EP3507164A1 - Procédé et dispositif d'optimisation de l'usure de véhicules ferroviaires - Google Patents
Procédé et dispositif d'optimisation de l'usure de véhicules ferroviairesInfo
- Publication number
- EP3507164A1 EP3507164A1 EP17754132.3A EP17754132A EP3507164A1 EP 3507164 A1 EP3507164 A1 EP 3507164A1 EP 17754132 A EP17754132 A EP 17754132A EP 3507164 A1 EP3507164 A1 EP 3507164A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- rail vehicle
- wear
- determined
- driving
- state
- 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.)
- Pending
Links
- 238000000034 method Methods 0.000 title claims abstract description 37
- 230000001133 acceleration Effects 0.000 claims abstract description 42
- 238000005265 energy consumption Methods 0.000 claims abstract description 20
- 238000005457 optimization Methods 0.000 claims description 20
- 238000001514 detection method Methods 0.000 description 3
- 238000012544 monitoring process Methods 0.000 description 3
- 230000005520 electrodynamics Effects 0.000 description 2
- 238000005096 rolling process Methods 0.000 description 2
- 238000005299 abrasion Methods 0.000 description 1
- 238000004378 air conditioning Methods 0.000 description 1
- 238000013528 artificial neural network Methods 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
- 238000007796 conventional method Methods 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 230000002950 deficient Effects 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 238000002156 mixing Methods 0.000 description 1
- 238000004092 self-diagnosis Methods 0.000 description 1
- 238000012800 visualization Methods 0.000 description 1
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
- B61L15/0058—On-board optimisation of vehicle or vehicle train operation
-
- 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
- B61L15/0081—On-board diagnosis or maintenance
Definitions
- the invention relates to a method and a device for wear optimization of rail vehicles.
- the invention further relates to a driver assistance system for a rail vehicle.
- Rail vehicles often have driver assistance systems to the
- Rail vehicles thereby optimize trips in terms of energy efficiency and / or punctuality, i. the consideration or adherence to timetables of the
- This object is achieved by a method for wear optimization of
- Rail vehicles with the method steps of claim 1 a device for optimizing the wear of rail vehicles with the features of claim 1 1 and a driver assistance system for a rail vehicle with the features of claim 12 solved. Further advantageous embodiments of the invention will become apparent from the dependent claims. In a method according to the invention for wear optimization of
- Rail vehicles at least one state of wear of at least one component of a rail vehicle is initially determined. It can, however, too
- Wear conditions of several components are determined simultaneously.
- an optimal driving for the rail vehicle taking into account the at least one determined state of wear of at least one component, taking into account predetermined timetables and taking into account the energy consumption during driving.
- the speed, acceleration and deceleration of the rail vehicle are controlled in such a way that optimum driving is achieved in a driving operation of the rail vehicle.
- an optimal driving for the rail vehicle taking into account the determined wear.
- punctuality and energy consumption in contrast to conventional methods not only punctuality and energy consumption, but also the condition of the individual components can be considered.
- the recommended driving style can increase the service life of components and prevent or reduce wear-related failures during operation.
- an optimal ride in the optimization space wear, punctuality and energy consumption is thus determined depending on the operating concept.
- Rail vehicle are controlled so that the determined optimal driving is achieved while driving.
- the amount of accelerations and decelerations as well as speeds as well as the time course of these quantities can thus also be influenced with consideration of wear aspects.
- direct control of, for example, the drive and brakes can be carried out on the basis of the determined optimum driving profile, or recommendations can be issued to a driver via a driver assistance system, so that the driver drives a driving profile that is advantageous even under wear aspects.
- the state of wear of at least one component of the drive train of a rail vehicle is determined and an optimum driving style is a driving style reduced acceleration and / or reduced maximum speed determined. If there is wear on a component of the powertrain, for example at
- Specify maximum speed to reduce the drive power can. By specifying a reduced acceleration curve as the driving recommendation, the drive peak power can be reduced. By reducing the maximum speed, the drive endurance can be reduced. A reduction of the maximum
- Acceleration or the maximum speed may result in avoiding the failure of a motor or gearbox during operation or prolonging the life of the component. If the train has multiple engines and the wear only on individual
- Engines can be given when determining an optimal driving style, the acceleration or holding the speed only with the not
- Acceleration of the rail vehicle available, or it can be the load of components of the powertrain can be reduced.
