EP2943386B1 - Procédé et dispositif permettant d'analyser un matériau d'épandage et de commander l'application d'un matériau d'épandage sur un rail pour un véhicule ferroviaire - Google Patents

Procédé et dispositif permettant d'analyser un matériau d'épandage et de commander l'application d'un matériau d'épandage sur un rail pour un véhicule ferroviaire Download PDF

Info

Publication number
EP2943386B1
EP2943386B1 EP13817939.5A EP13817939A EP2943386B1 EP 2943386 B1 EP2943386 B1 EP 2943386B1 EP 13817939 A EP13817939 A EP 13817939A EP 2943386 B1 EP2943386 B1 EP 2943386B1
Authority
EP
European Patent Office
Prior art keywords
rail
wheel
scattering material
scattering
movement
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
EP13817939.5A
Other languages
German (de)
English (en)
Other versions
EP2943386A1 (fr
Inventor
Marc-Oliver Herden
Thomas Rasel
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 Nutzfahrzeuge GmbH
Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
Original Assignee
Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
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 Nutzfahrzeuge GmbH, Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH filed Critical Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Publication of EP2943386A1 publication Critical patent/EP2943386A1/fr
Application granted granted Critical
Publication of EP2943386B1 publication Critical patent/EP2943386B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C15/00—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels
    • B61C15/08—Preventing wheel slippage
    • B61C15/10—Preventing wheel slippage by depositing sand or like friction increasing materials

