EP2868546B1 - Wheel flange lubrication for railway vehicles - Google Patents

Wheel flange lubrication for railway vehicles Download PDF

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Publication number
EP2868546B1
EP2868546B1 EP14188226.6A EP14188226A EP2868546B1 EP 2868546 B1 EP2868546 B1 EP 2868546B1 EP 14188226 A EP14188226 A EP 14188226A EP 2868546 B1 EP2868546 B1 EP 2868546B1
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Prior art keywords
lubricant
wheel
rail vehicle
image
rail
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German (de)
French (fr)
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EP2868546A1 (en
Inventor
Vladimir Stojanovic
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Siemens Mobility Austria GmbH
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Siemens AG Oesterreich
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    • 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

Definitions

  • the invention relates to a device and a method for wheel flange lubrication for rail vehicles, with a lubricant application device which specifies the application of a lubricant on a Radkranzflanke and / or a rail head edge.
  • the invention further relates to a rail vehicle with such flange lubrication.
  • wheel flange lubrication devices In order to minimize the wear between the wheel flange of a wheel tire and a rail, wheel flange lubrication devices have been used for a long time, which are arranged either stationary or aboard a rail vehicle.
  • On-board lubrication systems today usually work automatically and try to apply only as much lubricant as is actually needed.
  • an electronic controller determines the beginning and end of the lubrication process.
  • the actual lubrication process consists of a series of pneumatically generated lubricant pulses of a lubricant applicator. Basically, one endeavors to use the lubricant as efficiently as possible.
  • Known flange lubrication devices therefore today often use travel, time or position information of the rail vehicle. However, this information is insufficient for an optimal lubrication process.
  • a wheel flange lubrication system is known in which for controlling lubrication pulses, a light barrier is used, the signal in combination with Signals of an accelerometer, a pitch angle sensor and a position sensor is used.
  • Allen wheel flange lubrication systems known to date has the common disadvantage that the approach between rim and rail can not be detected with sufficient accuracy.
  • a precise knowledge of the current distance between the two friction surfaces is a prerequisite for optimally determining the beginning and end of a lubrication phase. If the lubricant is applied too early or too long, too much lubricant is consumed or the environment is polluted. Starting too late with lubrication will result in increased wheel and rail wear and also unwanted noise emission.
  • the invention is based on the basic idea that by means of a suitable image acquisition and evaluation device, the currently effective distance between contact points on the Radkranzflanke and the rail edge are very well detected and can be used to control the lubricant application advantageous.
  • the wheel flange lubrication device is thus characterized by an image acquisition and evaluation device signal-conducting connected to the lubricant application device to capture an image of the contact zone between Radkranzflanke and rail head edge and evaluate so that a resulting control signal controls the application of the lubricant.
  • the image detection device a digital camera can be used, the viewing direction is directed to the zone of contact between the wheel and rail.
  • the image acquisition and evaluation device controlling the lubrication process knows the actual distance between the friction partners. This makes it possible to specify very precisely the beginning and the end of a lubrication interval.
  • the actual lubrication interval can consist of several pneumatically generated lubricant pulses in a known manner.
  • the image acquisition and evaluation device is formed by a digital camera with associated processor system for evaluating the image information.
  • digital cameras for example CCD or CMOS cameras, are known per se.
  • CCD or CMOS cameras are known per se.
  • the electronics of the camera can convert the recorded image into a standardized video signal in which the information about brightness and color gradient of a line-scanned image is contained in this analog signal.
  • the processor system comprises a memory device in which an image processing algorithm is stored, which is set up to determine at least one distance value between the contour of a Radkranzflanke and the contour of a rail head edge.
  • Algorithms for the evaluation of a digital image information are also known per se and here require in their basic function no closer technical explanation.
  • Such an act algorithm converts the video input signal into digital image data which is stored in the memory device. By accessing this data, distance values between flange flank and rail flank can be calculated.
  • the contour of the rim and the contour of the rail head edge in determining the favorable lubrication interval, the actual conditions of the wheel-rail contact is better taken into account.
  • the lubricant application depends on the evaluation of the digital image information taken while driving.
  • the mutually facing contours of railhead shape and rim shape are continuously recorded and a critical distance is determined therefrom. Instead of the one distance value but also several distance values between the contours be determined and selected that distance value that appears most suitable for optimal lubrication.
  • a two-position controller can be used for lubrication control. Further improvement can be achieved by considering other operating parameters such as vehicle speed, wheel disc diameter, lubricant valve time constants, spray nozzle pitch from the flange face, and level of pressure in the compressed air line.
  • a contact between the wheel rim and rail flank can be detected in a forward-looking manner.
  • the reduced friction between the wheel-rail side edges reduces the required drive energy of the rail vehicle. This saves operating costs and protects the environment.
  • the lower wear of the flange flank means that less material has to be removed during maintenance work from the wheel profile. This prolongs the service life.
  • each wheel is assigned a wheel flange lubrication device.
  • the application of the lubricant is carried out either on two consecutive wheels simultaneously or on a front wheel and this front wheel crosswise assigned rear wheel.
  • the former case in a sinusoidal movement of the rail vehicle along the tracks lubricated in the same direction, ie lying at its peak two wheels of a landing gear.
  • the second case concerns cornering.
  • the light required for the acquisition of the digital image is preferably provided by an illumination device consisting of LEDs, which illuminates the contact zone with white light.
  • a cleaning device which operates similar to a windshield wiper.
  • a preferred embodiment of the method is characterized in that a digital camera with an associated processor system is used for the image acquisition device and the image evaluation device, wherein a digital evaluation of the image information is performed.
  • a digital image can be captured and converted into a standardized video signal.
  • This analog video signal will converted from an image processing computer into digital image data, which represent the respective contour of the mutually facing flange edge and rail edge. From these digital outline points can be calculated horizontally superimposed distance values whose accuracy is essentially determined by the resolution of the camera. One or more of these digital distance values are used for optimum lubricant application.
  • FIG. 1 shows in a schematic representation of building units of the wheel flange lubrication device according to the invention 1.
  • the wheel flange lubrication device 1 is on board a rail vehicle (in FIG. 1 not shown).
  • Reference numeral 7 denotes the contact region, the contact zone 7 of a wheel 21 rolling on a rail 20.
  • the track clearance allows a shift of +/- 7 mm to 10 mm until it comes to contact between wheel flange and rail edge.
  • the image evaluation device 6 consists of a processor system having a digital memory 9. In this memory 9, a program for evaluating the digital images is stored executable. By evaluating the image information, a control signal 25 is generated in the processor device 6. From the output of the processor unit 6, this control signal 25 passes via a connection 15 to a lubricant application device 2, whereby the application of the lubricant 8 is controlled. The beginning and end of a lubrication phase is predetermined by this control signal 25.
  • the lubricant application device 2 sprays by means of a nozzle, the lubricant 8 on the Radkranzflanke 3. As a lubricant 8, a biodegradable oil is used.
  • FIG. 1 an illumination device 14 consisting of LEDs is also drawn, which illuminates the contact zone 7 sufficiently strongly for taking a digital image.
  • the digital camera is also equipped with an in FIG. 1 not shown washing system equipped so that the lens of the camera 5 and the lamp 14 can be kept free of dirt.
  • FIG. 2 shows in an enlarged view a cross section of the contact zone 7 between the wheel 21 and rail 20.
  • the reference numeral 10 is a horizontal distance between the Radkranzflanke 3 and the opposite rail head 4 is designated.
  • the image evaluation algorithm Preference is given to the so-called throat of the tread, so that portion which lies between the outer flange edge and the tread.
  • the evaluation can also use a distance vector consisting of several distance values x1... Xn.
  • FIG. 3 shows in a schematic diagram of the arch ride a Tranktionsfahrtechniks or running gear 17.
  • the chassis 17 has two sets of wheels 22 and 23. On each wheel set are two wheels 21.
  • Each of the wheels 21 is fixed to the frame a wheel flange lubrication device 1 assigned.
  • the wheelset 22, 23 associated digital cameras have a fixed distance to each other.
  • FIG. 3 illustrated case of the arch ride it comes increasingly at crosswise opposite wheels 21 to a frictional contact between Radkranzflanke and rail head edge.
  • the control is now made so that depending on the curve curvature only each of these crosswise opposite wheels lubricant is supplied, ie the outer front wheel and the inner rear wheel or the front inner and rear outer wheel.
  • the sheet resistance force can be significantly reduced, which traction -Energy saves.
  • FIG. 4 shows a block diagram of a control concept of the wheel flange lubrication system 1.
  • the reference numeral 24 in this control loop of the actual rolling movement of a wheel on a rail distance between Radkranzflanke and rail head is called.
  • This distance value 24 is detected by a digital camera 5 in the form of a digital image.
  • the image information of the digital image is transmitted to an evaluation device 6.
  • the image processing program stored in the memory 9 calculates a digital value of this distance, which is compared with a predetermined limit value 19. The result of this comparison is fed to a two-point controller 18, which in turn drives the lubricant application device 2.
  • FIG. 5 shows in an abstracted representation of a calculated image 11 of the contact zone 7.
  • Calculated profile points each form the contour of the Radkopfflanke 12 and the rail head edge 13 from.
  • the horizontal distance between points of these opposing contours 12, 13 is evaluated in order to control the lubricant application efficiently.
  • the reference numeral 16 is in FIG. 1 an input signal is shown, which is representative of various other operating parameters, such as the peripheral speed of the wheel of a rail vehicle. It but also other operating parameters can be linked to the calculated distance data, such as time constants of the lubricant valves, distance of the spray nozzle from the edge of the rim, and for the pneumatic pressure for the generation of the lubricant pulses and others.
  • any web-compatible CCD or CMOS camera can be used in the realization of the invention for the image capture device.
  • known lubricant application devices can be used with minor modifications. The effort in the realization of the invention is thus low overall.
  • the advantages are low wear, efficient use of the lubricant, in the saving of drive energy - both in bow travel and sinusoidal - and in a reduction of operating noise.
  • the lubricant 8 could also be sprayed on the rail head edge or on both friction partners 20, 21.
  • the memory 9 of the image evaluation device 6 can be dimensioned such that certain sections of the route are stored in a long-term memory. As a result, because of the fixed camera distance also a registration of the route is possible. This can also be done Track disturbances, for example, track constrictions well recorded and advanthat used for maintenance and repair of the route.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Length Measuring Devices By Optical Means (AREA)

