDF

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Publication number: EP1609691A1
Authority: EP; European Patent Office
Prior art keywords: wheel; wheels; track; friction; calculated
Prior art date: 2004-06-24
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.): Granted

Application number

EP05450098A

Other languages

German (de)

English (en)

Other versions

EP1609691B1 (fr

Inventor

Klaus Six

Martin Teichmann

Christian Kitzmüller

Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)

Siemens AG Oesterreich

Original Assignee

Siemens Transportation Systems GmbH and Co KG

Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)

2004-06-24

Filing date

2005-06-01

Publication date

2005-12-28

2005-06-01 Application filed by Siemens Transportation Systems GmbH and Co KG filed Critical Siemens Transportation Systems GmbH and Co KG

2005-06-01 Priority to AT05450098T priority Critical patent/ATE437786T1/de

2005-12-28 Publication of EP1609691A1 publication Critical patent/EP1609691A1/fr

2009-07-29 Application granted granted Critical

2009-07-29 Publication of EP1609691B1 publication Critical patent/EP1609691B1/fr

2025-06-01 Anticipated expiration legal-status Critical

Status Expired - Lifetime legal-status Critical Current

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Classifications

- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
- B61F5/383—Adjustment controlled by non-mechanical devices, e.g. scanning trackside elements

Definitions

the invention relates to a method for minimizing the wheel wear of a rail vehicle.
the situation is similar for vehicles with single wheels.
DE 198 26 452 discloses a method for the drive coordination of a single-wheel drive, track-guided vehicle at Bogenfahrten.
the Regulation takes place here in that the angular position of the axis on the torque Setpoints of the individual wheel drives is set. Although arises in this process in Many operating conditions a more favorable wear behavior, but here is the achievable wear behavior generally not optimal.
This method only the angle of the wheel axles relative to the chassis frame accordingly the radial position generated. The actual position in the track remains with this Procedure unknown.
This object is achieved by a method of the type mentioned in the invention solved by using data from at least one during a trip of the Rail vehicle variable, relevant for the friction size at least one of minimum friction between at least one wheel and a track corresponding Target value of a position of the at least one wheel relative to the track characterizing Calculated parameters, wherein the wheel position in accordance with the setpoint means Control, regulation or a combination of both is set.
variables that are relevant for the friction performance represent parameters such as routing data (Radius of curvature, track cant, etc), wheel / rail contact ratio (Coefficient of sliding friction for the wheel / rail contact, contact geometry, etc), vehicle speed, Payload mass and drive or braking torques, dar.
the rail vehicle based on one of the interaction between the rail vehicle and the track describing mathematical model of the rail vehicle, which also includes at least one of the mentioned variables for the frictional loss contains relevant sizes, which is the minimum friction between the at least a wheel and the track corresponding position of the at least one calculated wheel.
For determining the position of the minimum friction corresponding at least a wheel in a bow trip can be made from a mathematical model for a quasi-stationary Sheet travel of the rail vehicle, wherein the model is the at least one variable, contains the variable relevant to the friction loss, an equation for the friction power obtained, minimized and evaluated with the instantaneous values of the variable quantities.
the wheel position in the track can be calculated so that the friction loss in terms of a profile life is minimized (Fig. 2).
an angle between a wheel axle of the at least one wheel and a Chassis frame can be adjusted by means of control.
the differential torque between the wheels superimposed on the drive and braking torques be provided an axis.
a speed difference between the wheels An axis measured and determined by means of the differential torque to a calculated Target speed difference to be regulated out the target speed difference advantageously is calculated assuming cylindrical wheels.
the setpoint speed difference but also calculated assuming any wheel / rail profile pairings become.
the target speed difference for a bow travel can be calculated in this way be that the different ways slip-free rolling, bow outer and bow inside Wheels are balanced.
the transverse deflection can be used in single-wheel vehicles the wheel axle of the at least one wheel relative to the tracks measured and on a computationally determined Sollquerauslenk be regulated out.
So can the transverse deflection for example, by means of a drive and braking moments superimposed Difference torque between the wheels of an axle on the calculated determined Sollquerauslenkung be regulated out.
the Quunterslenkung can also by means of a Steering torque about the vertical axis of the axis to the calculated Sollquerauslenkung be regulated.
a particularly easy to implement variant of the invention provides that the nominal transverse deflection is regulated to the value zero.
data DAT of the variable, for the friction power relevant size or sizes, such as routing data, data about wheel / rail contact conditions, vehicle speed data, as well as data about Drive braking torques of a rail vehicle SCH taken during a drive be, for example by means of suitable sensors SE1.
the data DAT of the variable size or sizes, which is or will be used for the calculation, not taken during a journey but z. B. be queried depending on the route from a database.