Definitions

  • the present invention relates to a method for analyzing a scattering means located at a contact point between a rail and a wheel of a rail vehicle, to a method for controlling application of a scattering agent to a rail for a railway vehicle, to corresponding devices and to a spreader for Applying a spreading agent to a rail for a rail vehicle.
  • sand By means of a sanding system sand can be applied to a rail of a rail vehicle.
  • the applied sand can improve the adhesion between the rail and a wheel of the rail vehicle.
  • the DE 41 22 032 A1 describes a corresponding sanding plant for vehicles, in particular for rail vehicles.
  • the DE 10 2011 113071 A1 describes a control device for a particle scattering system for a rail vehicle, which is designed to control a metering device based on adhesion data.
  • the DE 10 2005 001 404 A1 describes a method for applying sand between wheel and rail of a rail vehicle as a function of the speed traveled, of acceleration values and the currently existing static friction coefficient.
  • Sanding systems in rail vehicles apply a spreading agent, for example sand to the rail.
  • the scattering means improves in the processes of driving and braking the rail vehicle, the adhesion between the wheel and rail at the contact point between the wheel and rail. This effect of improving the frictional connection occurs in particular when the frictional connection due to soiled, wet rails is lowered and a power transmission is difficult.
  • the spreading material cleans the rail, bridges a possible separating layer between the wheel and the rail and thus makes a higher power flow possible.
  • the scattering agent is usually always scattered exactly on or in front of the Ausstandstician Vietnamese, so the contact point between the wheel and the rail.
  • a scattering means applied to the rail can have no effect or only a small effect if the scattering means is blown away or the separating layer between rail and wheel is too thick.
  • the analysis of the located at the contact point scattering means allows in this sense, for example, a conclusion on whether a scattered to improve the frictional connection between the rail and the wheel on the rail scattering agent arrives at the relevant point of contact between rail and wheel and there its effect can unfold.
  • a rail vehicle may be understood to mean a vehicle of a wheel-rail system that is driven or guided by at least one wheel on one or more rails.
  • the rail vehicle may be motorized or non-motorized, so for example be a railcar or a wagon.
  • the rail vehicle may be provided for example for passenger transport or the transport of goods.
  • the wheel may be an impeller of the rail vehicle.
  • the rail vehicle may have a plurality of such wheels. For example, two wheels may be connected to each other via a common axis.
  • the contact point can be understood as a bearing surface within which the wheel rests on the rail.
  • Both the wheel and the rail can be made of metal, for example made of steel.
  • the scattering agent may be a suitable scattering agent, for example sand, as is already used in rail vehicles to improve the frictional connection between wheel and rail.
  • the scattering agent can be composed of a quantity of particles, for example sand grains. Particles of the scattering agent, which are in contact with the wheel and the rail at the contact point, can increase the frictional connection and thus the friction between the wheel and the rail.
  • a wheel facing surface of the rail is in itself smooth.
  • the scattering agent located on the surface of the rail causes unevenness on the surface of the rail. If the wheel rolls over such unevenness, the unevenness can lead to movements, for example to vibrations or longitudinal movements of the wheel, in particular to vertical movements of the wheel.
  • Such movement of the wheel caused by the scattering means may be dependent on different properties of the scattering agent located at the contact point.
  • a property may relate to a quantity or density of the scattering agent located at the contact point on the rail.
  • Another property may relate to the nature, such as the hardness or size of the particles of the scattering agent.
  • a further property may relate, for example, to an incorporation of the scattering agent into a separating layer which may be present on the surface of the rail and which may be composed, for example, of leaves.
  • Different properties of the litter may be characterized by characteristic courses of movement of the wheel. Thus, it can be concluded from a characteristic course of the movement of the wheel on a property of the scattering means at the contact point.
  • the scattering agent can be analyzed by evaluating the movement of the wheel.
  • the properties of the scattering agent determined by the analysis of the scattering agent can in turn be assigned different effects of the scattering agent, which, for example, affect the braking action of the rail vehicle.
  • the movement of the wheel can be detected via a suitable detection device, for example in the form of an acceleration sensor, a strain gauge, a structure-borne sound sensor or another suitable sensor.
  • the movement signal may represent a signal provided by the detection device or one of the detection devices downstream of the detection device.
  • the motion signal may be an analog or digital electrical signal.
  • the motion signal can be evaluated with suitable known evaluation methods in order first to analyze the motion signal and, based thereon, the scattering means located on the rail.
  • An evaluation of the motion signal can, for example, be based on a comparison of the motion signal with one or more references, for example in the form of a reference value or a reference signal.
  • Corresponding references may relate to different properties of the scattering agent located at the contact point to be analyzed and, for example, have been determined in advance during a test run of a rail vehicle.
  • a detection device for detecting the movement of the wheel can be arranged, for example, on the wheel itself, on a wheel hub of the wheel or on an axle supporting the wheel.
  • the movement signal may represent the movement of the wheel on its own or a superposition of the movements of several wheels, for example of two wheels of the rail vehicle.
  • the motion signal may represent a time course of the movement of the wheel. As a result, a course of the movement of the wheel can be mapped over time.
  • a movement signal can be read in via an interface to a detection device. Such a movement signal can be provided very quickly and inexpensively.
  • the movement signal may represent a signal determined from the time profile of the movement of the wheel.
  • the motion signal can already be preprocessed in this case.
  • the motion signal may be a transformed signal.
  • a Fourier transform may be performed to obtain the motion signal.