Description

Technisches GebietTechnical area

Die Erfindung betrifft eine Einrichtung und ein Verfahren zur Spurkranz-Schmierung für Schienenfahrzeuge, mit einer Schmiermittel-Auftragsvorrichtung, welche die Ausbringung eines Schmiermittels auf einer Radkranzflanke und/oder einer Schienenkopfflanke vorgibt. Die Erfindung betrifft ferner ein Schienenfahrzeug mit einer derartigen Spurkranz-Schmierung.The invention relates to a device and a method for wheel flange lubrication for rail vehicles, with a lubricant application device which specifies the application of a lubricant on a Radkranzflanke and / or a rail head edge. The invention further relates to a rail vehicle with such flange lubrication.

Stand der TechnikState of the art

Wenn ein Schienenfahrzeug auf einem Bogen fährt, oder auch bei gerader Fahrstrecke, wenn das Schienenfahrzeug auf dem Gleis eine sinusförmige Pendelbewegung ausführt, kommt es zu einem reibungsbehafteten Kontakt zwischen Rad uns Schien. Die seitlichen Spurführungskräfte, die von der Antriebsenergie überwunden werden müssen, führen auch dazu, dass es zu einem breitbandigen Fahrgeräusch kommt. Insbesondere bei Gleisbögen mit Radien von kleiner als 200-300 m kann durch das Anlaufen des bogenäußeren Rades eines Radsatzes, ein im urbanen Bereich stark störendes "Kurvenquietschen" entstehen.When a rail vehicle is traveling on a bend, or even when driving straight ahead, when the rail vehicle is making a sinusoidal oscillation on the track, there is a frictional contact between the wheel and the rail. The lateral tracking forces, which must be overcome by the drive energy, also lead to the fact that it comes to a broadband driving noise. In particular, with track curves with radii of less than 200-300 m can arise by the start of the outer wheel of a wheel set, a disturbing in the urban area "curve squeal".

Beim Neubau einer Trasse, wie auch bei der Neukonstruktion eines Schienenfahrzeugs, kann die Entstehung von Kurvengeräuschen bis heute nicht sicher vorausgesagt werden. Wann es tatsächlich zur Berührung der beiden Reibflächen kommt, wie lange und wie intensiv ein solcher Kontakt ist, ist von einer Reihe von Faktoren abhängig. Beispielhaft sind hier einige Einflussfaktoren erwähnt: Spurspiel, Streckenverlauf, Spurmaßtoleranz, Profil von Rad und Scheine, Verschleiß von Rad und Schiene, Geschwindigkeit, Sinuslauf des Schienenfahrzeugs, dynamisches Verhalten zwischen rollendem Rad und Schiene, und in gewissem Ausmaß auch von Umweltparametern, wie beispielsweise der Umgebungstemperatur.In the construction of a new line, as well as in the redesign of a rail vehicle, the formation of bends can not be predicted with certainty until today. When it actually comes to the contact of the two friction surfaces, how long and how intense such a contact is, depends on a number of factors. By way of example, some influencing factors are mentioned here: Lane play, route course, track gauge tolerance, profile of wheel and bills, wear of wheel and rail, speed, sinusoidal run rail vehicle, dynamic behavior between rolling wheel and rail, and to some extent also environmental parameters such as ambient temperature.

Um den Verschleiß zwischen dem Spurkranz eines Radreifen und einer Schiene möglichst gering zu halten, sind seit langem Spurkranz-Schmiereinrichtungen im Einsatz, die entweder stationär oder an Bord eines Schienenfahrzeugs angeordnet sind. Bordseitig angeordnete Schmieranlagen arbeiten heutzutage meist automatisch und versuchen möglichst nur so viel Schmiermittel aufzutragen, wie tatsächlich benötigt wird. Meist bestimmt eine elektronische Steuerung Anfang und Ende des Schmiervorgangs. Der eigentliche Schmiervorgang besteht aus einer Reihe von pneumatisch erzeugten Schmiermittelimpulsen einer Schmiermittel-Auftragsvorrichtung. Grundsätzlich ist man bestrebt, das Schmiermittel möglichst effizient einzusetzen. Bekannte Spurkranz-Schmiereinrichtungen verwenden daher heutzutage oftmals Weg-, Zeit- oder Lageinformationen des Schienenfahrzeugs. Für einen optimalen Schmiervorgang sind diese Informationen aber unzureichend.In order to minimize the wear between the wheel flange of a wheel tire and a rail, wheel flange lubrication devices have been used for a long time, which are arranged either stationary or aboard a rail vehicle. On-board lubrication systems today usually work automatically and try to apply only as much lubricant as is actually needed. In most cases, an electronic controller determines the beginning and end of the lubrication process. The actual lubrication process consists of a series of pneumatically generated lubricant pulses of a lubricant applicator. Basically, one endeavors to use the lubricant as efficiently as possible. Known flange lubrication devices therefore today often use travel, time or position information of the rail vehicle. However, this information is insufficient for an optimal lubrication process.

