EP3932775A2 - Procédé et dispositif d'intervention sur le frottement entre la roue et le rail - Google Patents

Procédé et dispositif d'intervention sur le frottement entre la roue et le rail Download PDF

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Publication number
EP3932775A2
EP3932775A2 EP21182657.3A EP21182657A EP3932775A2 EP 3932775 A2 EP3932775 A2 EP 3932775A2 EP 21182657 A EP21182657 A EP 21182657A EP 3932775 A2 EP3932775 A2 EP 3932775A2
Authority
EP
European Patent Office
Prior art keywords
friction
influencing
rail vehicle
influencing agent
track
Prior art date
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
EP21182657.3A
Other languages
German (de)
English (en)
Other versions
EP3932775B1 (fr
EP3932775A3 (fr
Inventor
Björn KÄMPFER
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 Mobility Austria GmbH
Original Assignee
Siemens Mobility Austria GmbH
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.)
Filing date
Publication date
Application filed by Siemens Mobility Austria GmbH filed Critical Siemens Mobility Austria GmbH
Publication of EP3932775A2 publication Critical patent/EP3932775A2/fr
Publication of EP3932775A3 publication Critical patent/EP3932775A3/fr
Application granted granted Critical
Publication of EP3932775B1 publication Critical patent/EP3932775B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0072—On-board train data handling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K3/00—Wetting or lubricating rails or wheel flanges
    • B61K3/02—Apparatus therefor combined with vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C15/00—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels
    • B61C15/08—Preventing wheel slippage
    • B61C15/10—Preventing wheel slippage by depositing sand or like friction increasing materials
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/026—Relative localisation, e.g. using odometer

Definitions

  • the invention relates to a method for influencing the friction between wheel and rail, in which the application of a friction influencing agent to at least one first wheel of a rail vehicle and / or at least one rail of a track by means of at least one first friction influencing agent dispenser of the rail vehicle is detected as a function of by means of at least one locating device of the rail vehicle Location information of the rail vehicle is triggered.
  • wheel flanges In the case of rail vehicles, friction or adhesion properties in the contacts between wheels and rails are important.
  • the wheel flanges have to be lubricated in order to reduce disruptive driving noises as well as wheel and rail wear. In particular, a reduction in wheel flange wear is desirable, since this requires costly maintenance and repair measures which reduce the service life of the wheels (re-profiling processes with heavy chip removal from the wheels).
  • wheel flange lubrication devices are often used in rail vehicles.
  • a friction-influencing agent eg lubricating grease
  • the application of friction-influencing agents on the running surfaces of the wheels or in the contacts between the wheels and the rails is important in order to improve a power transmission between the wheels and the rails, i.e. to prevent the wheels from sliding, for example, or to consume energy Rail vehicle by reducing rolling friction, etc.
  • slide and anti-skid devices are often used in rail vehicles or agents (such as sand, etc.) that influence frictional connections are often introduced into the contacts between the wheels and the rails.
  • EP 3 461 675 A1 known, in which a method and a device for vehicles is described, by means of which time-dependent traction / slip characteristics are formed and target slips are determined. The target slips are used in a drive control.
  • EP 2 868 546 A1 known, in which a wheel flange lubrication device of a rail vehicle is described.
  • An image acquisition and evaluation device is provided for evaluating image information relating to a contact zone between a wheel rim flank and a rail head flank. On the basis of this evaluation, ie by evaluating the distances between the wheel rim flank and the rail head flank, the application of a lubricant is time-controlled.
  • WO 2019/068561 A1 shows a wheel flange lubricating device of a rail vehicle, which comprises a displaceably mounted, retractable and extendable lubricating pin.
  • Corresponding retraction and extension processes of the lubricating pin can, for example, be controlled on the basis of location information from the rail vehicle on a route.
  • the invention is therefore based on the object of specifying a simple method that has been further developed compared to the prior art, which enables a temporally and spatially particularly precise, demand and supply-oriented application of friction-influencing agents (e.g. lubricants, sand, etc.) on wheels and / or rails enables.