routing data of predefinable routes can be stored in a database be.
the collection of route data by means of a navigation locating system, for example by means of a satellite-based navigation system. or location system, such as the GPS system.
the data DAT are forwarded to an evaluation unit ASW, which from the data DAT using an algorithm that includes a mathematical model, which the Interaction of the rail vehicle SCH with the Steck describes the optimal position of the Wheels PAO determined in terms of friction.
the algorithm is based on a mathematical modeling of the rail vehicle, which generally corresponds to the equations of motion of the rail vehicle SCH.
the mathematical modeling is linear in the simplest case, but can in principle also be nonlinear.
For the mathematical modeling of rail vehicles SCH with for wheel sets and / or idler wheels see for example: Kalman Filter for the State Estimation of a 2 Axle Railway Vehicle; T. X. Mei (UK), R.M. Goodall (UK), H. Li (UK) European Control Conference 99, Düsseldorf, Germany, August Sept. or "State Estimaton for active Steering of Railway Vehicles, H. Li and R.M. Goodall 1999 IFAC or the lecture notes "Lateral Dynamics of Rail Vehicles" by Prof. Dr.-Ing K. Knothe or the DE 4309183 A1.
the dynamic friction power can also be considered.
the friction coefficient equation includes, directly and indirectly, depending on the model depth, magnitudes derived from the mathematical model of the vehicle's interaction with the track, such as: B. Vehicle geometry data, stiffness, mass data and the variables mentioned - indirectly therefore da y 1.2 and ⁇ 1.2 also depend on the mentioned sizes.
the friction energy equation is minimized to determine the friction power optimum.
An optimal wheel position is due to the calculated position of a considered wheel the minimum friction coefficient determined depends on the instantaneous values of the variable Sizes DAT determined.
This embodiment of the invention leads, for example, to an optimal steering torque T opt with respect to the friction power, according to which a friction-optimized control can take place.
the operating point (wheel position in the track) can be calculated so that the friction loss in terms of profile life is minimized, resulting in a more uniform Wear on the profile results (Fig. 2).
PR1 corresponds to an unworn one Profile
PR2 a material removal at a friction minimum performance in terms of profile life
PR3 a material removal at the friction minimum.
a desired Quunterslenkung the axes relative to the track, a target starting angle relative to the track ( yaw angle relative to the track) or a setpoint speed difference between the wheels of an axle.
the setting of the wheel position can by means of control or regulation or by means of a combination of both.
a control unit STR connected actuators STG to Control can be provided a control unit REG.
the scheme may be, for example, as State control with or without observer, as control with output feedback or be executed as fuzzy logic control.
a particularly favorable embodiment of the invention consists in a combination of Control and regulation.
the control here is that in a vehicle with Einzelradachsen the angle between the Einzelradachsen and the chassis or Vehicle frame by the actuators STG, from the chassis or vehicle frame on the Einzelradachsen act, be set.
To one combined with the controller To implement regulation, at least one single wheel per axle can have its own Drive ANT or a brake, which makes it possible, a differential torque between opposing individual wheels on the control unit REG so too generate that an optimal position of the Einzelradachsen be realized in the track can. This differential torque is the drive torque for driven systems superimposed.
the actual speed difference of the wheels of an axle can be measured and the difference to the target speed difference are determined.
the determined difference represents the input of the regulator, which is the difference above the above Difference torque controls to zero.
the setpoint speed difference is zero in the straight track, whereby a one-sided start of the wheels is prevented.
the Soll-speed difference for example, calculated so that the different ways of non-slip rolling outer and inner wheels assuming cylindrical Wheels depending on vehicle speed, wheel radius and radius of curvature be compensated.
additional sensors may be provided, which detect the transverse deflection of the Einzelradachsen relative to the track.
This transverse deflection in this case represents the input variable of the controller, which is the difference torque described the transverse deflection is regulated to the setpoint.
This setpoint is in even Track zero which prevents unilateral starting.
the setpoint of the transverse deflection for example, also be zero, whereby again Multipoint contact is avoided and together with the control described above An operation in the vicinity of the friction power optimum can be realized.
the controller will This again designed so that sufficient stability for all operating conditions is guaranteed.

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Engineering & Computer Science (AREA)
Mechanical Engineering (AREA)
Regulating Braking Force (AREA)
Platform Screen Doors And Railroad Systems (AREA)

EP05450098A 2004-06-24 2005-06-01 Procédé pour minimiser l'usure des roues d'un véhicule ferroviaire Expired - Lifetime EP1609691B1 (fr)

Priority Applications (1)

Application Number	Priority Date	Filing Date	Title
AT05450098T ATE437786T1 (de)	2004-06-24	2005-06-01	Verfahren zur minimierung des radverschleisses eines schienenfahrzeuges

Applications Claiming Priority (2)

Application Number	Priority Date	Filing Date	Title
AT10832004		2004-06-24
AT0108304A AT504539A1 (de)	2004-06-24	2004-06-24	Verfahren zur minimierung des radverschleisses eines schienenfahrzeuges