Um den Beginn und das Ende eines Schmiervorgangs besser steuern zu können, wird in der DE 198 54 617 A1 das Bild einer Digitalkamera, die einen in Fahrtrichtung vor dem Schienenfahrzeug liegenden Gleisabschnitt abbildet, von einer Auswerteeinrichtung ausgewertet und in Abhängigkeit vom Ergebnis dieser Auswertung der Schmiervorgang ausgelöst.In order to control the beginning and the end of a lubrication process better, is in the DE 198 54 617 A1 the image of a digital camera, which images a lying in the direction of travel in front of the rail vehicle track section, evaluated by an evaluation and triggered depending on the result of this evaluation of the lubrication process.

In der DE 42 16 482 A1 wird vorgeschlagen, den Schmiervorgang in Abhängigkeit der momentanen Lage zwischen Spurkranz und Schienenflanke je nach Intensität und Dauer zu gestalten, wobei spezielle Druck- beziehungsweise Wegsensoren verwendet werden.In the DE 42 16 482 A1 It is proposed to design the lubrication process as a function of the current position between wheel flange and rail edge depending on the intensity and duration, with special pressure or displacement sensors are used.

Aus der DE 43 30 571 A1 ist eine Spurkranzschmieranlage bekannt, bei welcher zur Steuerung von Schmierimpulsen eine Lichtschranke verwendet wird, deren Signal in Kombination mit Signalen eines Beschleunigungs-Gebers, eines Neigungswinkel-Gebers und eines Weggebers herangezogen wird.From the DE 43 30 571 A1 a wheel flange lubrication system is known in which for controlling lubrication pulses, a light barrier is used, the signal in combination with Signals of an accelerometer, a pitch angle sensor and a position sensor is used.

Allen bislang bekannten Spurkranz-Schmieranlagen ist der Nachteil gemeinsam, dass die Annäherung zwischen Radkranz und Schiene nicht hinreichend genau erfasst werden kann. Eine genaue Kenntnis des momentanen Abstandes der beiden Reibflächen ist aber eine Voraussetzung dafür, um Anfang und Ende einer Schmierphase optimal festlegen zu können. Wird nämlich das Schmiermittel zu früh bzw. zu lange aufgetragen, wird zu viel an Schmiermittel verbraucht bzw. die Umwelt damit belastet. Wird zu spät mit der Schmierung begonnen, bedeutet dies einen erhöhten Verschleiß von Rad und Schiene und außerdem eine unerwünschte Geräuschemission.Allen wheel flange lubrication systems known to date has the common disadvantage that the approach between rim and rail can not be detected with sufficient accuracy. However, a precise knowledge of the current distance between the two friction surfaces is a prerequisite for optimally determining the beginning and end of a lubrication phase. If the lubricant is applied too early or too long, too much lubricant is consumed or the environment is polluted. Starting too late with lubrication will result in increased wheel and rail wear and also unwanted noise emission.

Darstellung der ErfindungPresentation of the invention

Es ist eine Aufgabe der Erfindung, eine Einrichtung und ein Verfahren zur Spurkranz-Schmierung für Schienenfahrzeuge so anzugeben, dass die Abnutzung von Rad und Schien möglichst gering ist und das Schmiermittel möglichst effizient eingesetzt wird.It is an object of the invention to provide a device and a method for wheel flange lubrication for rail vehicles so that the wear of the wheel and rail is as low as possible and the lubricant is used as efficiently as possible.

Gelöst wird diese Aufgabe bezüglich einer Spurkranz-Schmiereinrichtung mit den Merkmalen des Anspruchs 1, bezüglich eines Schienenfahrzeugs mit den Merkmalen des Anspruchs 7 und bezüglich eines Verfahrens durch die Merkmale des Anspruchs 8. Vorteilhafte Ausgestaltungen der Erfindung sind in den jeweils abhängigen Ansprüchen definiert.This object is achieved with respect to a flange lubrication device with the features of claim 1, with respect to a rail vehicle with the features of claim 7 and with respect to a method by the features of claim 8. Advantageous embodiments of the invention are defined in the respective dependent claims.

Die Erfindung geht von dem Grundgedanken aus, dass mittels einer geeigneten Bild-Erfassungs- und Auswerteeinrichtung der aktuell wirksame Abstand zwischen Berührungspunkten auf der Radkranzflanke und der Schienenflanke sehr gut erfasst werden und für die Steuerung des Schmiermittelauftrags vorteilhaft herangezogen werden kann.The invention is based on the basic idea that by means of a suitable image acquisition and evaluation device, the currently effective distance between contact points on the Radkranzflanke and the rail edge are very well detected and can be used to control the lubricant application advantageous.

Die erfindungsgemäße Spurkranz-Schmiereinrichtung ist also gekennzeichnet durch eine mit der Schmiermittel-Auftragsvorrichtung signalleitend verbundenen Bilderfassungs- und Auswerteeinrichtung, um ein Bild der Berührzone zwischen Radkranzflanke und Schienenkopfflanke zu erfassen und so auszuwerten, dass ein sich daraus ergebendes Steuersignal die Ausbringung des Schmiermittels steuert. Als Bild-Erfassungseinrichtung kann eine Digitalkamera eingesetzt werden, deren Blickrichtung auf die Zone der Berührung zwischen Rad und Schiene gerichtet ist. Indem diese Berührzone quasi online digital aufgezeichnet und ausgewertet wird, kennt die den Schmiervorgang steuernde Bilderfassungs- und Auswerteeinrichtung den tatsächlichen Abstand zwischen den Reibungspartnern. Dadurch ist es möglich, sehr präzise den Anfang und das Ende eines Schmierintervalls vorzugegeben. Das eigentliche Schmierintervall kann in bekannter Weise aus mehreren pneumatisch erzeugten Schmiermittelimpulsen bestehen.The wheel flange lubrication device according to the invention is thus characterized by an image acquisition and evaluation device signal-conducting connected to the lubricant application device to capture an image of the contact zone between Radkranzflanke and rail head edge and evaluate so that a resulting control signal controls the application of the lubricant. As the image detection device, a digital camera can be used, the viewing direction is directed to the zone of contact between the wheel and rail. By virtually digitally recording and evaluating this touch zone online, the image acquisition and evaluation device controlling the lubrication process knows the actual distance between the friction partners. This makes it possible to specify very precisely the beginning and the end of a lubrication interval. The actual lubrication interval can consist of several pneumatically generated lubricant pulses in a known manner.