  • the movement signal can map the movement of the wheel, for example in the frequency domain. Such a preprocessed motion signal can facilitate the evaluation.
  • a frequency spectrum of the motion signal can be evaluated in order to analyze the scattering means located on the rail. For example, by calculations or series of tests, a characteristic characteristic of a typical property of a scattering agent can be determined in a frequency spectrum of the movement of the wheel.
  • the frequency spectrum of the motion signal or a frequency range of the frequency spectrum of the motion signal can then be compared with the characteristic curve in order to analyze the property of the scattering means. Accordingly, for each of several typical properties of the scattering agent, characteristic courses in the frequency spectrum can be determined in each case and used to analyze the movement signal.
  • a rash can represent a so-called peak in the course of the motion signal.
  • corresponding characteristic values with regard to the profile of the deflections can be related to predetermined reference values or reference intervals. For example, in each case a height of the deflections can be evaluated. Additionally or alternatively, in each case a length of the deflections can be evaluated. Accordingly, mean values formed over the plurality of excursions can be evaluated. In this way, the motion signal can be evaluated by simple threshold comparisons.
  • a density of the scattering agent at the contact point can be determined to analyze the scattering means.
  • the density may be understood to mean a number of particles of the scattering agent per unit area. Information about the density may be used to advantage in order to adjust the application of the scattering agent. If a density that is too low is determined, for example, the amount of scattering agent to be applied can be increased.
  • an integration of the scattering agent into a foreign layer located on the surface of the rail can be determined in order to analyze the scattering agent.
  • particles of the scattering agent can be completely or partially incorporated into the foreign layer. If excessive incorporation of the scattering agent into a foreign layer is determined, then the amount of scattering agent to be applied can be increased in order to fill up the layer thickness of the foreign layer with scattering agent.
  • the application rule which amount of the scattering agent is applied to the rail and additionally or alternatively at which position the scattering means is applied relative to the contact point. For example, if the analysis result indicates an insufficient amount of the scattering agent at the contact point, the amount of the scattering agent to be applied may be increased or the direction or position of the application of the scattering agent may be varied. On the other hand, if the analysis result indicates an excessive amount of the scattering agent at the contact point, the amount of the scattering agent can be reduced.
  • the control signal may be, for example, an electrical signal.
  • the control signal can be designed to control a scattering device for applying the scattering agent to the rail.
  • An apparatus for analyzing a scattering means located at a point of contact between a rail and a wheel of a rail vehicle has means configured to perform the steps of a method for analyzing a scattering means located at a contact point between a rail and a wheel of a rail vehicle perform.
  • an apparatus for controlling application of a spreader to a rail for a rail vehicle includes means configured to perform the steps of a method for controlling application of a spreader to a rail for a rail vehicle.
  • a device can be understood as meaning an electrical device which processes the motion signal and outputs control and / or data signals in dependence thereon.
  • the device may have an interface, which may be formed in hardware and / or software.
  • the interfaces may be part of an integrated circuit that includes a variety of functions of the device.
  • the interfaces may be software modules that For example, on a microcontroller in addition to other software modules are available.
  • the spreader can be realized for example as a stand spreader.
  • the scattering system may be part of the rail vehicle or be provided for mounting on the rail vehicle.
  • the rail vehicle may have a plurality of scattering devices. By operation of the scattering system can be applied to the rail while driving the rail vehicle scattering means, for example, to increase the friction between the wheel and rail during a braking operation of the rail vehicle.
  • a computer program product with program code which can be stored on a machine-readable carrier such as a semiconductor memory, a hard disk memory or an optical memory and is used to carry out the method according to one of the embodiments described above if the program product is installed on a computer or a suitable computer is also of advantage Device is running.
  • Fig. 1 shows a schematic representation of a rail vehicle 100 according to an embodiment of the present invention.
  • the rail vehicle 100 has, for example, a first wheel 102 and a second wheel 104, which are guided on a rail 108 during travel of the rail vehicle 100 in a direction of travel 106.
  • the rail vehicle 100 has at least one scattering system 110 for applying a scattering agent 112 to the rail 108.
  • the scattering system 110 shown is arranged on the rail vehicle 100, which is applied to the scattering means 112 in front of a contact point 114 between the first wheel 102 and the rail 108 on a the rail vehicle 112 facing surface of the rail 108 in front of the direction of travel 106.
  • the first wheel 102 rolls over the spreading means 112
  • the first wheel 102 is deflected by the spreading means 112 and performs a corresponding movement 116, here a vertical movement 116 directed away from the rail 108.
  • a movement profile of the movement 116 is dependent on a property of the scattering agent 112 located at the contact point 114.
  • the movement profile of the movement 116 depends on a quantity of the scattering agent 112 located at the contact point 114 and an integration of the scattering agent 112 into one possibly located on the rail 108 foreign layer, which may be caused, for example, by located on the rail 108 foliage.
  • the movement 116 can be detected by a suitable detection device.
  • the detection device can directly with the first wheel 102, with a wheel axle of the first wheel 102, with a wheel hub of the first wheel 102, with a wheel suspension of the first wheel 102, with a bogie comprising the first wheel 102 or with another suitable component of the rail vehicle 100 and be configured to detect the movement 116 and to output a motion signal representing the movement 116 or the movement profile of the movement 116.
  • the movement signal can be evaluated using a suitable evaluation device in order to be able to draw a conclusion to the movement 116 causing the scattering means 112.
  • the scattering agent 112 can be analyzed via the movement 116.