  • friction-influencing agents e.g. lubricants, sand, etc.
  • this object is achieved with a method of the type mentioned at the outset, in which the application of the friction-influencing agent is based on comparing the location information with infrastructure information as a function of track geometry, with a track curve length being taken into account, depending on a route, with a track inclination being taken into account in particular , and / or is triggered as a function of an approach of the rail vehicle to an infrastructure to be protected from the friction-influencing means, the amount of friction-influencing agent to be applied being set as a function of a friction-influencing agent consumption.
  • the application of the friction influencing agent is adapted to specific properties of a track, a route and / or the infrastructure, as a result of which consumption of the friction influencing agent is reduced.
  • an application pulse with regard to the friction-influencing means is not set on the basis of a mere approach of the rail vehicle to a track curve that is not recorded in detail, but rather both the approach to the track curve and properties are used to set the application pulse of the track curve is taken into account (such as the track curve length).
  • the method according to the invention not only properties of a track geometry, but also Routing properties (such as a track inclination or an upward or downward gradient) or properties of the infrastructure (e.g. switch points, bridges, etc.) can be taken into account and evaluated. As a result, a site-specific use of the friction-influencing agent is achieved.
  • the method according to the invention reduces wear on the wheels and / or on the rails, reduces noise emissions, lowers energy consumption or improves the dynamic properties of the rail vehicle.
  • the amount of friction influencing agent to be applied can be throttled, for example when the supply of friction influencing agent is low.
  • a favorable embodiment is obtained if a quantity of friction-influencing agent to be applied is set by means of staggering application pulses with respect to the friction-influencing agent.
  • This measure makes it possible, for example, when the rail vehicle is traveling on a curved track, not only to set a wheel flange lubrication pulse in front of the track curve, but also, if required, to set additional wheel flange lubrication pulses during a curve travel.
  • the amount of friction influencing agent to be applied is set by means of setting application pulse durations with respect to the friction influencing agent.
  • the amount of friction-influencing agent to be applied can be flexibly adapted to local conditions, with the application pulse durations being able to be set as an alternative or in addition to their staggering over time.
  • This route section can be a curved track, for example.
  • a particularly effective and efficient use of the friction influencing agent is achieved if the amount of friction influencing agent to be applied is set as a function of track curve radii.
  • a favorable embodiment is obtained when the application of the friction-influencing agent is triggered as a function of a wheel-rail frictional connection.
  • This measure optimizes the power transmission between the wheels and the rails. For example, if a reduction in the wheel-rail frictional connection is found, the amount of friction-influencing agent to be applied can be increased, as a result of which the wheel-rail frictional connection is increased. If a sufficient or increased wheel-rail frictional connection is found, the amount of friction-influencing agent to be applied can be reduced, for example, or a friction-influencing agent that reduces the wheel-rail frictional connection can be applied.
  • the triggering of at least one application pulse with regard to the friction-influencing means is coupled with the initiation of braking of the rail vehicle before or on a downhill stretch. If, for example, a means increasing the wheel-rail frictional connection is used as the means for influencing friction, this measure reduces or prevents sliding phases of the wheels and a reduction in the braking distance of the rail vehicle is achieved.
  • a favorable solution is achieved if at least a defined area of the infrastructure is excluded from the application of the friction-influencing agent. This measure avoids contamination of these areas (e.g. switch blades or slide plates of switches, bridge sections, etc.) and any associated malfunctions or environmental pollution.
  • a board-based control or regulation of the influence of friction between wheel and rail is implemented if a computing device with the at least first friction influencing agent dispenser and is connected in a signal-conducting manner to the at least one locating device.
  • the comparisons of the location information e.g. a current position of the rail vehicle on a route
  • the infrastructure information e.g. coordinates of starting points of track curves, track curve lengths, track curve radii, track inclinations, coordinates of switch blades, track curves and / or track inclinations, assigned target consumption of the friction influencing agent, etc.
  • location-specific application pulses can be set and triggered with regard to the friction-influencing means.