Indem bereits eine Annäherung der Reibflächen zwischen Rad und Schiene präzise erfasst wird, kann der Schmiervorgang unmittelbar vor der Berührung bereits gestartet werden. Kommt es zur Berührung, ist bereits Schmiermittel auf den Reibflächen aufgebracht. Der Rad-Schiene-Verschleiß und auch der Schmiermittel-Verbrauch sind dadurch vergleichsweise gering. Insgesamt ergeben sich damit eine Reihe von Vorteilen. Zum einen sind sowohl die Betriebskosten des Schienenfahrzeugs geringer, da bei der Traktion weniger Reibung überwunden werden muss. Zum anderen ist der Verschleiß von Rad und Schiene geringer, wodurch weniger Instandsetzungsintervalle erforderlich sind. Des Weiteren ist die Belastung der Umwelt geringer, da Schmiermittel sparsamer eingesetzt werden kann. Nicht zuletzt wird die Umgebung weniger stark durch störendes "Kurvenquietschen" beeinträchtigt. Ein weiterer Vorteil kann darin gesehen werden, dass an sich bekannte Baukomponenten, wie Digitalkamera und Sprühvorrichtungen bei der Realisierung der Erfindung eingesetzt werden können. Der Aufwand der Realisierung ist damit vergleichsweise gering.By already accurately detecting an approximation of the friction surfaces between wheel and rail, the lubrication process can already be started immediately before the contact. If it comes to the touch, lubricant is already applied to the friction surfaces. The wheel-rail wear and also the lubricant consumption are thus comparatively low. Overall, this results in a number of advantages. On the one hand, both the operating costs of the rail vehicle are lower, since with traction less friction must be overcome. On the other hand, the wear of the wheel and rail is lower, which means fewer repair intervals are required. Furthermore, the burden on the environment is lower, since lubricant can be used more sparingly. Not least, the environment is less affected by disturbing "curve squeal". A further advantage can be seen in that components known per se, such as digital camera and spray devices, can be used in the realization of the invention. The cost of implementation is thus relatively low.

Mit Vorteil wird die Bilderfassungs- und Auswerteeinrichtung durch eine Digitalkamera mit zugehörigem Prozessorsystem zur Auswertung der Bildinformation gebildet. Derartige Digitalkameras, beispielsweise CCD-oder CMOS Kameras, sind an sich bekannt. Kommerziell erhältlich sind in einer Baueinheit CCD-Kamera und zugehörige Datenverarbeitungseinrichtung für aufgenommene Digitalbilder. Die Elektronik der Kamera kann das aufgenommene Bild in ein standardisiertes Videosignal umsetzen, worin in diesem analogen Signal die Information über Helligkeit und Farbverlauf eines zeilenmäßig abgetasteten Bildes enthalten ist.Advantageously, the image acquisition and evaluation device is formed by a digital camera with associated processor system for evaluating the image information. Such digital cameras, for example CCD or CMOS cameras, are known per se. Commercially available in a unit CCD camera and associated data processing device for recorded digital images. The electronics of the camera can convert the recorded image into a standardized video signal in which the information about brightness and color gradient of a line-scanned image is contained in this analog signal.

Bei einer bevorzugten Ausgestaltung der erfindungsgemäßen Spurkranz-Schmiereinrichtung kann vorgesehen sein, dass das Prozessorsystem eine Speichereinrichtung umfasst, in welcher ein Bildverarbeitungs-Algorithmus gespeichert ist, der zur Ermittlung zumindest eines Abstandswertes zwischen der Kontur einer Radkranzflanke und der Kontur einer Schienenkopfflanke eingerichtet ist. Algorithmen zur Auswertung einer digitalen Bildinformation sind ebenfalls an sich bekannt und bedürfen hier in ihrer Grundfunktion keiner näheren technischen Erläuterung. Ein solcher Aktalgorithmus setzt das Video-Eingangssignal in digitale Bilddaten um, welche in der Speichereinrichtung gespeichert werden. Durch Zugriff auf diese Daten lassen sich Abstandswerte zwischen Spurkranzflanke und Schienenflanke berechnen. Indem die Kontur der Radkranzflanke und die Kontur der Schienenkopfflanke bei der Ermittlung des günstigen Schmierintervalls herangezogen sind, wird den tatsächlichen Gegebenheiten des Rad-Schiene-Kontakts besser Rechnung getragen. Mit anderen Worten, der Schmiermittelauftrag hängt von der Auswertung der Digitalbild-Informationen ab, die während der Fahrt aufgenommen werden. Fortlaufend werden dabei die einander zugewandten Konturen von Schienenkopf-Form und Radkranz-Form aufgezeichnet und daraus ein kritischer Abstand ermittelt. Anstelle des einen Abstandswertes können aber auch mehrere Abstandswerte zwischen den Konturen ermittelt werden und jener Abstandswert ausgewählt werden, der für eine optimale Schmierung am geeignetsten erscheint.In a preferred embodiment of the flange lubrication device according to the invention, it may be provided that the processor system comprises a memory device in which an image processing algorithm is stored, which is set up to determine at least one distance value between the contour of a Radkranzflanke and the contour of a rail head edge. Algorithms for the evaluation of a digital image information are also known per se and here require in their basic function no closer technical explanation. Such an act algorithm converts the video input signal into digital image data which is stored in the memory device. By accessing this data, distance values between flange flank and rail flank can be calculated. By using the contour of the rim and the contour of the rail head edge in determining the favorable lubrication interval, the actual conditions of the wheel-rail contact is better taken into account. In other words, the lubricant application depends on the evaluation of the digital image information taken while driving. The mutually facing contours of railhead shape and rim shape are continuously recorded and a critical distance is determined therefrom. Instead of the one distance value but also several distance values between the contours be determined and selected that distance value that appears most suitable for optimal lubrication.

Zur Schmiersteuerung kann ein Zweipunktregler verwendet werden. Eine weitere Verbesserung kann durch Berücksichtigung anderer Betriebsparameter, wie Geschwindigkeit des Fahrzeugs, Durchmesser der Radscheibe, Zeitkonstanten der SchmiermittelVentile, Abstand der Sprühdüse von der Spurkranzflanke und Niveau des Drucks in der Druckluftleitung erreicht werden.For lubrication control, a two-position controller can be used. Further improvement can be achieved by considering other operating parameters such as vehicle speed, wheel disc diameter, lubricant valve time constants, spray nozzle pitch from the flange face, and level of pressure in the compressed air line.

Durch die erfindungsgemäße Echtzeiterfassung der Berührzone 7 kann vorausschauend ein Kontakt zwischen Radkranz und Schienenflanke erfasst werden. Durch die verringerte Reibung zwischen Rad-Schiene-Seitenflanken verringert sich die benötigte Antriebsenergie des Schienenfahrzeugs. Dies spart Betriebskosten und schont die Umwelt. Der geringere Verschleiß der Spurkranzflanke führt dazu, dass bei Wartungsarbeiten vom Rad-Profil weniger Material abgetragen werden muss. Dies verlängert die Gebrauchsdauer.By means of the inventive real-time detection of the contact zone 7, a contact between the wheel rim and rail flank can be detected in a forward-looking manner. The reduced friction between the wheel-rail side edges reduces the required drive energy of the rail vehicle. This saves operating costs and protects the environment. The lower wear of the flange flank means that less material has to be removed during maintenance work from the wheel profile. This prolongs the service life.

Bei der Realisierung der Erfindung kann kostensparend auf kommerziell erhältliche Einheiten zurückgegriffen werden.When realizing the invention, commercially available units can be used in a cost-saving manner.

