EP2868546B1 - Spurkranz-Schmierung für Schienenfahrzeuge - Google Patents

Spurkranz-Schmierung für Schienenfahrzeuge 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
Authority
EP
European Patent Office
Prior art keywords
lubricant
wheel
rail vehicle
image
rail
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.)
Active
Application number
EP14188226.6A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP2868546A1 (de
Inventor
Vladimir Stojanovic
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens Mobility Austria GmbH
Original Assignee
Siemens AG Oesterreich
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Publication date
Application filed by Siemens AG Oesterreich filed Critical Siemens AG Oesterreich
Priority to PL14188226T priority Critical patent/PL2868546T3/pl
Publication of EP2868546A1 publication Critical patent/EP2868546A1/de
Application granted granted Critical
Publication of EP2868546B1 publication Critical patent/EP2868546B1/de
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Classifications

    • 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.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Length Measuring Devices By Optical Means (AREA)
EP14188226.6A 2013-10-31 2014-10-09 Spurkranz-Schmierung für Schienenfahrzeuge Active EP2868546B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL14188226T PL2868546T3 (pl) 2013-10-31 2014-10-09 Smarowanie obrzeża koła dla pojazdów szynowych

Applications Claiming Priority (1)

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

Publications (2)

Publication Number Publication Date
EP2868546A1 EP2868546A1 (de) 2015-05-06
EP2868546B1 true EP2868546B1 (de) 2019-03-13

Family

ID=51726370

Family Applications (1)

Application Number Title Priority Date Filing Date
EP14188226.6A Active EP2868546B1 (de) 2013-10-31 2014-10-09 Spurkranz-Schmierung für Schienenfahrzeuge

Country Status (4)

Country Link
EP (1) EP2868546B1 (pl)
DK (1) DK2868546T3 (pl)
ES (1) ES2731215T3 (pl)
PL (1) PL2868546T3 (pl)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109532935B (zh) * 2018-12-10 2023-08-22 中车长春轨道客车股份有限公司 一种轮缘润滑装置和方法
EP3835643A1 (en) * 2019-12-10 2021-06-16 Güdel Group AG c/o Güdel AG Lubrication arrangement for lubricating a linear guiding device
AT523969B1 (de) 2020-07-01 2022-03-15 Siemens Mobility Austria Gmbh Verfahren und Vorrichtung zur Reibungsbeeinflussung zwischen Rad und Schiene

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2353912C3 (de) * 1973-10-27 1978-09-07 De Limon Fluhme & Co, 4000 Duesseldorf Spurkranz-Schmiereinrichtung an einem Schienenfahrzeug
US4711320A (en) * 1985-10-08 1987-12-08 Madison-Kipp Corporation Wheel flange and rail lubricator apparatus
DE4216482A1 (de) 1992-05-19 1993-11-25 Teo Dr Ing Knauer Autonome Spurkranzschmieranlage für Schienenfahrzeuge
DE4330571C2 (de) 1993-09-09 2001-10-18 Limon Fluhme & Co De Schienenabtastung für Spurkranzschmieranlagen
EP0884233A1 (de) * 1997-06-10 1998-12-16 De Limon Fluhme Gmbh Spurkranzschmieranlage für Schienenfahrzeuge
DE19854617A1 (de) 1998-11-26 2000-06-08 Rebs Zentralschmiertech Gmbh Vorrichtung und Verfahren zum Schmieren der Oberfläche eines Schienenrades und/oder einer Schiene eines Gleiskörpers
GB2416006B (en) * 2003-09-15 2006-05-17 Qhi Rail Ltd A lubricant dispensing assembly
JP2006327525A (ja) * 2005-05-30 2006-12-07 East Japan Railway Co 車輪フランジ塗油装置およびその制御方法

Non-Patent Citations (1)

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

Also Published As

Publication number Publication date
EP2868546A1 (de) 2015-05-06
ES2731215T3 (es) 2019-11-14
PL2868546T3 (pl) 2019-09-30
DK2868546T3 (da) 2019-05-27

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