- the energy consumption of the ancillaries can be increased again.
- the state of wear of at least one wheel of the rail vehicle is determined, and as optimum driving a driving style with reduced acceleration and / or reduced deceleration and / or reduced maximum speed is determined.
- the wheels are monitored, and it is the current state of wear of a wheel determined. This state of wear is taken into account when determining an optimal driving style. If a wheel has wear, it is advantageous to reduce the acceleration and / or the deceleration or to lower the maximum speed in order to prevent failures of the wheel or to increase the service life of the wheel.
- the state of wear of a wheel taking into account the introduced in the wheel acceleration and braking energy and the acceleration and
- Brake temperatures are determined.
- the wear of a wheel depends in particular on the energy introduced during acceleration and braking in the wheel. Due to the acceleration and braking energies wear of the wheel on the one hand by abrasion and on the other hand by the resulting during acceleration and during braking temperatures due to the introduced into the wheel heat energy. From a wear model of the wheels can thus be concluded on the basis of the introduced acceleration and braking energy and the temperatures on the wear of the wheels. If wear is detected, can
- the state of wear of at least one bogie of the rail vehicle is determined and as optimal driving a driving style with reduced acceleration and / or reduced deceleration and / or reduced maximum speed is determined.
- the condition of wear of a bogie is monitored. This can be done by mounted on the bogie arranged sensors, for example by
- Wear conditions are detected on the bogie, such as rolling in a defective rolling damper, flat or bearing damage. If wear of a bogie is detected, so to save the bogie, a
- Driving mode in which an acceleration and / or a
- the state of wear of at least one brake of the rail vehicle is determined, and as optimum driving a driving style with reduced deceleration and / or reduced maximum speed is determined.
- the wear condition of a brake is determined by the sensor system of the brake system. For example, thicknesses of brake discs or brake linings can be determined. It can also elevated temperatures of the brake, faulty brake pressures, etc. are detected.
- the driving style can then be adjusted so that the deceleration of the rail vehicle is reduced in order to protect the brakes, or the maximum speed is reduced in order to maintain a predetermined braking distance can.
- the state of wear of at least one brake of the rail vehicle is determined, and during deceleration the proportions of the individual braking systems of the vehicle are determined
- Rail vehicle applied braking forces on the total braking force applied as a function of the state of wear. If a rail vehicle has several brake systems, for example one
- Friction brake a rail brake and / or an electrodynamic brake
- the braking forces are applied jointly by the individual brake systems or a part of these brake systems during braking when all or part of said brake systems are active during the braking process. If one or more of these brake systems has wear, it is possible to apply the braking forces more intensively through the other brake systems. This can do that
- worn brake system can be spared or failure prevented, and it is possible to maintain the required braking performance by wearing the other braking systems a higher proportion of the braking power.
- blending i. the composition of the individual brake types, for example, from friction brake, rail brake and electrodynamic brake influenced.
- the state of wear of at least one brake of the rail vehicle is determined and during deceleration, the distribution of the braking forces over the length of a several rail vehicles existing train association depending on
- the braking performance of the worn brake systems can be reduced, and the reduced braking performance of the worn brake systems can be compensated by an increased braking performance of the intact braking systems of the train.
- a driver and / or a dispatcher are asked to make a decision on the driving style.
- This makes it possible for a driver or a dispatcher to make in the rail vehicle independent of the determined optimal driving style specification for driving to be able to take into account further boundary conditions of driving, for example, a fixed time of arrival to ports.
- Rail vehicles is designed so that they can perform a method according to the invention with the method steps described above.
- the device accordingly has a device for determining at least one
- Wear state of at least one component of a rail vehicle a device for determining an optimal driving style for the rail vehicle, taking into account the at least one determined state of wear under
- An inventive driver assistance system for a rail vehicle is designed so that there is an optimal driving style for a rail vehicle
- the driver assistance system is further designed such that it can specify speeds, accelerations and decelerations of the rail vehicle such that in a driving operation of the vehicle
- the driver assistance system thus receives, for example, diagnostic systems
- Information about the wear of individual components For example, from timetables it receives information about the required time of arrival. Under
- Energy consumption during driving determines the driver assistance system thus an optimal driving style for a rail vehicle.