  • An advantageous embodiment is obtained when a radio link is provided at least between the first friction-influencing agent dispenser and the computing device. This measure makes it possible to dispense with cable connections. This is particularly helpful if the first friction-influencing agent dispenser is arranged in or on a chassis of the rail vehicle and the computing device is provided in a car body of the rail vehicle.
  • the at least one locating device is designed as part of a satellite-based locating system.
  • the at least one locating device is designed to receive signals from stationary control or safety-related facilities or stationary locating systems.
  • a first receiver for receiving signals from the satellite-based positioning system and a second receiver for receiving signals from balises, stationary radar systems, line or leaky waveguides, etc. can be provided, thereby achieving redundancy.
  • Fig. 1 shows a first flow chart of an exemplary first embodiment variant of a method according to the invention for influencing the friction between wheel and rail.
  • a first friction influencing agent dispenser 3 and a second friction influencing agent dispenser 4 are shown
  • the location information is provided via an example in Fig. 3
  • the location device 6 shown which has a first receiver 7 of a satellite-based location system on a roof of the rail vehicle, is continuously recorded (location 9) and as vehicle position data in a computing device 10, which is also exemplified in FIG Fig. 3 is shown processed.
  • comparisons 11 of the vehicle position data are continuously made with route data stored in a database 12 of the computing device 10, which are read out from the database 12 for this purpose (read-out process 13).
  • certain route data e.g.
  • track curve radii r are not read out from the database 12, but are determined in the computing device 10, for example, via a relationship between a transverse acceleration of the rail vehicle, a traveling speed of the rail vehicle and a track curve radius r.
  • the transverse acceleration is determined here, for example, by means of a transverse acceleration sensor of the rail vehicle detects the driving speed from an in Fig. 3
  • the data bus 14 of the rail vehicle shown as an example is read out.
  • the route data are recorded in advance by means of measurement drives with a reference vehicle over a route network. They include track curve positions (in particular positions of curve entrances), track curve lengths b and track curve radii r (inner curve radii and outer curve radii) of a route or several routes or the route network. The influence of friction is therefore carried out depending on the track geometries.
  • the formation of differences is used to determine how great a distance is between a current vehicle position of the rail vehicle and a track curve position of the next curve entrance. If the distance falls below a defined distance limit value, which depends on a trigger time of an application pulse with regard to the friction influencing means 2 and on a latency time until the friction influencing is fully effective, which are empirically determined by means of the measurement runs, then the rail vehicle enters a track curve 15, such as he exemplifies in Fig. 4 is shown as being detected (arc entrance detection 16) and a needs determination 17 with regard to the friction-influencing means 2 is carried out.
  • a defined distance limit value which depends on a trigger time of an application pulse with regard to the friction influencing means 2 and on a latency time until the friction influencing is fully effective, which are empirically determined by means of the measurement runs.
  • the constant C is intended for unit balancing between the amount of friction influencing agent V, which is specified as volume, as well as the track curve length b and the track curve radius r in radians and as a proportionality factor and is empirically based on a friction influencing agent consumption measured during the measurement runs, i.e. an actually applied amount of the friction influencing agent 2, determined via a parameterization of the formation rule.
  • An inside curve radius and an outside curve radius are used in the formation specification for the track curve radius r in order to be able to use both a track curve inside 18, which is exemplified in Fig. 4 is shown, as well as for a track curve outside 19, which is also exemplified in Fig. 4 is shown to determine the required amount of friction influencing agent V in each case.
  • the amount of friction influencing agent V is accordingly determined on a side-by-side basis and applied to the wheel flanges.
  • the application pulse is triggered via a corresponding signal from the computing device 10 to the friction-influencing agent dispenser (triggering 5).
  • the application pulse is therefore triggered before the rail vehicle enters the curved track 15.
  • a number of application pulses required for the curve 15 in total is determined in the process step of requirement determination 17. According to this number, starting with the application pulse that is triggered before the rail vehicle enters the curved track 15, application pulses are triggered and applied at the same time intervals until the rail vehicle exits the curve. Corresponding procedural steps the triggering 5 and the application 1 are therefore repeated according to the determined number of required application pulses.