Gemäß der Erfindung ist bei einem Fahrwerk eines Schienenfahrzeugs, welches zumindest zwei Radsätze mit jeweils zwei Rädern aufweist, jedem Rad eine Spurkranz-Schmiereinrichtung zugeordnet. Der Auftrag des Schmiermittels erfolgt entweder an zwei hintereinander liegenden Rädern gleichzeitig oder an einem vorderen Rad und diesem vorderen Rad kreuzweise zugeordneten hinter Rad. Im erstgenannten Fall wird bei einer sinusförmigen Bewegung des Schienenfahrzeugs entlang der Geleise gleichsinnig geschmiert, d.h. die zum Scheitelwert liegenden beiden Räder eines Fahrwerks. Der zweitgenannte Fall betrifft eine Kurvenfahrt. Hier kommt es darauf an, das Schmiermittel kreuzweise, d.h. auf einem außen laufenden Rad und auf einem innen laufenden Rad aufzutragen. Bei einer Rechtskurve würde das äußere Rad des vorderen Radsatzes und das innere Rad des hinteren Radsatzes geschmiert werden. Von besonderem Vorteil ist dies bei einer Lokomotive.According to the invention, in a chassis of a rail vehicle which has at least two wheel sets, each with two wheels, each wheel is assigned a wheel flange lubrication device. The application of the lubricant is carried out either on two consecutive wheels simultaneously or on a front wheel and this front wheel crosswise assigned rear wheel. In the former case, in a sinusoidal movement of the rail vehicle along the tracks lubricated in the same direction, ie lying at its peak two wheels of a landing gear. The second case concerns cornering. Here it is important to apply the lubricant crosswise, ie on an outside wheel and on an inside wheel. In a right turn, the outer wheel of the front wheel and the inner wheel of the rear wheel would be lubricated. This is particularly advantageous in a locomotive.

Das für die Aufnahme des Digitalbildes erforderliche Licht wird bevorzugt durch eine aus LEDs bestehende Beleuchtungseinrichtung bereitgestellt, die die Berührzone mit weißem Licht ausleuchtet.The light required for the acquisition of the digital image is preferably provided by an illumination device consisting of LEDs, which illuminates the contact zone with white light.

Um Kamera und Leuchte von Schmutz frei zu halten, ist eine Reinigungsvorrichtung vorgesehen, die ähnlich einem Scheibenwischer arbeitet.In order to keep camera and lamp free of dirt, a cleaning device is provided, which operates similar to a windshield wiper.

Das erfindungsgemäße Verfahren weist zumindest die folgenden drei Verfahrensschritte auf:

  1. a. Erfassen eines Bildes der Berührzone zwischen einer Radkranzflanke und einer Schienenkopfflanke mittels einer Bild-Erfassungseinrichtung;
  2. b. Auswerten des Bildes der Berührzone mittels einer Bild-Auswerteeinrichtung, wobei die Auswerteeinrichtung signalleitend mit einer Schmiermittel-Auftragsvorrichtung verbunden ist, um an diese ein Steuersignal zu übermitteln;
  3. c. Ausbringen eines Schmiermittels auf die Radkranzflanke und/oder die Schienenkopfflanke mittels der Schmiermittel-Auftragsvorrichtung in Abhängigkeit des Steuersignals, so dass die Ausbringung des Schmiermittels von der Auswertung der Bildinformation abhängig ist.
The method according to the invention has at least the following three method steps:
  1. a. Acquiring an image of the contact zone between a rim and a rail head edge by means of image detection means;
  2. b. Evaluating the image of the contact zone by means of an image evaluation device, wherein the evaluation device is signal-conducting connected to a lubricant application device in order to transmit to this a control signal;
  3. c. Applying a lubricant to the Radkranzflanke and / or the rail head edge by means of the lubricant application device in response to the control signal, so that the application of the lubricant is dependent on the evaluation of the image information.

Eine bevorzugte Ausführung des Verfahrens ist dadurch gekennzeichnet, dass für die Bild-Erfassungseinrichtung und die Bild-Auswerteeinrichtung eine Digitalkamera mit zugeordnetem Prozessorsystem verwendet wird, wobei eine digitale Auswertung der Bildinformation durchgeführt wird. Mittels einer hochauflösenden CCD-oder CMOS Kamera kann ein Digitalbild aufgenommen und in ein standardisiertes Videosignal umgesetzt werden. Dieses analoge Videosignal wird von einem Bildverarbeitungsrechner in digitale Bilddaten, welche die jeweilige Kontur der einander zugewandten Spurkranzflanke und Schienenflanke darstellen, umgesetzt. Aus diesen digitalen Umrisspunkten lassen sich horizontal übereinander liegende Abstandswerte berechnen, deren Genauigkeit im Wesentlichen durch die Auflösung der Kamera vorgegeben ist. Für einen optimalen Schmiermittelauftrag werden ein oder mehrere dieser digitalen Abstandswerte herangezogen.A preferred embodiment of the method is characterized in that a digital camera with an associated processor system is used for the image acquisition device and the image evaluation device, wherein a digital evaluation of the image information is performed. Using a high-resolution CCD or CMOS camera, a digital image can be captured and converted into a standardized video signal. This analog video signal will converted from an image processing computer into digital image data, which represent the respective contour of the mutually facing flange edge and rail edge. From these digital outline points can be calculated horizontally superimposed distance values whose accuracy is essentially determined by the resolution of the camera. One or more of these digital distance values are used for optimum lubricant application.

Kurzbeschreibung der ZeichnungenBrief description of the drawings

Zur weiteren Erläuterung der Erfindung wird im nachfolgenden Teil der Beschreibung auf Zeichnungen Bezug genommen, aus denen weitere vorteilhafte Ausgestaltungen, Einzelheiten und Weiterbildungen der Erfindung anhand eines nicht einschränkenden Ausführungsbeispiels zu entnehmen sind.To further explain the invention, reference is made in the following part of the description to drawings, from which further advantageous embodiments, details and further developments of the invention can be found by way of non-limiting embodiment.

Es zeigen:

Figur 1
eine schematische Darstellung von Baueinheiten der erfindungsgemäßen Spurkranz-Schmiereinrichtung;
Figur 2
eine Querschnittsdarstellung der Berührzone zwischen Rad und Schiene;
Figur 3
eine Prinzipskizze welche ein Fahrwerk eines Schienenfahrzeugs mit zwei Radsätzen bei Kurvenfahrt darstellt;
Figur 4
ein Blockschaltbild eines Regelungskonzeptes der Spurkranz-Schmieranlage;
Figur 5
einen Ausschnitt eines Digitalbildes der Berührzone.
Show it:
FIG. 1
a schematic representation of structural units of the flange lubrication device according to the invention;
FIG. 2
a cross-sectional view of the contact zone between the wheel and rail;
FIG. 3
a schematic diagram illustrating a chassis of a rail vehicle with two sets of wheels when cornering;
FIG. 4
a block diagram of a control concept of the flange lubrication system;
FIG. 5
a section of a digital image of the contact zone.

Ausführung der ErfindungEmbodiment of the invention

Figur 1 zeigt in einer schematischen Darstellung Baueinheiten der erfindungsgemäßen Spurkranz-Schmiereinrichtung 1. Die Spurkranz-Schmiereinrichtung 1 ist bordseitig an einem Schienenfahrzeug (in Figur 1 nicht dargestellt) angeordnet. Mit dem Bezugszeichen 7 ist der Kontaktbereich, die Berührzone 7 eines auf einer Schiene 20 rollenden Rades 21 bezeichnet. Üblicherweise erlaubt in der Praxis das Spurspiel eine Verschiebung von +/-7 mm bis 10 mm bis es zum Kontakt zwischen Spurkranz und Schienenflanke kommt. FIG. 1 shows in a schematic representation of building units of the wheel flange lubrication device according to the invention 1. The wheel flange lubrication device 1 is on board a rail vehicle (in FIG. 1 not shown). Reference numeral 7 denotes the contact region, the contact zone 7 of a wheel 21 rolling on a rail 20. Usually, in practice, the track clearance allows a shift of +/- 7 mm to 10 mm until it comes to contact between wheel flange and rail edge.