- the determined optimum driving style is then to be implemented while driving the rail vehicle. On the one hand, this can be done by specifications to a driver who meets the specifications of the
- Driver assistance system is followed in order to achieve the optimum driving style, or by direct control of, for example, the drive and the brakes of the
- the driver assistance system is designed so that it can determine an optimal driving style of the rail vehicle, as achieved by the method described above.
- 1 shows the sequence of the method according to the invention for wear optimization of rail vehicles
- 2 shows an inventive driver assistance system.
- Fig. 1 shows the sequence of a method according to the invention for wear optimization of rail vehicles.
- the wear of one or more components of the rail vehicle is determined. This can be done by diagnostic systems or CBM systems (Condition Based Monitoring).
- CBM systems Condition Based Monitoring
- Wear detection can be, for example, the wear of components of the
- Powertrain of wheels, brakes, bogies, doors, etc. are determined.
- components can be monitored by sensors, for example, to detect the thickness of brake pads or brake discs,
- Wear state of a wheel can also be determined by a wear model taking into account introduced into the wheel acceleration and braking energy and the resulting acceleration and braking temperatures.
- step S12 an optimum driving style is determined in step S12.
- an optimization of the driving style in addition to the consideration of the wear of components further below
- the determination of the optimal driving style taking into account the three criteria mentioned can be achieved by known optimization methods, for example by the
- step S12 a driving profile with predetermined speed profiles and corresponding accelerations and decelerations is obtained, which is to be based on the control of the rail vehicle, the required optimization of wear, punctuality as compliance or consideration of timetables and energy consumption to be able to reach while driving.
- step S14 the speed, acceleration and deceleration of the vehicle are controlled by interventions in the drive and brake due to the determined in step S12 optimum driving style to implement the determined optimum driving style while driving.
- this can be done on the basis of specifications for a driver by, for example, setting a speed profile which the driver drives with the speed controller, or else there is a direct influence on the drive and braking systems of the vehicle, so that without the interposition of the driver directly the optimum
- FIG. 2 shows the systems of a rail vehicle 10 having a driver assistance system 18 according to the invention.
- the rail vehicle 10 has various systems 12, which may be, for example, drive systems, brake systems, door systems, etc. The wear of these systems 12 of the
- Rail vehicle 10 is determined. This can be done by self-diagnosis in the individual systems, a condition-based monitoring system 14 or even, for example, the wheels on the basis of the stresses caused by acceleration and deceleration during driving and the resulting temperatures in the wheels.
- the wear information 16 determined in this way is sent to the
- Driver assistance system 18 transmitted.
- optimization punctuality, energy consumption and the criteria are used as criteria
- Wear information 16 taken into account. These criteria may be required be weighted so that with the issued driving recommendation 22 either priority punctuality, energy consumption or wear optimization can be achieved.
- wear determination 14 for example, the wear of components of the drive train, wheels, bogies, brakes or doors can be determined. These wear conditions 16 can in
- Driver assistance system 18 are taken into account in determining the optimal driving recommendation 22.
- driving with reduced acceleration and / or reduced maximum speed may be recommended, for example, as the optimal driving style to avoid the worn ones
- a driving style may be recommended in which accelerations, decelerations and / or maximum speeds are reduced. Such driving may also be recommended if bogie wear is detected.
- the optimal driving recommendation 22 recommends a driving style in which the deceleration is reduced, so that the braking forces to be applied are reduced, and in which also the
- Driving recommendation 22 can be specified.