Publications (2)

Publication Number	Publication Date
EP1609691A1 true EP1609691A1 (fr)	2005-12-28
EP1609691B1 EP1609691B1 (fr)	2009-07-29

Family

ID=34979565

Family Applications (1)

Application Number	Title	Priority Date	Filing Date
EP05450098A Expired - Lifetime EP1609691B1 (fr)	2004-06-24	2005-06-01	Procédé pour minimiser l'usure des roues d'un véhicule ferroviaire

Country Status (3)

Country	Link
EP (1)	EP1609691B1 (fr)
AT (2)	AT504539A1 (fr)
DE (1)	DE502005007766D1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number	Priority date	Publication date	Assignee	Title
WO2008155185A1 (fr) *	2007-06-19	2008-12-24	Siemens Transportation Systems Gmbh & Co. Kg	Procédé pour minimiser les endommagements des surfaces de roulement et l'usure des profils des roues d'un véhicule ferroviaire
EP2371656A1 (fr)	2010-03-29	2011-10-05	Siemens AG Österreich	Véhicule sur rails doté d'une géométrie d'essieu variable
US11285976B2 (en)	2017-04-21	2022-03-29	Siemens Mobility GmbH	Method for compensating for a loss of traction of a rail vehicle

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number	Priority date	Publication date	Assignee	Title
DE102021001988B4 (de)	2021-04-24	2025-11-20	Ralph Müller	Verschleißoptimierte Einzelradsteuerung

Citations (4)

* Cited by examiner, † Cited by third party
Publication number	Priority date	Publication date	Assignee	Title
DE19702409A1 (de)	1997-01-24	1998-07-30	Imar Gmbh	Verfahren zur Erkennung der Position von Rädern spurgeführter Fahrzeuge im Spurkanal
DE19826452A1 (de)	1998-06-13	1999-12-23	Abb Daimler Benz Transp	Verfahren zur Antriebskoordinierung von einzelradgetriebenen, spurgeführten Fahrzeugen
DE19910256A1 (de)	1999-03-08	2000-09-14	Abb Daimler Benz Transp	Aktive Radialsteuerung für ein Schienenfahrzeug
GB2371121A (en) *	2001-01-13	2002-07-17	Dawe John	Railway train control system

2004
- 2004-06-24 AT AT0108304A patent/AT504539A1/de not_active Application Discontinuation
2005
- 2005-06-01 AT AT05450098T patent/ATE437786T1/de active
- 2005-06-01 DE DE502005007766T patent/DE502005007766D1/de not_active Expired - Lifetime
- 2005-06-01 EP EP05450098A patent/EP1609691B1/fr not_active Expired - Lifetime

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number	Priority date	Publication date	Assignee	Title
DE19702409A1 (de)	1997-01-24	1998-07-30	Imar Gmbh	Verfahren zur Erkennung der Position von Rädern spurgeführter Fahrzeuge im Spurkanal
DE19826452A1 (de)	1998-06-13	1999-12-23	Abb Daimler Benz Transp	Verfahren zur Antriebskoordinierung von einzelradgetriebenen, spurgeführten Fahrzeugen
DE19910256A1 (de)	1999-03-08	2000-09-14	Abb Daimler Benz Transp	Aktive Radialsteuerung für ein Schienenfahrzeug
GB2371121A (en) *	2001-01-13	2002-07-17	Dawe John	Railway train control system

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number	Priority date	Publication date	Assignee	Title
WO2008155185A1 (fr) *	2007-06-19	2008-12-24	Siemens Transportation Systems Gmbh & Co. Kg	Procédé pour minimiser les endommagements des surfaces de roulement et l'usure des profils des roues d'un véhicule ferroviaire
CN101821146B (zh) *	2007-06-19	2013-02-06	奥地利西门子公司	用于将轨道车辆的轮子的工作面损伤和轮廓磨损降低到最低限度的方法
US8485109B2 (en)	2007-06-19	2013-07-16	Siemens Ag Österreich	Method for minimizing tread damage and profile wear of wheels of a railway vehicle
EP2371656A1 (fr)	2010-03-29	2011-10-05	Siemens AG Österreich	Véhicule sur rails doté d'une géométrie d'essieu variable
WO2011120915A1 (fr)	2010-03-29	2011-10-06	Siemens Ag Österreich	Véhicule sur rails à géométrie d'essieu variable
US11285976B2 (en)	2017-04-21	2022-03-29	Siemens Mobility GmbH	Method for compensating for a loss of traction of a rail vehicle

Also Published As

Publication number	Publication date
AT504539A1 (de)	2008-06-15
DE502005007766D1 (de)	2009-09-10
EP1609691B1 (fr)	2009-07-29
ATE437786T1 (de)	2009-08-15

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