  • An analysis result relating to the scattering means 112 can be used, for example, to control the scattering system 110 or to control a braking maneuver or approach maneuver of the rail vehicle 100.
  • Fig. 2 shows a schematic representation of a scattering system 110 according to an embodiment of the present invention.
  • the scattering system 110 may, for example, in connection with the basis of Fig. 1 described rail vehicle can be used.
  • the diffuser 110 is configured to apply a diffuser 112 at a contact point between a rail 108 and a wheel 102 running on the rail 108.
  • the wheel 102 has a wheel axle 218.
  • the wheel 102 and the wheel axle 218 move due to the rolling of the scattering means 112 by the wheel 102 to a movement 116.
  • the movement 116 is shown as a return movement of the wheel 102 toward the rail 108.
  • the spreader 110 comprises a hopper 220 for spreading means 112, for example a sandbox, a sand valve 222, also referred to as a "sand valve", and a sand nozzle 224.
  • Reservoir 220 is configured to hold spreader 112 and deliver it to sand valve 222.
  • the sand valve 222 has an opening for supplying compressed air 226. When compressed air 226 is supplied to the sand valve 222, scattering agent 112 is supplied from the reservoir 220 through the sand valve 222 to the sand nozzle 224 and blown from an exit port of a spout of the sand nozzle 224 toward the contact point between the rail 108 and the wheel 102.
  • the spreading of the spreading agent 112 can be controlled, for example, by controlling the compressed air 226 or by aligning the outlet opening of the sand nozzle 224.
  • a valve for supplying the compressed air can be actuated via a suitable control signal and thus the discharge of the scattering agent 112 can be controlled.
  • an adjustment motor can be driven via a suitable control signal in order to control the alignment of the outlet opening of the sand nozzle 224 and thus the discharge of the scattering agent 112.
  • at least one control signal for controlling the application of the scattering agent 112 is generated at the contact point between the wheel 102 on the rail 108 as a function of a property of the scattering means 112 determined via the movement 116 of the wheel 102.
  • the movement 116 of the wheel 102 may be detected by means of suitable detection means and evaluated by a device 230 for analyzing the scattering means 112 located at the point of contact between the rail 108 and the wheel 102.
  • the detection device is designed to provide a movement signal 232 representing movement 116 to the device 230 for analyzing, for example via an electrical line.
  • the analyzer 230 may be in the form of electronics or electrical circuitry.
  • a detection device for example a vibration sensor on the respective wheel bearing is used, which provides information about the vertical acceleration 116.
  • the movement signal provided by the detection device is evaluated by the device 230 for analysis, which can be realized as an electronic system.
  • the evaluation can be carried out, for example, by one or more Fourier analyzes in such a way that a specific change in the frequency spectrum resulting from the overrun of the sand 212 is monitored.
  • the length and height of the Rashes can be used to detect how much sand 212 actually comes into contact with the wheel and how dampened or "clear" is the traction. This can be used both for a diagnosis, an effect monitoring as well as for a possible amount or position regulation of the sanding. For example, such monitoring can be integrated as a standard function in a bogie diagnosis of a rail vehicle.
  • the approach can also be used to obtain feedback as to whether sand 212 is actually flowing out of the sanding plant 110. This may be done in addition to or in lieu of a sand flow sensor, which may to a certain extent determine the flow rate.
  • it can be detected by the evaluation of the movement signal 212, whether the sand 212 acts, or arrives in the wheel-rail contact point.
  • Fig. 3 shows a schematic representation of a device 230 for analyzing a located at a contact point between a rail and a wheel of a rail vehicle scattering means, which is used according to this embodiment in a control circuit for controlling a scattering system 110 for applying the scattering means to the rail.
  • the device 230 and the scattering system 110 may be used, for example, in connection with the in Fig. 1 used rail vehicle can be used.
  • a detector 340 which is configured to detect a movement of the wheel of the rail vehicle characteristic of an on-rail scattering means and to generate and output a motion signal 232 representing the movement to the apparatus 230 for analysis.
  • the device 230 for analyzing is designed to evaluate the movement signal 232 and to output an analysis result 342 corresponding to the evaluation to a control device 344.
  • the control device 344 is designed to generate a control signal 346 using the analysis result 342 and to output it to the scattering system for controlling the scattering system 110.
  • the detection device 340 is configured to detect a movement of the wheel of the rail vehicle and to generate and output the movement signal 232 representing the movement.
  • the detection device 340 may be configured to detect a vertical movement of the wheel or a component of a vertical movement of the wheel.
  • the detection device 340 may, for example, be designed as an acceleration sensor. In this case, the detection device 340 may be formed be to capture an acceleration of the wheel as the movement of the wheel.
  • the analyzer 230 for analyzing is configured to read in and evaluate the motion signal 232.
  • the device 230 may be designed to analyze in order to evaluate a time profile of the movement signal 232.
  • the means 230 for analyzing may be configured to evaluate a frequency spectrum or frequency range of a frequency spectrum of the motion signal.
  • the device 230 for analyzing can be designed to transform the read-in motion signal into the frequency range.
  • the analyzer 230 for analyzing may also be configured to receive the motion signal 232 as a signal already transformed in the frequency domain. A corresponding transformation may in this case have been performed by the detection device 340 or an intermediate processing device.
  • the analyzer 230 for analyzing is configured to evaluate a trace or characteristic of the motion signal 232 to analyze the scattering means.
  • known methods for signal evaluation of a present in the time domain or frequency domain signal can be used.
  • the motion signal 232 can be classified by the evaluation, wherein different class divisions of the motion signal 232 can in turn be assigned to different properties of the scattering means.
  • the evaluation may be based on comparisons with predetermined signal values or waveforms that are characteristic of certain properties of the scattering agent. For example, such signal values or signal curves may have been determined in practical driving tests.