Mittels einer Digitalkamera 5, deren Blickrichtung auf den Rad-Schiene-Kontaktbereich zeigt, wird fortlaufend ein Bild von dieser Berührzone 7 aufgenommen. Diese Digitalbilder der Kamera 5 werden über eine Datenleitung einer Bild-Auswerteeinrichtung 6 zugeleitet. Die Bild-Auswerteeinrichtung 6 besteht aus einem Prozessorsystem, der einen Digitalspeicher 9 aufweist. In diesem Speicher 9 ist ein Programm zur Auswertung der Digitalbilder ablauffähig gespeichert. Durch die Auswertung der Bildinformation wird in der Prozessoreinrichtung 6 ein Steuersignal 25 erzeugt. Vom Ausgang der Prozessor-Einheit 6 gelangt dieses Steuersignal 25 über eine Verbindung 15 zu einer Schmiermittel-Auftragsvorrichtung 2, wodurch die Ausbringung des Schmiermittels 8 gesteuert wird. Beginn und Ende einer Schmierphase ist von diesem Steuersignal 25 vorgegeben. Die Schmiermittel-Auftragsvorrichtung 2 sprüht mittels einer Düse das Schmiermittel 8 auf die Radkranzflanke 3. Als Schmiermittel 8 wird ein biologisch abbaubares Öl verwendet.By means of a digital camera 5, the viewing direction points to the wheel-rail contact area, an image of this contact zone 7 is continuously recorded. These digital images of the camera 5 are fed via a data line to an image evaluation device 6. The image evaluation device 6 consists of a processor system having a digital memory 9. In this memory 9, a program for evaluating the digital images is stored executable. By evaluating the image information, a control signal 25 is generated in the processor device 6. From the output of the processor unit 6, this control signal 25 passes via a connection 15 to a lubricant application device 2, whereby the application of the lubricant 8 is controlled. The beginning and end of a lubrication phase is predetermined by this control signal 25. The lubricant application device 2 sprays by means of a nozzle, the lubricant 8 on the Radkranzflanke 3. As a lubricant 8, a biodegradable oil is used.

In Figur 1 ist auch eine aus LEDs bestehende Beleuchtungseinrichtung 14 gezeichnet, welche die Berührzone 7 für die Aufnahme eines Digitalbildes genügend stark ausleuchtet. Die Digitalkamera ist ferner mit einer in Figur 1 nicht näher dargestellten Waschanlage ausgestattet, so dass das Objektiv der Kamera 5 und der Leuchte 14 frei von Schmutz gehalten werden kann.In FIG. 1 an illumination device 14 consisting of LEDs is also drawn, which illuminates the contact zone 7 sufficiently strongly for taking a digital image. The digital camera is also equipped with an in FIG. 1 not shown washing system equipped so that the lens of the camera 5 and the lamp 14 can be kept free of dirt.

Figur 2 zeigt in einer vergrößerten Darstellung einen Querschnitt der Berührzone 7 zwischen Rad 21 und Schiene 20. Mit dem Bezugszeichen 10 ist ein horizontaler Abstand zwischen der Radkranzflanke 3 und der gegenüberliegenden Schienenkopfflanke 4 bezeichnet. Bei der Erzeugung des Steuersignals 25 für die Schmiermittel-Auftragsvorrichtung 2 wird zumindest einer dieser horizontalen Abstände 10 vom Algorithmus der Bildauswertung herangezogen. Bevorzugt wird dabei die so genannte Kehle des Laufprofils, also jener Abschnitt der zwischen der äußeren Spurkranzflanke und der Lauffläche liegt. Die Auswertung kann aber auch einen Abstandsvektor bestehend aus mehreren Abstandswerten x1 ... xn verwenden. FIG. 2 shows in an enlarged view a cross section of the contact zone 7 between the wheel 21 and rail 20. The reference numeral 10 is a horizontal distance between the Radkranzflanke 3 and the opposite rail head 4 is designated. When generating the control signal 25 for the lubricant application device 2, at least one of these horizontal distances 10 is used by the image evaluation algorithm. Preference is given to the so-called throat of the tread, so that portion which lies between the outer flange edge and the tread. The evaluation can also use a distance vector consisting of several distance values x1... Xn.

Die Figur 3 zeigt in einer Prinzipskizze die Bogenfahrt eines Tranktionsfahrwerks bzw. Lauffahrwerks 17. Das Fahrwerk 17 weist zwei Radsätze 22 und 23 auf. Auf jeden Radsatzes befinden sich zwei Räder 21. Jedem der Räder 21 ist gestellfest eine Spurkranz-Schmiereinrichtung 1 zugeordnet. Die einem Radsatz 22, 23 zugeordneten Digital-Kameras haben zueinander einen fixen Abstand. Bei diesem in Figur 3 dargestellten Fall der Bogenfahrt kommt es vermehrt an kreuzweise gegenüberliegenden Rädern 21 zu einer reibungsbehafteten Berührung zwischen Radkranzflanke und Schienenkopfflanke. Die Steuerung erfolgt nun so, dass je nach Kurvenkrümmung nur jedem dieser kreuzweise gegenüber liegenden Rädern Schmiermittel zugeführt wird, d.h. dem äußeren vorderen Rad und dem inneren hinteren Rad bzw dem vorderen inneren und hinteren äußeren Rad. Die Bogenwiderstandskraft kann dadurch erheblich verringert werden, was Traktions-Energie spart.The FIG. 3 shows in a schematic diagram of the arch ride a Tranktionsfahrwerks or running gear 17. The chassis 17 has two sets of wheels 22 and 23. On each wheel set are two wheels 21. Each of the wheels 21 is fixed to the frame a wheel flange lubrication device 1 assigned. The wheelset 22, 23 associated digital cameras have a fixed distance to each other. In this in FIG. 3 illustrated case of the arch ride it comes increasingly at crosswise opposite wheels 21 to a frictional contact between Radkranzflanke and rail head edge. The control is now made so that depending on the curve curvature only each of these crosswise opposite wheels lubricant is supplied, ie the outer front wheel and the inner rear wheel or the front inner and rear outer wheel. The sheet resistance force can be significantly reduced, which traction -Energy saves.

Anders verhält es sich bei einer Geradeausfahrt mit Sinuslauf, bei dem erfindungsgemäß das jeweils auf einer Schiene laufende vordere und hintere Rad im Bereich der Amplitude des Sinus geschmiert werden. Dabei wird bereits die Annäherung der Reibpartner vorausschauend ermittelt, indem die Geschwindigkeit des Schienenfahrzeugs berücksichtigt wird. Dadurch können die energieverzehrenden Querkräfte bei einem Sinuslauf wirkungsvoll reduziert werden.The situation is different with a straight-ahead drive with sinusoidal operation, in which, according to the invention, the front and rear wheels running in each case on a rail are lubricated in the region of the amplitude of the sinusoid. In this case, the approach of the friction partners is already determined by looking ahead, taking into account the speed of the rail vehicle becomes. As a result, the energy-consuming transverse forces can be effectively reduced in a sinusoidal run.