  • the amount of friction influencing agent V to be applied is thus set by staggering the application pulses over time.
  • the time intervals are determined in the process step of the requirement determination 17 from the number of required application pulses, a constant application pulse duration dependent on the impulse application quantity and a friction influencing agent volume flow, which depends on the specified specification properties of the friction influencing agent dispenser, and from the duration of a curve travel of the rail vehicle through the track curve 15.
  • the curve travel time is determined from the track curve length b and the traveling speed of the rail vehicle, which is read from the data bus 14 of the rail vehicle, which is designed as a train bus.
  • the application pulse duration is not constant, but is set equal to the curve travel duration, for example, with only a single application pulse being triggered per track curve 15 and accordingly no repetitions of the method steps of triggering 5 and application 1 are carried out.
  • the volume flow of the friction influencing agent can be set via the computing device 10 and is determined in the process step of determining requirements 17 from the amount of friction influencing agent V and the application pulse duration or the duration of the curve travel.
  • the amount V of friction influencing agent to be dispensed is further determined as a function of, for example, in advance at the friction influencing agent dispensers or, for example, in FIGS. 3 and 4 first container 20 shown measured Friction influencing agent consumption set.
  • Corresponding consumption information which is generated, for example, during the measurement runs or also during regular operation of the rail vehicle depending on specific track geometry properties of the route or the route network (e.g. depending on the track curve lengths b and the track curve radii r), is assigned to the respective track geometry properties on the basis of route positions, in the database 12 is read in and read out by means of the read-out process 13 preceding the requirement determination 17.
  • the amount of friction influencing agent V is set equal to a consumption of friction influencing agent that correlates with the next curve 15 that the rail vehicle is approaching, ie that is associated with this curve 15 via position data in the database 12.
  • a second flowchart of an exemplary second embodiment of a method according to the invention for a rail vehicle is shown, in which a friction control between wheel and rail is carried out taking into account route information with regard to route inclinations and infrastructure information with regard to positions of switch blades.
  • an application 1 of a friction-influencing means 2 is triggered, with information relating to a determined wheel-rail frictional connection also being taken into account.
  • the friction influencing means 2 shown is the friction influencing means 2 for this exemplary second embodiment variant of a method according to the invention sand.
  • it is also conceivable to use other means for influencing friction e.g. metallic granules, adhesives or oils, lubricating pastes, etc.
  • the application 1 of the friction influencing agent 2 in contacts between the wheels of the rail vehicle and rails by means of a friction influencing agent dispenser is triggered as a function of location information from the rail vehicle on a route.
  • This location information is provided via an example in Fig. 3 Locating device 6 shown, which signals from stationary, track-side balises 22 ( Fig. 3 shows an exemplary balise 22) receives, detected (location 9). From the signals of the balises 22, from a traveling speed of the rail vehicle, which is derived from an example in Fig. 3
  • the data bus 14 of the rail vehicle shown is read out, as well as from a current time are shown in an example in Fig. 3
  • Computing device 10 of the rail vehicle shown vehicle position data is continuously formed.
  • comparisons 11 of the vehicle position data with route data stored in a database 12 of the computing device 10 and read out by means of reading processes 13 are made on an ongoing basis.
  • the route data are recorded in advance by means of measurement drives with a reference vehicle over a route network. They include information about a route (track inclinations) and about an infrastructure (positions of switch points).
  • a comparison 11 it is determined via the formation of differences how large a first distance is between a current vehicle position of the rail vehicle and the beginning of a next downhill section of the route to which the rail vehicle is approaching.
  • the next downhill section is detected on the basis of the information relating to the track inclination from the route data, which for Gradient sections have negative values, ie values less than 0.
  • the difference formation is used to determine how large a second distance is between the current vehicle position and a next switch tongue which the rail vehicle is approaching.
  • position information about switch blades but for example positions of sliding plates, sliding chairs or tongue rolling devices of switches, bridges or control and safety equipment etc. are taken into account as infrastructure information.