  • Such predetermined signal values or waveforms may be stored in a memory device and read out by the device 230 for analysis to evaluate the motion signal 232.
  • the device 230 for analyzing is designed to output an analysis result 342 corresponding to the evaluation to a control device 344.
  • the analysis result 342 includes information about the property of the scattering means at the point of contact between the wheel and the rail, which is determined based on the movement signal 232.
  • the controller 344 is configured to receive the analysis result 342 and, based thereon, a control signal 346 for controlling the gritter 110 and to provide an interface to the spreader 110. To this end, the controller 344 is configured to adjust an application procedure for applying the scattering agent to the rail using the analysis result 342 and to generate the control signal 346 based on the adapted application rule. For example, it can be defined by the application method how much scattering agent and how the scattering agent is applied.
  • a control loop can be realized in which first scattering agent is applied by the scattering system 110, then an effect of the scattering agent is analyzed at the contact point and based on the application of further scattering agent is readjusted by the scattering system 110 or maintained unchanged.
  • the analysis result 344 can be provided to a further control device or monitoring device, for example to control an acceleration process or a braking process of the rail vehicle, to monitor a function of the scattering system 110 or to obtain a knowledge of a surface condition of the rail.
  • FIG. 12 shows a flow chart of a method 450 of controlling a spreading of a scattering agent on a rail for a rail vehicle according to an embodiment of the present invention.
  • the method 450 according to this exemplary embodiment comprises a method 452 for analyzing a scattering means located at a contact point between the rail and a wheel of the rail vehicle.
  • the method 450 for controlling may be performed, for example, to control the scattering of the in Fig. 1 to control shown rail vehicle.
  • the movement signal 232 can be evaluated, for example, by a device for analyzing, as described with reference to FIG Fig. 3 describe is.
  • the analyzing method 452 comprises a step 462 of reading in a motion signal representing a movement of the wheel caused by the on-rail scattering means and a step 464 of evaluating the motion signal to analyze the scattering means located on the rail.
  • method 450 of controlling includes a step 466 of adjusting an application rule to apply the scattering agent to the rail using a step 464 of FIG Evaluating determined analysis result.
  • a control signal is provided to apply the spreading agent to the rail in accordance with the application procedure.
  • the control signal can be provided to a suitable device of the scattering system, for example a device for controlling the compressed air used for applying the scattering agent.
  • the method 452 for analyzing may also be carried out independently, that is to say independently of the further steps 466, 468 of the method 450 for controlling.
  • Fig. 5 shows a schematic course of a movement signal 232 in the time domain according to an embodiment of the present invention.
  • the movement signal 232 can be a signal representing a movement of a wheel of a rail vehicle caused by a scattering means located on a rail, as described, for example, with reference to FIG Fig. 1 is described.
  • the movement signal 232 can be evaluated, for example, by a device for analyzing, as described with reference to FIG Fig. 3 is described.
  • the motion signal 232 is shown in a coordinate system. In this case, the time t is shown on the abscissa and the amplitude of the movement signal 232 is shown on the ordinate.
  • the motion signal 232 may map an acceleration, a velocity or a deflection of a wheel.
  • the motion signal 232 may be filtered or unfiltered. For example, non-relevant frequency components of the motion signal 232 may have been filtered out in order to be able to evaluate the motion signal 232 more easily in order to analyze the scattering means. In the evaluation of the motion signal, a current speed of the rail vehicle can be included.
  • the movement signal 232 has a plurality of excursions, which are similar in their respective height, ie their amplitude, and their length, ie their duration. From the height and additionally or alternatively from the length of the rashes can be concluded on a property of the gritter. For this purpose, one of the plurality of rashes in the first time period can be evaluated or, for example, an averaging can be used to evaluate an average rash determined from the plurality of rashes.
  • the motion signal 232 has a further plurality of excursions, which in turn are similar to each other, however, differ in their average amplitude from the plurality of excursions in the first period.
  • the movement signal 232 has no excursions or only very small excursions.
  • the course of the movement signal 232 in the first time period may be characteristic of a first property of the scattering means
  • the course of the movement signal 232 in the second time period may be characteristic of a second property of the scattering means
  • the course of the movement signal 232 in the third time period may be characteristic of a third property to be the litter.
  • the course of the movement signal 232 in the first time period can be assigned to a scattering means, which allows a direct adhesion between rail and wheel.
  • the course of the movement signal 232 in the second time period can, for example, be assigned to a scattering means which is integrated in a foreign layer, whereby the frictional connection between the rail and the wheel is damped.
  • the course of the movement signal 232 in the third time period can for example be assigned to a scattering means which is either insufficient to fill up a foreign layer on the rail, or which has not reached the contact point between the wheel and the rail, for example because it is from the Rail was blown.
  • Fig. 6 shows a profile of a motion signal 232 in the frequency domain according to an embodiment of the present invention.
  • the movement signal 232 can be a signal representing a movement of a wheel of a rail vehicle caused by a scattering means located on a rail, as described, for example, with reference to FIG Fig. 1 is described.
  • the motion signal 232 is shown in a coordinate system.
  • the frequency f is shown on the abscissa.
  • maximum values of the movement signal 232 or values of the movement signal 232 in certain frequency ranges can be evaluated in order to analyze the scattering means.
  • the movement signal 232 has a maximum at a frequency f1. When evaluating the movement signal 232, it can be concluded from the maximum at the frequency f1, for example, that scattering agent is located at the contact point between rail and wheel.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)