- the optimal driving recommendation 22 can on the one hand directly to the drive and
- Brake control systems of the vehicle 10 are passed, or it can
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Health & Medical Sciences (AREA)
- Biomedical Technology (AREA)
- General Health & Medical Sciences (AREA)
- Regulating Braking Force (AREA)
Abstract
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102016116414.3A DE102016116414A1 (de) | 2016-09-02 | 2016-09-02 | Verfahren und Vorrichtung zur Verschleißoptimierung von Schienenfahrzeugen |
PCT/EP2017/070216 WO2018041570A1 (fr) | 2016-09-02 | 2017-08-09 | Procédé et dispositif d'optimisation de l'usure de véhicules ferroviaires |
Publications (1)
Publication Number | Publication Date |
---|---|
EP3507164A1 true EP3507164A1 (fr) | 2019-07-10 |
Family
ID=59649695
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP17754132.3A Pending EP3507164A1 (fr) | 2016-09-02 | 2017-08-09 | Procédé et dispositif d'optimisation de l'usure de véhicules ferroviaires |
Country Status (3)
Country | Link |
---|---|
EP (1) | EP3507164A1 (fr) |
DE (1) | DE102016116414A1 (fr) |
WO (1) | WO2018041570A1 (fr) |
Families Citing this family (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US10689004B1 (en) | 2017-04-28 | 2020-06-23 | Ge Global Sourcing Llc | Monitoring system for detecting degradation of a propulsion subsystem |
US11155288B2 (en) | 2017-04-28 | 2021-10-26 | Transportation Ip Holdings, Llc | Vehicle monitoring system |
EP4063229A1 (fr) * | 2021-03-25 | 2022-09-28 | Siemens Mobility GmbH | Procédé d'optimisation d'un trafic ferroviaire d'un réseau de trafic ferroviaire |
DE102021131927A1 (de) | 2021-12-03 | 2023-06-07 | Knorr-Bremse Systeme für Schienenfahrzeuge GmbH | Verfahren und Einrichtung zur Beeinflussung einer Fahrgeschwindigkeit eines Schienenfahrzeugs |
CN114954565B (zh) * | 2022-05-20 | 2023-08-08 | 上海阿尔斯通交通电气有限公司 | 一种地铁牵引控制方法、***、存储介质及智能终端 |
DE102022209996B3 (de) * | 2022-09-22 | 2024-02-15 | Siemens Mobility GmbH | Geschwindigkeitssteuerung |
Family Cites Families (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2140919A5 (fr) | 1971-06-11 | 1973-01-19 | Westinghouse Freins & Signaux | |
NL1000896C2 (nl) | 1995-07-28 | 1997-01-31 | Ns Railbedrijven Bv | Werkwijze en systeem voor het optimaliseren van het rijgedrag van een voertuig, bij voorkeur een railvoertuig. |
DE10018083A1 (de) | 2000-04-12 | 2001-10-25 | Daimlerchrysler Rail Systems | Halbautomatisches Steuerungssystem und -verfahren für Fahrzeuge |
DE102007006131A1 (de) * | 2007-02-02 | 2008-08-07 | Siemens Ag | Verschleißorientiertes Bremsmanagement |
DE102009023704A1 (de) | 2009-06-03 | 2010-10-28 | Voith Patent Gmbh | Verfahren zur Information von Fahrpersonal in einem Schienenfahrzeug |
DE102011113025A1 (de) * | 2011-09-09 | 2013-03-14 | Knorr-Bremse Systeme für Schienenfahrzeuge GmbH | Bremssteuereinrichtung für eine Bremsanlage eines Schienenfahrzeugs, Bremsanlage, Schienenfahrzeug und Verfahren zum Betreiben einer Bremssteuereinrichtung |
DE102012005068B4 (de) | 2012-03-15 | 2020-09-03 | Knorr-Bremse Systeme für Schienenfahrzeuge GmbH | Verfahren zum Steuern einer eine Reibungsbremse aufweisenden Antriebs- und Bremseinrichtung eines Fahrzeugs |
DE102012108395A1 (de) * | 2012-09-10 | 2014-03-13 | Knorr-Bremse Systeme für Schienenfahrzeuge GmbH | Verfahren zur Kalkulation einer Fahrempfehlung eines Schienenfahrzeugs, Assistenzsystem eines Schienenfahrzeugs und Schienenfahrzeug |
DE102014201729A1 (de) * | 2014-01-31 | 2015-08-06 | Siemens Aktiengesellschaft | Schienenfahrzeug |
US9908545B2 (en) * | 2014-09-22 | 2018-03-06 | General Electric Company | Method and system for operating a vehicle system to reduce wheel and track wear |
-
2016
- 2016-09-02 DE DE102016116414.3A patent/DE102016116414A1/de active Pending
-
2017
- 2017-08-09 WO PCT/EP2017/070216 patent/WO2018041570A1/fr unknown
- 2017-08-09 EP EP17754132.3A patent/EP3507164A1/fr active Pending
Also Published As
Publication number | Publication date |
---|---|
WO2018041570A1 (fr) | 2018-03-08 |
DE102016116414A1 (de) | 2018-03-08 |
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