  • first distance limit value If the first distance falls below a defined first distance limit value, an approach of the rail vehicle to the downhill section is considered to be detected (track inclination detection 23) and, at the same time as braking 24 of the rail vehicle is initiated, an application pulse with regard to the friction influencing means 2 is triggered (trigger 5). Immediately thereafter, the friction influencing agent 2 is applied via the friction influencing agent dispenser into the contacts between the wheels and the rails (application 1).
  • the first distance limit value is varied according to the random principle in order to avoid an accumulation of the friction-influencing means 2 at certain points.
  • an approach of the rail vehicle to a switch tongue ie an infrastructure to be protected from the friction influencing means 2 is considered to be detected (infrastructure detection 26).
  • the switch tongue ie a defined area of the infrastructure, is thus excluded from the application 1 of the friction-influencing means 2.
  • Either no application pulse is triggered with regard to the friction-influencing means 2 or an already active application 1 is interrupted (prevention 27) until the rail vehicle has passed the switch tongue.
  • a switch tongue length in which a tolerance path is also taken into account, is stored in the database 12, assigned to a position of the switch tongue in the route data.
  • the infrastructure detection 26 and thus the prevention 27 of the triggering 5 of application pulses is also carried out independently of the track inclination detection 23 or, for example, as a method step in that exemplary first embodiment of a method according to the invention for influencing friction, which is shown in Fig. 1 is shown, with an arc entrance detection 16 according to Fig. 1 is coupled.
  • the application 1 of the friction influencing agent 2 is triggered as a function of a wheel-rail frictional connection.
  • a required amount of friction influencing agent V is determined as a function of the wheel-rail frictional connection (requirement determination 17).
  • the wheel-rail frictional connection is determined by means of an extended creep force model (ECF model) implemented in the computing device 10 and known from the prior art from travel speeds, wheel circumferential speeds, drive and braking forces as well Determined wheel contact forces of the rail vehicle (adhesion determination 28).
  • ECF model extended creep force model
  • the determined wheel-rail frictional connection being used in a denominator of this function, whereby the amount of friction influencing agent V increases with decreasing wheel-rail frictional connection.
  • the wheel-rail frictional connection determined by means of the ECF model is used in a counter of the function for determining the amount of friction influencing agent V, whereby the amount of friction influencing agent V increases with increasing Wheel-rail frictional connection increases.
  • Fig. 3 shows a side elevation of a section from an exemplary rail vehicle with an exemplary embodiment variant of a device according to the invention for influencing friction.
  • the device is provided on board the rail vehicle and comprises a computing device 10 in a car body 29 of the rail vehicle, which is connected in a signal-conducting manner to a first friction-influencing agent dispenser 3 and a second friction-influencing agent dispenser 4 as well as to a locating device 6.
  • the first friction influencing agent dispenser 3 and the second friction influencing agent dispenser 4 are connected to a running gear frame 30 of a running gear 31 of the rail vehicle, which is coupled to the car body 29.
  • the first friction influencing agent dispenser 3 is designed as an electronic wheel flange lubricating nozzle and is supplied with electricity via a battery.
  • Between the first Friction influencing agent dispenser 3 and computing device 10 are provided with a radio link for signal transmission.
  • a first antenna 32 is therefore provided on the first friction-influencing agent dispenser 3, and a second antenna 33 is provided on the computing device 10. According to the invention, however, it is also possible to provide a cable connection between the first friction-influencing agent dispenser 3 and the computing device 10.
  • a wheel flange lubricant is applied to a first wheel flange 34 of a first wheel 36 of the chassis 31 in accordance with an in connection with FIG Fig. 1 described, exemplary first embodiment of a method according to the invention for influencing friction applied.
  • the first friction-influencing agent dispenser 3 is therefore arranged in the vicinity of the first wheel flange 34.
  • the first friction-influencing agent dispenser 3 is supplied with the wheel flange lubricant via a first container 20, which is arranged in the car body 29.
  • the second friction influencing agent dispenser 4 is designed as an electronic sanding pipe.