Claims (12)

  1. Procédé (452) d'analyse d'une propriété d'un agent (112) d'épandage, se trouvant en un point (114) de contact entre un rail (108) et une roue (112) d'un véhicule (100) ferroviaire, pour améliorer la coopération de force entre le rail et la roue, le procédé comprenant les stades suivants :
    lecture (462) d'un signal (232) de déplacement, qui représente un déplacement (116) longitudinal de la roue (102) provoqué par l'agent (112) d'épandage se trouvant sur la voie (108) et
    exploitation (464) du signal (232) de déplacement, pour analyser la propriété de l'agent (112) d'épandage se trouvant sur le rail (108).
  2. Procédé (452) suivant la revendication 1, dans lequel le signal (232) de déplacement représente une inégalité, provoquée par l'agent (112) d'épandage se trouvant sur le rail (108), de la surface du rail (108), qui représente un déplacement (116) longitudinal de la roue (102).
  3. Procédé (452) suivant l'une des revendications précédentes, dans lequel le signal (232) de déplacement représente un déplacement vertical et/ou un braquage de la roue (102).
  4. Procédé (452) suivant l'une des revendications précédentes, dans lequel le signal (232) de déplacement représente une variation en fonction du temps du déplacement (116) de la roue (102) ou un signal déterminé à partir de la courbe en fonction du temps du déplacement de la roue.
  5. Procédé (452) suivant l'une des revendications précédentes, dans lequel, dans le stade de l'exploitation (464), on exploite un spectre de fréquence du signal (232) de déplacement, afin d'analyser l'agent (112) d'épandage se trouvant sur le rail (108).
  6. Procédé (452) suivant l'une des revendications précédentes, dans lequel, dans le stade de l'exploitation (464), on exploite des profils d'une pluralité de déformations successives dans une courbe du signal (232) de déplacement, pour analyser l'agent (112) d'épandage se trouvant sur le rail (108).
  7. Procédé (452) suivant l'une des revendications précédentes, dans lequel, dans le stade de l'exploitation (464), on détermine, en utilisant le signal (232) de déplacement, une masse volumique de l'agent (112) d'épandage au point (114) de contact, pour analyser l'agent d'épandage.
  8. Procédé (452) suivant l'une des revendications précédentes, dans lequel, dans le stade de l'exploitation (464), on détermine, en utilisant le signal (232) de déplacement, une liaison de l'agent (112) d'épandage à une couche étrangère se trouvant à la surface du rail (108), pour analyser l'agent d'épandage.
  9. Procédé (450) de commande d'un dépôt d'un agent (112) d'épandage sur un rail (108) pour un véhicule (100) ferroviaire, le procédé comprenant les stades suivants :
    on effectue les stades (462, 464) d'un procédé (452) d'analyse suivant l'une des revendications précédentes, afin d'obtenir un résultat (342) d'analyse concernant un agent (112) d'épandage se trouvant en un point (114) de contact entre le rail (108) et une roue (102) du véhicule (100) ferroviaire ;
    on adapte (466) une prescription de dépôt, pour déposer l'agent d'épandage sur le rail en utilisant le résultat de l'analyse et
    on met (468) à disposition un signal (346) de commande, pour déposer l'agent d'épandage sur le rail suivant la prescription de dépôt.
  10. Système (230) d'analyse d'une propriété d'un agent (112) d'épandage, se trouvant en un point (114) de contact entre le rail (108) et une roue (102) d'un véhicule (100) ferroviaire ou pour commander un dépôt d'un agent (112) d'épandage sur un rail (108), pour un véhicule (100) ferroviaire, le système ayant des dispositifs constitués pour effectuer les stades d'un procédé (450, 452) suivant l'une des revendications précédentes.
  11. Installation (110) d'épandage pour le dépôt d'un agent (112) d'épandage sur un rail (108) d'un véhicule (100) ferroviaire, comprenant les caractéristiques suivantes :
    un dispositif (222, 224) d'épandage pour le dépôt de l'agent (112) d'épandage sur le rail (108) et
    un système (230) suivant la revendication 10.
  12. Produit de programme d'ordinateur ayant des codes de programme pour effectuer le procédé (450, 452) suivant l'une des revendications 1 à 9, lorsque le produit de programme est réalisé sur un système suivant la revendication 10.
EP13817939.5A 2013-01-11 2013-12-27 Procédé et dispositif permettant d'analyser un matériau d'épandage et de commander l'application d'un matériau d'épandage sur un rail pour un véhicule ferroviaire Active EP2943386B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102013100250.1A DE102013100250A1 (de) 2013-01-11 2013-01-11 Verfahren und Vorrichtung zum Analysieren eines Streumittels und zum Steuern eines Aufbringens eines Streumittels auf eine Schiene für ein Schienenfahrzeug
PCT/EP2013/078033 WO2014108316A1 (fr) 2013-01-11 2013-12-27 Procédé et dispositif permettant d'analyser un matériau d'épandage et de commander l'application d'un matériau d'épandage sur un rail pour un véhicule ferroviaire

