EP3507164A1 - Procédé et dispositif d'optimisation de l'usure de véhicules ferroviaires - Google Patents

Procédé et dispositif d'optimisation de l'usure de véhicules ferroviaires

Info

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
Application number
EP17754132.3A
Other languages
German (de)
English (en)
Inventor
Marco Nock
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.)
Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
Original Assignee
Knorr Bremse Systeme fuer Schienenfahrzeuge 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 Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH filed Critical Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
Publication of EP3507164A1 publication Critical patent/EP3507164A1/fr
Pending legal-status Critical Current

Links

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

L'invention concerne un procédé d'optimisation de l'usure de véhicules ferroviaires (10), selon lequel des états d'usure (16) d'au moins un composant d'un véhicule ferroviaire (10) sont déterminés, une conduite optimale (22) pour le véhicule ferroviaire (10) est déterminée en tenant compte de l'usure (16), de la ponctualité et de la consommation d'énergie, et la vitesse, les accélérations et les décélérations du véhicule ferroviaire (10) sont réglées de telle sorte que la conduite optimale (22) soit atteinte en conditions de roulage du véhicule ferroviaire (10). L'invention concerne également un dispositif d'optimisation de l'usure de véhicules ferroviaires (10) ainsi qu'un système d'aide à la conduite (18) pour un véhicule ferroviaire (10).
EP17754132.3A 2016-09-02 2017-08-09 Procédé et dispositif d'optimisation de l'usure de véhicules ferroviaires Pending EP3507164A1 (fr)

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)

* Cited by examiner, † Cited by third party
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)

* Cited by examiner, † Cited by third party
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

Also Published As

Publication number Publication date
WO2018041570A1 (fr) 2018-03-08
DE102016116414A1 (de) 2018-03-08

Similar Documents

Publication Publication Date Title
EP3507164A1 (fr) Procédé et dispositif d'optimisation de l'usure de véhicules ferroviaires
EP2288530B1 (fr) Procédé de surveillance d'au moins un paramètre système influencé par le comportement de fonctionnement de véhicules ou de trains
EP2630013B1 (fr) Procédé de commande d'un système de freins à friction à régulation antipatinage d'un véhicule sur rail
DE102012005068B4 (de) Verfahren zum Steuern einer eine Reibungsbremse aufweisenden Antriebs- und Bremseinrichtung eines Fahrzeugs
DE102011113086B4 (de) Bremskrafterfassung für dynamische Bremsen eines Schienenfahrzeugs
DE102012108395A1 (de) Verfahren zur Kalkulation einer Fahrempfehlung eines Schienenfahrzeugs, Assistenzsystem eines Schienenfahrzeugs und Schienenfahrzeug
WO2022184411A1 (fr) Procédé de détermination d'une vitesse optimale ou maximale autorisée d'un véhicule ferroviaire
WO2016058727A1 (fr) Diagnostic de l'état des roues d'un véhicule ferroviaire
EP1534572A1 (fr) Procede et dispositif de controle de l'etat de mecanismes de deplacement de vehicules
EP3458323A1 (fr) Procédé et dispositif pour commander ou réguler un dispositif de freinage
DE102015110229B4 (de) Schienenfahrzeugbremssystem und Verfahren zum Betreiben eines Schienenfahrzeugbremssystems
EP3458331B1 (fr) Procédé et dispositif de surveillance d'au moins un composant de voie posé dans la construction de chemin de fer
WO2015128233A1 (fr) Procédé et dispositif de contrôle de l'état d'une chaine cinématique d'un véhicule tracteur
DE10047249A1 (de) Vorrichtung und Verfahren zur Traktionsregelung
DE102016224125A1 (de) Verfahren zur Steuerung von Nebenverbrauchern von Schienenfahrzeugen
EP3634829B1 (fr) Procédé et dispositif de surveillance d'un système d'entraînement d'un véhicule guidé
DE102005048534A1 (de) Verfahren und Anordnung zum Überwachen einer mechanischen Komponente, insbesondere einer Bremse eines Fahrzeugs
DE102017221688B4 (de) Verfahren zur Bestimmung eines Funktionszustands einer zu untersuchenden Komponente eines Fahrzeugs und Zustandserkennungssystem
DE102022200376A1 (de) Verfahren zum Überwachen der äquivalenten Konizität eines Schienenfahrzeug-Schiene-Systems
DE102022209996B3 (de) Geschwindigkeitssteuerung
DE102023200761A1 (de) Verfahren und Einrichtung zum Erzeugen eines einen Zustand eines Fahrzeugs anzeigenden Zustandssignals
DE102021131928A1 (de) Verfahren und Einrichtung zur Beeinflussung einer Fahrgeschwindigkeit eines Schienenfahrzeugs
WO2023135012A1 (fr) Utilisation dépendante de l'infrastructure et dépendante de la topographie de mesures influençant la traction ou de freins à courant de foucault, par exemple des dispositifs de distribution de milieu augmentant l'adhérence
WO2023099755A1 (fr) Procédé et dispositif pour influencer une vitesse de circulation d'un véhicule ferroviaire
DE102014219101A1 (de) Verfahren zum Betreiben von Triebzügen mit zumindest einem Mehrganggetriebe

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: UNKNOWN

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20190402

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: EXAMINATION IS IN PROGRESS

17Q First examination report despatched

Effective date: 20211213