  • a first cable 38 is provided between the second friction influencing agent dispenser 4 and the computing device 10 for signal transmission and for supplying the second friction influencing agent dispenser 4 with electricity.
  • sand is brought into contact between the first wheel 36 and a rail of a track 43 on which the rail vehicle is traveling, according to one in connection with FIG Fig. 2 described, exemplary second embodiment of a method according to the invention for influencing friction applied.
  • the second friction influencing agent dispenser 4 is therefore arranged in the vicinity of the contact between the first wheel 36 and the rail.
  • the second friction-influencing agent dispenser 4 is supplied with sand via a second container 21 which is arranged in the car body 29.
  • the computing device 10 which is supplied with electricity via an on-board network of the rail vehicle and in turn supplies the second friction-influencing dispenser 4 and the locating device 6 with electricity, there is a database 12 with route data (track geometry, routing and infrastructure data, etc.) for carrying out the method according to FIGS. 1 and 2 intended.
  • the computing device 10 is also connected via a second cable 39 to a data bus 14 of the rail vehicle designed as a train bus. From the data bus 14 parameters (for example a traveling speed of the rail vehicle) for carrying out the method for influencing friction according to FIG FIGS. 1 and 2 read out, which are processed in the computing device 10.
  • the computing device 10 Via the data bus 14 and a third cable 40, the computing device 10 is connected to a first receiver 7 of a satellite-based positioning system, which is designed as a global positioning system (GPS). Via the data bus 14 and a fourth cable 41, the computing device 10 is coupled to a second receiver 8, which is designed to receive signals from stationary balises 22 in the track 43.
  • the first receiver 7 and the second receiver 8 are parts of the locating device 6 and to form Vehicle position information, ie provided by location information of the rail vehicle, which is used to carry out the method according to FIGS. 1 and 2 are processed together with the route data in the computing device 10.
  • a brake control device 25 arranged in the car body 29 is connected to the computing device 10 via a fifth cable 42.
  • Fig. 4 is a floor plan of a section of an exemplary chassis 31 of a rail vehicle, which rolls on a track 43, shown, according to an inventive friction influencing between wheels and rails according to an exemplary first embodiment of a method according to the invention Fig. 1 is carried out.
  • the chassis 31 has a wheel set 44 with a first wheel 36 and a second wheel 37.
  • the wheel set 44 is coupled to a running gear frame 30.
  • a first friction influencing agent dispenser 3 and a second friction influencing agent dispenser 4, which are designed as electronic flange lubricant nozzles, are arranged on the chassis frame 30. According to the invention, however, it is also conceivable that the first friction influencing agent dispenser 3 and the second friction influencing agent dispenser 4 are provided, for example, on wheel set bearing housings of the chassis 31.
  • a grease-based friction influencing agent 2 designed as a wheel flange lubricant is applied to a first wheel flange 34 of the first wheel 36 and a second wheel flange 35 of the second wheel 37 via the first friction influencing agent dispenser 3 and the second friction influencing agent dispenser 4.
  • the first friction influencing agent dispenser 3 and the second friction influencing agent dispenser 4 are supplied with the friction influencing agent 2 via a first container 20, which is connected to the chassis frame 30.
  • the first friction influencing agent dispenser 3 and the second friction influencing agent dispenser 4 are shown in FIG Fig. 4 Cable connections, not shown, with an example in FIG Fig. 3 illustrated computing device 10 connected.
  • times and locations are associated with Fig. 1 tripping described 5 determined from application pulses with respect to the friction influencing means 2 on the basis of vehicle positions and route data.
  • the computing device 10 is also exemplified in FIG Fig. 3 Locating device 6 shown of the rail vehicle connected.
  • a first application pulse 45 of the friction-influencing means 2 is triggered at a first vehicle position 47 on a straight line 49 before the rail vehicle enters a track curve 15, a second application pulse 46 is triggered at a future second vehicle position 48 in the track curve 15, i.e. during a curve travel of the rail vehicle.