Publications (2)

Publication Number Publication Date
EP2943386A1 EP2943386A1 (fr) 2015-11-18
EP2943386B1 true EP2943386B1 (fr) 2019-06-19

Family

ID=49918699

Family Applications (1)

Application Number Title Priority Date Filing Date
EP13817939.5A Active EP2943386B1 (fr) 2013-01-11 2013-12-27 Procédé et dispositif permettant d'analyser un matériau d'épandage et de commander l'application d'un matériau d'épandage sur un rail pour un véhicule ferroviaire

Country Status (5)

Country Link
US (1) US9783208B2 (fr)
EP (1) EP2943386B1 (fr)
CN (1) CN104903175B (fr)
DE (1) DE102013100250A1 (fr)
WO (1) WO2014108316A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016100291B3 (de) * 2016-01-11 2017-03-16 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Ausbringeinrichtung und Verfahren zum Ausbringen von Reibwertmodifikatoren für ein Schienenfahrzeug
CN109177654A (zh) * 2018-09-27 2019-01-11 黄程程 用于汽车的防滑设备
CN109263408A (zh) * 2018-09-27 2019-01-25 黄程程 车辆撒沙防滑系统
DE102019123233B3 (de) * 2019-08-29 2021-02-25 Knorr-Bremse Gesellschaft Mit Beschränkter Haftung Vorrichtung und Verfahren zum Überwachen eines Sandungsvorgangs für eine Sandungsanlage für ein Schienenfahrzeug, Sandungsvorrichtung, Schienenfahrzeug und Gleisvorrichtung

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN1004062B (zh) 1985-09-30 1989-05-03 三菱电机株式会社 铁路车辆的增粘着装置
DE4122032A1 (de) 1991-02-15 1992-08-20 Knorr Bremse Ag Sandungsanlage fuer fahrzeuge, insbesondere schienenfahrzeuge
DE19543928C2 (de) * 1995-11-24 1997-09-04 Daimler Benz Ag Verfahren zur frühzeitigen Erkennung des Aufschwimmens eines Fahrzeugreifens auf nasser Fahrbahn
US6629709B1 (en) 1999-05-19 2003-10-07 Aea Technology Plc Wheel/rail adhesion enhancement
US6893058B2 (en) 2002-10-18 2005-05-17 General Electric Company Railway train friction management and control system and method
US7594682B2 (en) 2002-06-26 2009-09-29 General Electric Company Apparatus and method for controlled application of railway friction modifying agent
US7152888B2 (en) * 2002-06-26 2006-12-26 General Electric Company System and method for improved detection of locomotive friction modifying system component health and functionality
US7290807B2 (en) * 2002-06-26 2007-11-06 General Electric Company Method and system of limiting the application of sand to a railroad rail
CN100478192C (zh) 2003-06-26 2009-04-15 通用电气公司 铁路列车摩擦管理与控制系统及方法
DE102005001404C5 (de) 2005-01-12 2016-06-09 Kes Keschwari Electronic Systems Gmbh & Co. Kg Verfahren und Einrichtung zum Aufbringen von Sand zwischen Rad und Schiene eines Schienenfahrzeugs
DE102009041823A1 (de) * 2009-09-18 2011-03-24 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Verfahren und Vorrichtung zur Überwachung des Fahrverhaltens eines Schienenfahrzeugs
DE102011113071A1 (de) 2011-09-09 2013-03-14 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Partikelstreuanlage für ein Schienenfahrzeug

Non-Patent Citations (1)

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

Also Published As

Publication number Publication date
WO2014108316A1 (fr) 2014-07-17
US9783208B2 (en) 2017-10-10
EP2943386A1 (fr) 2015-11-18
US20150353101A1 (en) 2015-12-10
DE102013100250A1 (de) 2014-07-31
CN104903175A (zh) 2015-09-09
CN104903175B (zh) 2018-05-01