Figur 4 zeigt ein Blockschaltbild eines Regelungskonzeptes der Spurkranz-Schmieranlage 1. Mit dem Bezugszeichen 24 ist in diesem Regelkreis der bei der Rollbewegung eines Rades auf einer Schiene tatsächlich vorhandene Abstandswert zwischen Radkranzflanke und Schienenkopfflanke bezeichnet. Dieser Abstandswert 24 wird von einer Digitalkamera 5 in Form eines Digitalbildes erfasst. Die Bildinformation des Digitalbildes wird an eine Auswerteeinrichtung 6 übermittelt. Dort errechnet das im Speicher 9 abgelegte Bildverarbeitung-Programm einen Digitalwert dieses Abstandes, der mit einem vorgegebenen Grenzwert 19 verglichen wird. Das Ergebnis dieses Vergleichs wird einem Zweipunktregler 18 zugeführt, der wiederum die Schmiermittel-Auftragsvorrichtung 2 ansteuert. FIG. 4 shows a block diagram of a control concept of the wheel flange lubrication system 1. The reference numeral 24 in this control loop of the actual rolling movement of a wheel on a rail distance between Radkranzflanke and rail head is called. This distance value 24 is detected by a digital camera 5 in the form of a digital image. The image information of the digital image is transmitted to an evaluation device 6. There, the image processing program stored in the memory 9 calculates a digital value of this distance, which is compared with a predetermined limit value 19. The result of this comparison is fed to a two-point controller 18, which in turn drives the lubricant application device 2.

Figur 5 zeigt in einer abstrahierten Darstellung ein berechnetes Bild 11 der Berührzone 7. Errechnete Profilpunkte bilden jeweils die Kontur der Radkopfflanke 12 und der Schienenkopfflanke 13 ab. Wie oben bereits erläutert, wird der horizontale Abstand zwischen Punkten dieser einander gegenüberliegenden Konturen 12, 13 ausgewertet, um die Schmiermittelauftrag effizient zu steuern. FIG. 5 shows in an abstracted representation of a calculated image 11 of the contact zone 7. Calculated profile points each form the contour of the Radkopfflanke 12 and the rail head edge 13 from. As already explained above, the horizontal distance between points of these opposing contours 12, 13 is evaluated in order to control the lubricant application efficiently.

Bei der Auswertung der Bildinformation kann selbst verständlich nicht nur der berechnete Abstand zwischen Radkranzflanke und Schienenkopfflanke zur Steuerung des Schmiermittelauftrags herangezogen werden, sondern auch die Änderungsgeschwindigkeit aufeinander folgende Bilder. Auf diese Weise kann unter Berücksichtigung der Geschwindigkeit des Schienenfahrzeugs die Tendenz erfasst werden, ob der Abstand schnell größer oder kleiner wird. Mit dem Bezugszeichen 16 ist in Figur 1 ein Eingangssignal dargestellt, welches stellvertretend für verschiedene anderen Betriebsparameter steht, beispielsweise für die Umfangsgeschwindigkeit des Rades eines Schienenfahrzeugs. Es können aber auch weitere Betriebsparameter mit den errechneten Abstandsdaten verknüpft werden, wie beispielsweise Zeitkonstanten der Schmiermittelventile, Abstand der Sprühdüse von der Flanke des Radkranzes, sowie für den Pneumatikdruck für die Erzeugung der Schmiermittel-Impulse und andere.When evaluating the image information can of course be used not only the calculated distance between Radkranzflanke and rail head edge to control the lubricant application, but also the rate of change successive images. In this way, taking into consideration the speed of the rail vehicle, the tendency can be detected whether the distance becomes rapidly larger or smaller. The reference numeral 16 is in FIG. 1 an input signal is shown, which is representative of various other operating parameters, such as the peripheral speed of the wheel of a rail vehicle. It but also other operating parameters can be linked to the calculated distance data, such as time constants of the lubricant valves, distance of the spray nozzle from the edge of the rim, and for the pneumatic pressure for the generation of the lubricant pulses and others.

Wie bereits gesagt kommt bei der Realisierung der Erfindung für die Bilderfassungseinrichtung jede bahntaugliche CCD-oder CMOS Kamera infrage. Ebenso können bekannte Schmiermittel-Auftragsvorrichtungen mit geringen Modifikationen eingesetzt werden. Der Aufwand bei der Realisierung der Erfindung ist damit insgesamt gering.As already mentioned, any web-compatible CCD or CMOS camera can be used in the realization of the invention for the image capture device. Likewise, known lubricant application devices can be used with minor modifications. The effort in the realization of the invention is thus low overall.

Abschließend seien die wesentlichen Vorteile der Erfindung nochmals hervorgehoben: Die Vorteile liegen im geringen Verschleiß, effizienten Einsatz des Schmiermittels, im Einsparen von Antriebsenergie - sowohl bei Bogenfahrt als auch bei Sinuslauf - und in einer Verringerung der Betriebsgeräusche.Finally, the main advantages of the invention are emphasized again: The advantages are low wear, efficient use of the lubricant, in the saving of drive energy - both in bow travel and sinusoidal - and in a reduction of operating noise.

Obwohl die Erfindung in Detail durch oben dargestellte bevorzugte Ausführungsbeispiele näher illustriert und beschrieben wurde, so ist die Erfindung nicht durch die offenbarten Beispiele eingeschränkt und andere Variationen können vom Fachmann hieraus abgeleitet werden ohne den Schutzumfang der Erfindung zu verlassen.While the invention has been further illustrated and described in detail by the preferred embodiments set forth above, the invention is not limited by the disclosed examples, and other variations can be derived therefrom by those skilled in the art without departing from the scope of the invention.

So versteht es sich von selbst, dass entgegen der Darstellung in Figur 1 mit gleicher Wirkung das Schmiermittel 8 auch auf die Schienenkopfflanke oder auch auf beide Reibpartner 20, 21 gesprüht werden könnte.So it goes without saying that contrary to the representation in FIG. 1 with the same effect, the lubricant 8 could also be sprayed on the rail head edge or on both friction partners 20, 21.

Der Speicher 9 der Bild-Auswerteeinrichtung 6 kann selbst verständlich so bemessen sein, dass bestimmte Streckenabschnitte in einem Langzeitspeicher abgelegt werden. Dadurch ist wegen des fixen Kamera-Abstandes zudem eine Registrierung der Fahrstrecke möglich. Dadurch können auch Gleisstörungen, zum Beispiel Gleisverengungen gut erfasst und vorteilhat für Wartung und Instandhaltung der Fahrstrecke verwendet werden.Of course, the memory 9 of the image evaluation device 6 can be dimensioned such that certain sections of the route are stored in a long-term memory. As a result, because of the fixed camera distance also a registration of the route is possible. This can also be done Track disturbances, for example, track constrictions well recorded and advanthat used for maintenance and repair of the route.