  • One to be deployed, according to the procedure aloud Fig. 1 The amount of friction-influencing agent V determined is thus set by means of staggering application pulses over time.
  • the application 1 of the friction influencing agent 2 described is triggered on two opposite sides of the wheel set 44 of the rail vehicle.
  • the first friction-influencing agent dispenser 3 applies a greater quantity of friction-influencing agent V to the first wheel 36 than by means of the second friction-influencing agent dispenser 4 on an outside 19 of the track curve to the second wheel 37.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Regulating Braking Force (AREA)
  • Vehicle Body Suspensions (AREA)
EP21182657.3A 2020-07-01 2021-06-30 Procédé et dispositif d'intervention sur le frottement entre la roue et le rail Active EP3932775B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
ATA50554/2020A AT523969B1 (de) 2020-07-01 2020-07-01 Verfahren und Vorrichtung zur Reibungsbeeinflussung zwischen Rad und Schiene

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EP3932775A2 true EP3932775A2 (fr) 2022-01-05
EP3932775A3 EP3932775A3 (fr) 2022-04-13
EP3932775B1 EP3932775B1 (fr) 2025-12-03

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Cited By (5)

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DE102022200419A1 (de) 2022-01-14 2023-07-20 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Infrastruktur- und Topografie-abhängiger Einsatz von kraftschlussbeeinflussenden Maßnahmen oder Wirbelstrombremsen, beispielsweise Einrichtungen zur Ausgabe von adhäsionserhöhendem Mittel
WO2023247157A1 (fr) * 2022-06-20 2023-12-28 Siemens Mobility GmbH Procédé et système de commande d'un sablage
WO2024217821A1 (fr) * 2023-04-20 2024-10-24 Siemens Mobility GmbH Surveillance de niveau de remplissage
DE102023209096A1 (de) 2023-09-19 2025-03-20 Zf Friedrichshafen Ag Verfahren, Schienenfahrzeug und System für eine Spurkranzschmierung
DE102024208956A1 (de) * 2024-09-19 2026-03-19 Zf Friedrichshafen Ag Verfahren zur Steuerung einer Besandungseinrichtung eines Schienenfahrzeugs und Steuerungsanordnung

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EP2868546A1 (fr) 2013-10-31 2015-05-06 Siemens AG Österreich Lubrification de boudin pour véhicules sur rails
EP3461675A1 (fr) 2017-09-26 2019-04-03 Siemens AG Österreich Procédé et dispositif de détermination des caractéristiques de liaison de force
WO2019068561A1 (fr) 2017-10-03 2019-04-11 Siemens Mobility GmbH Lubrification de boudin de roue

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DE102022200419A1 (de) 2022-01-14 2023-07-20 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Infrastruktur- und Topografie-abhängiger Einsatz von kraftschlussbeeinflussenden Maßnahmen oder Wirbelstrombremsen, beispielsweise Einrichtungen zur Ausgabe von adhäsionserhöhendem Mittel
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WO2024217821A1 (fr) * 2023-04-20 2024-10-24 Siemens Mobility GmbH Surveillance de niveau de remplissage
DE102023209096A1 (de) 2023-09-19 2025-03-20 Zf Friedrichshafen Ag Verfahren, Schienenfahrzeug und System für eine Spurkranzschmierung
WO2025061590A1 (fr) 2023-09-19 2025-03-27 Zf Friedrichshafen Ag Procédé, véhicule ferroviaire et système de lubrification de boudins de roue
DE102023209096B4 (de) * 2023-09-19 2025-08-28 Zf Friedrichshafen Ag Verfahren, Schienenfahrzeug und System für eine Spurkranzschmierung
DE102024208956A1 (de) * 2024-09-19 2026-03-19 Zf Friedrichshafen Ag Verfahren zur Steuerung einer Besandungseinrichtung eines Schienenfahrzeugs und Steuerungsanordnung

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EP3932775B1 (fr) 2025-12-03
EP3932775A3 (fr) 2022-04-13
AT523969A1 (de) 2022-01-15
AT523969B1 (de) 2022-03-15

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