Similar Documents

Publication Publication Date Title
EP3665048B1 (fr) Procédé et dispositif pour déterminer des modifications dans le comportement de dynamique longitudinale d'un véhicule ferroviaire
EP2943386B1 (fr) Procédé et dispositif permettant d'analyser un matériau d'épandage et de commander l'application d'un matériau d'épandage sur un rail pour un véhicule ferroviaire
EP2478346B1 (fr) Procédé et dispositif pour la surveillance du comportement en déplacement d'un véhicule ferroviaire
DE102011113069B4 (de) Steuereinrichtung für ein Schienenfahrzeug sowie Verfahren zum Bestimmen eines Kraftschlusswertes für ein Schienenfahrzeug
DE102013016135B4 (de) Vorrichtung und Verfahren zum Verbessern eines Haftwerts zwischen einem Rad und einer Schiene für ein Schienenfahrzeug
WO2010057609A1 (fr) Système pour l'analyse de l'état de l'organe de roulement de véhicules ferroviaires
DE102010039949A1 (de) Verfahren zur Erkennung fehlender Fahreraktivität am Lenkrad eines Kraftfahrzeugs
DE102007016395B3 (de) Verfahren zur Bestimmung fahrzeugspezifischer Bewertungsfunktionen zur wirkungsbezogenen Beurteilung der Lagequalität eines Gleises
AT515500A1 (de) Vorrichtung und Verfahren zur Hinderniserkennung bei Schienenfahrzeugen
EP2101156B1 (fr) Procédé et dispositif destinés à la surveillance de systèmes de réglage de châssis
WO2019211169A1 (fr) Procédé et dispositif d'identification de l'état d'une chaussée
DE102009037637A1 (de) Verfahren und elektronische Einrichtung zur Zustandsüberwachung von Bauteilen bei Schienenfahrzeugen
EP3656625A1 (fr) Methode de controle d'un dispositif d'application pour modificateurs de coefficient de frottement pour véhicule ferroviaire
WO2017178187A1 (fr) Procédé et dispositif pour déterminer un mouvement d'embardée d'un véhicule, constituant un risque pour la sécurité
DE102010015571A1 (de) System und Verfahren zur Ermittlung des Masseschwerpunktes bei Schienenfahrzeugen
WO2007141077A1 (fr) Procédé et véhicule de mesure pour déterminer les propriétés objectives des pneumatiques sur la surface d'une chaussée
DE102015110229A1 (de) Schienenfahrzeugbremssystem und Verfahren zum Betreiben eines Schienenfahrzeugbremssystems
DE102009011986B4 (de) Verfahren zum Ermitteln des Verschleißzustands einer Reibbremse oder -kupplung und eine Reibbremse oder -kupplung
DE102020118361B3 (de) Regelungsvorrichtung und Regelungsverfahren zur Steuerung eines oder mehrerer Gleitschutzsysteme und eines oder mehrerer Systeme zur Abgabe von adhäsionsoptimierendem Mittel bei Schienenfahrzeugen
DE102009016986A1 (de) Verfahren und Einrichtung zur Bremskraftsteuerung
EP2753475B1 (fr) Procédé pour appliquer une substance augmentant l'adhérence sur un rail
EP1523436A1 (fr) Procede et dispositif de diagnostic a bord d'elements de guidage des essieux
EP4021776B1 (fr) Dispositif et procédé pour surveiller un processus de sablage pour une installation de sablage pour un véhicule sur rails, dispositif de sablage, véhicule sur rails et ensemble voie
DE102010038463A1 (de) Verfahren und Vorrichtung zum Erkennen dynamischer mechanischer Belastungen beim Fahrbetrieb eines Fahrzeugs
EP3990322B1 (fr) Procédé d'étalonnage de l'orientation d'un capteur d'accélération disposé dans un véhicule

Legal Events

Date Code Title Description
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

17P Request for examination filed

Effective date: 20150811

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

DAX Request for extension of the european patent (deleted)
GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

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

Free format text: STATUS: GRANT OF PATENT IS INTENDED

INTG Intention to grant announced

Effective date: 20190116

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

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

Free format text: STATUS: THE PATENT HAS BEEN GRANTED

AK Designated contracting states

Kind code of ref document: B1

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

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: LANGUAGE OF EP DOCUMENT: GERMAN

REG Reference to a national code

Ref country code: AT

Ref legal event code: REF

Ref document number: 1145119

Country of ref document: AT

Kind code of ref document: T

Effective date: 20190715

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 502013013042

Country of ref document: DE

REG Reference to a national code

Ref country code: NL

Ref legal event code: MP

Effective date: 20190619

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190619

Ref country code: AL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190619

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190619

Ref country code: HR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190619

Ref country code: NO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190919

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190619

REG Reference to a national code

Ref country code: LT

Ref legal event code: MG4D

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190619

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190919

Ref country code: RS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190619

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190920

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190619

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20191021

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190619

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190619

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190619

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190619

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190619

Ref country code: SM

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190619

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20191019

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: TR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190619

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: PL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190619

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190619

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200224

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 502013013042

Country of ref document: DE

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

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

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

PG2D Information on lapse in contracting state deleted

Ref country code: IS

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

26N No opposition filed

Effective date: 20200603

REG Reference to a national code

Ref country code: BE

Ref legal event code: MM

Effective date: 20191231

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MC

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190619

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190619

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20191227

Ref country code: IE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20191227

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20191231

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20191231

Ref country code: BE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20191231

REG Reference to a national code

Ref country code: AT

Ref legal event code: MM01

Ref document number: 1145119

Country of ref document: AT

Kind code of ref document: T

Effective date: 20191227

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190619

Ref country code: AT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20191227

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: HU

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT; INVALID AB INITIO

Effective date: 20131227

Ref country code: MT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190619

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190619

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: IT

Payment date: 20221230

Year of fee payment: 10

P01 Opt-out of the competence of the unified patent court (upc) registered

Effective date: 20230528

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 20231220

Year of fee payment: 11

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20231220

Year of fee payment: 11

Ref country code: DE

Payment date: 20231214

Year of fee payment: 11