Zusammenstellung der verwendeten Bezugszeichen

1
Spurkranz-Schmiereinrichtung
2
Schmiermittel-Auftragsvorrichtung
3
Radkranzflanke
4
Schienenkopfflanke
5
Bild-Erfassungseinrichtung
6
Bild-Auswerteeinrichtung
7
Berührzone
8
Schmiermittel
9
Speicher
10
Abstand
11
Bild
12
Kontur der Radkranzflanke 3
13
Kontur der Schienenkopfflanke 4
14
Beleuchtungseinrichtung
15
Verbindung
16
Eingangssignal
17
Fahrwerk eines Schienenfahrzeugs
18
Zweipunktreglers
19
Grenzwert
20
Schiene
21
Rad
22
Radsatz
23
Radsatz
24
Abstandswert
25
Steuersignal
Compilation of the reference numbers used
1
Wheel flange lubricator
2
Lubricant applying device
3
Radkranzflanke
4
Rail head edge
5
Image detecting means
6
Image evaluation
7
contact zone
8th
lubricant
9
Storage
10
distance
11
image
12
Contour of the rim of the rim 3
13
Contour of the rail head 4
14
lighting device
15
connection
16
input
17
Suspension of a rail vehicle
18
Two-point controller
19
limit
20
rail
21
wheel
22
wheelset
23
wheelset
24
distance value
25
control signal

Claims (11)

  1. Rail vehicle with a wheel flange lubrication device (1), comprising:
    a lubricant application apparatus (2), which specifies the application of a lubricant (8) onto a wheel rim edge (3) and/or a rail head edge (4), an image acquisition and evaluation device (5, 6) connected in a signal-conducting manner with the lubricant application apparatus (2),
    wherein a control signal (25) is generated and is routed to the lubricant application apparatus (2) so that the application of the lubricant (8) is dependent on the evaluation of the image information, characterised in that an image (11) of the contact zone (7) between the wheel rim edge (3) and rail head edge (4) is acquired and evaluated.
  2. Rail vehicle with a wheel flange lubrication device (1) according to claim 1, characterised in that the image acquisition and evaluation device (5, 6) is formed by a digital camera (5) and a processor system (6) for digital evaluation of the image information.
  3. Rail vehicle with a wheel flange lubrication device (1) according to claim 2, characterised in that the processor system (6) comprises a storage device (9), in which an image processing algorithm is stored, which is configured to determine at least one distance value (10) between a contour (12) of the wheel rim edge (3) and a contour (13) of the rail head edge (4).
  4. Rail vehicle with a wheel flange lubrication device (1) according to one of claims 1 - 3, characterised in that a lighting system (14) is provided on board, the light cone of which is directed at the contact zone (7).
  5. Rail vehicle with a wheel flange lubrication device (1) according to claim 4, characterised in that the lighting system (14) comprises LEDs.
  6. Rail vehicle with a wheel flange lubrication device (1) according to claim 1 or claim 5, characterised in that the lubricant application apparatus (2) is supplied with at least one further input signal (16), which is taken into consideration when the lubricant (8) is applied, wherein this at least one further input signal (16) corresponds to the speed and/or transverse acceleration of the rail vehicle, the sinusoidal run of the rail vehicle, an item of position or location information of the rail vehicle or the ambient temperature.
  7. Rail vehicle with a wheel flange lubrication device (1) according to one of claims 1 - 5, characterised in that a chassis (17) of the rail vehicle comprises two wheelsets (17, 18) with two wheels, in each case, wherein a wheel flange lubrication device (1) is assigned to each wheel (21) and the application of the lubricant (8) is either carried out simultaneously on two wheels (21) disposed one behind the other on a rail (20), or on a front wheel (21) and a rear wheel assigned to it in a crosswise manner on the other rail (20).
  8. Method for controlling a wheel flange lubrication device, which is arranged on board a rail vehicle, comprising the method steps:
    a. acquiring an image (11) of the contact zone (7) between a wheel rim edge (3) and a rail head edge (4) by means of an image acquisition device (5) arranged on board;
    b. evaluating the image (11) of the contact zone (7) by means of an image evaluation device (6) arranged on board, wherein the evaluation device (6) is connected via a signal-conducting connection (15) to a lubricant application apparatus (2), in order to transmit a control signal hereto;
    c. applying a lubricant (8) to the wheel rim edge (3) and/or the rail head edge (4) by means of the lubricant application apparatus (2) as a function of the control signal (25), so that the evaluated image information is taken into consideration when the lubricant (8) is applied.
  9. Method according to claim 8, characterised in that the image acquisition device (5) is formed by a digital camera and the image evaluation device (6) is formed by a processor system (6) assigned to the digital camera, wherein the evaluation of the image (11) comprises the evaluation of digital image data.
  10. Method according to claim 9, characterised in that the processor system (6) comprises a storage device (9), in which an image processing algorithm is stored, which determines at least one distance value (10) between a contour (12) of the wheel rim edge (3) and a contour (13) of the rail head edge (4).
  11. Method according to claim 10, characterised in that the lubricant application apparatus (2) is supplied with at least one further input signal (16), which is taken into consideration when the lubricant (9) is applied, wherein this at least one further input signal (16) corresponds to the speed and/or transverse acceleration of the rail vehicle, the sinusoidal run of the rail vehicle, the position or location information of the rail vehicle or the ambient temperature.
EP14188226.6A 2013-10-31 2014-10-09 Wheel flange lubrication for railway vehicles Active EP2868546B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL14188226T PL2868546T3 (en) 2013-10-31 2014-10-09 Wheel flange lubrication for railway vehicles

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
AT507112013 2013-10-31

Publications (2)

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EP2868546A1 EP2868546A1 (en) 2015-05-06
EP2868546B1 true EP2868546B1 (en) 2019-03-13

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Application Number Title Priority Date Filing Date
EP14188226.6A Active EP2868546B1 (en) 2013-10-31 2014-10-09 Wheel flange lubrication for railway vehicles

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EP (1) EP2868546B1 (en)
DK (1) DK2868546T3 (en)
ES (1) ES2731215T3 (en)
PL (1) PL2868546T3 (en)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109532935B (en) * 2018-12-10 2023-08-22 中车长春轨道客车股份有限公司 Rim lubricating device and method
EP3835643A1 (en) * 2019-12-10 2021-06-16 Güdel Group AG c/o Güdel AG Lubrication arrangement for lubricating a linear guiding device
AT523969B1 (en) 2020-07-01 2022-03-15 Siemens Mobility Austria Gmbh Method and device for influencing friction between wheel and rail

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2353912C3 (en) * 1973-10-27 1978-09-07 De Limon Fluhme & Co, 4000 Duesseldorf Wheel flange lubrication device on a rail vehicle
US4711320A (en) * 1985-10-08 1987-12-08 Madison-Kipp Corporation Wheel flange and rail lubricator apparatus
DE4216482A1 (en) 1992-05-19 1993-11-25 Teo Dr Ing Knauer Self-contained lubrication unit for flanged wheels - has pressure sensor in wheel bearing with input to electronic control unit for compressed air-lubricant mixture
DE4330571C2 (en) 1993-09-09 2001-10-18 Limon Fluhme & Co De Rail scanning for wheel flange lubrication systems
EP0884233A1 (en) * 1997-06-10 1998-12-16 De Limon Fluhme Gmbh Installation for wheel profile lubrification for railway vehicles
DE19854617A1 (en) 1998-11-26 2000-06-08 Rebs Zentralschmiertech Gmbh System for lubrication of rail wheel surface or surface of rail track has control unit releasing lubricant if deviation of track course recorded by image evaluation unit and image registering unit exceeds predetermined value
GB2416006B (en) * 2003-09-15 2006-05-17 Qhi Rail Ltd A lubricant dispensing assembly
JP2006327525A (en) * 2005-05-30 2006-12-07 East Japan Railway Co Wheel flange oiling device and its control method

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

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Publication number Publication date
EP2868546A1 (en) 2015-05-06
ES2731215T3 (en) 2019-11-14
PL2868546T3 (en) 2019-09-30
DK2868546T3 (en) 2019-05-27

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