US20170166226A1

US20170166226A1 - Rail Vehicle

Info

Publication number: US20170166226A1
Application number: US15/115,529
Authority: US
Inventors: Edward Von Flottwell
Original assignee: Siemens AG
Current assignee: Siemens AG
Priority date: 2014-01-31
Filing date: 2015-01-07
Publication date: 2017-06-15
Also published as: RU2669880C2; RU2016135174A; EP3077268A1; WO2015113787A1; RU2016135174A3; CN105980231B; CN105980231A; ES2718065T3; PL3077268T3; DE102014201729A1; EP3077268B1

Abstract

A rail vehicle includes at least one sensor unit for sensing at least one variable that is characteristic of inherent vehicle dynamics which can be controlled by the driver of the vehicle. In order to provide a rail vehicle in which an advantageous functionality, which is based on the sensed characteristic parameter and is available during the journey, can be obtained, the rail vehicle includes an evaluation unit for determining a characteristic wear variable or parameter during a vehicle movement phase by performing an analysis on the basis of the at least one characteristic variable.

Description

The invention relates to a rail vehicle comprising at least one sensor unit for sensing at least one variable that is characteristic of inherent vehicle dynamics which can be controlled by the driver of the vehicle.
Today rail vehicles are equipped with sensors which provide information about the inherent dynamics of the vehicle such as, in particular, information about speed, power consumption, wheel slip, engine speed, brake pressure, anti-skid protection, etc.
The object of the invention is to provide a rail vehicle in which an advantageous functionality, which is available during the journey and is based on the sensed characteristic variable, can be obtained.
To this end, it is proposed that the rail vehicle includes an evaluation unit for determining a characteristic wear variable during a vehicle movement phase by performing an analysis on the basis of the at least one characteristic variable. Hereby, wear can be determined advantageously on the basis of current parameters of inherent vehicle dynamics.
The term “inherent vehicle dynamics” should be understood to mean in particular a set of parameters which are assigned to internal vehicle components and the values of which depend on the current operation of the rail vehicle. A parameter of inherent vehicle dynamics is preferably a parameter from the group: engine speed, wheel-related revolutions per minute, speed relative to the track, electrical power, braking condition, brake pressure, delay and mass. The sensor unit has at least one sensor for determining a characteristic variable for a parameter of inherent vehicle dynamics. The variable which is characteristic of this parameter may correspond to the parameter itself or the parameter may be clearly deduced from the characteristic variable. Depending on the embodiment of the sensor, the characteristic variable may be designed as electric voltage, electrical current, temperature, frequency and/or as an additional physical variable deemed useful by a person skilled in the art.
The inherent vehicle dynamics and therefore the parameters characteristic thereof can be controlled by the driver of the vehicle by the latter, for example, setting a particular traction level, applying a particular braking level, maintaining a particular speed, coasting in the vehicle for a particular track length, etc.
The term “characteristic wear variable” should be understood to mean a parameter that is characteristic of a wear parameter. In particular, it may be characteristic of a degree of wear. It may correspond to the wear parameter or this can be clearly deduced from the characteristic variable.
As a result of the characteristic wear variable being determined on the basis of a current characteristic parameter for inherent vehicle dynamics, it can be used with regard to an advantageous aspect of the invention to achieve a driving style which conserves resources. To this end, it is proposed that the rail vehicle has an output unit which is provided to output information based on the characteristic wear variable to the driver of the vehicle. Expediently the output unit, in particular a control system of the output unit, is operatively connected to the evaluation unit for the output of information. The control system preferably prepares the characteristic wear variable in such a way that it can be output by an output element, for example, an optical display element of the output unit. Hereby, during the vehicle movement phase the driver of the vehicle can be informed about wear associated with inherent vehicle dynamics controlled by him. As a result, the driver of the vehicle has the opportunity to adjust the inherent vehicle dynamics in such a way that the wear is reduced. Particularly advantageously, the characteristic wear variable can be a predicted wear parameter for a particular period of time and/or for a particular track section to be travelled, enabling the driver of the vehicle to be informed about the effect of the preset inherent vehicle dynamics with regard to a section of track still to be travelled.
In particular, the characteristic wear variable can be determined with regard to the wear on infrastructure used if the evaluation unit has at least one evaluation model which determines a characteristic wear variable for the track during a vehicle movement phase based on the sensed characteristic variable. In particular, components of the superstructure pertain to the track, such as in particular rails, fastenings, sleepers, hard core, etc.
Alternatively or in addition, the evaluation unit has at least one evaluation model which determines a characteristic wear parameter for at least one vehicle component during a vehicle movement phase based on the sensed characteristic variable. For example, a wheel-related characteristic wear variable can be determined.
This variable may be characteristic of the wear on an individual set of wheels, for the wear on all driven sets of wheels or for the wear on all the sets of wheels of the rail vehicle.
Nowadays, simulations are performed to estimate infrastructure costs. The results obtained from the simulations are used for the calculation of a load-dependent route fee which is charged by a route operator for the use of a route. The performance of the simulations is based on empirical values.
With regard to a further advantageous aspect of the invention, the determined characteristic wear variable can serve to perform an assessment of the actual wear caused by a completed journey. To this end, it is proposed that the rail vehicle has a recording unit for recording the characteristic wear variable determined. Compared with traditional assessments by means of simulations based on empirical values and observations, this has the advantage that planning of maintenance work and/or the calculation of infrastructure costs can be based on a more precise assessment of the actual wear. If a characteristic wear variable is determined and recorded for the track, this can be used for the calculation of a wear-dependent route fee.
Alternatively or in addition to recording of the characteristic wear variable, this can be transmitted to a landside system via an interface of the rail vehicle.
According to an advantageous embodiment of the invention, the at least one characteristic variable which can be sensed by the sensor unit is a variable from the group engine speed, wheel-related revolutions per minute, characteristic speed variable, engine-related characteristic performance variable, characteristic braking condition variable, characteristic delay variable and wheel-related characteristic load variable.
A particularly efficient evaluation of the characteristic wear variable can take place if the evaluation unit is provided for the determination hereof in real time. In particular, this should be understood to mean that two consecutive determination procedures are separated by an interval of 10 s maximum, preferably 5 s maximum. Constant determination of the characteristic wear variable is particularly preferable.
Alternatively, to achieve a small load on a computing unit and/or a communication bus of the rail vehicle, it is proposed that the evaluation unit be provided for periodic determination of the characteristic wear variable. This is suitable, in particular, for a rail vehicle that is primarily provided for long-distance use. The period may be more than 30 s, in particular more than a minute, but preferably not more than 5 minutes maximum.
Furthermore, it is proposed that the rail has a control unit which is provided to trigger the output of information and/or recording of the characteristic wear variable when exceeding or falling short of a preset threshold value of the characteristic wear variable. When the information is output, the attention of the driver of the vehicle can be caught in a more targeted fashion. When recording the characteristic wear variable, low memory requirements can be achieved.
In this context it is proposed that the threshold value for output and/or for recording by means of an adjustment unit is adjustable, whereby a high degree of flexibility can be obtained in the use of the proposed functionality. Triggering the output or the recording can be advantageously adjusted to the current conditions of a journey.
Alternatively or in addition to an output or recording, the characteristic wear variable determined by the evaluation unit can also be transmitted to a control unit of the rail vehicle, such as in particular a drive control unit, a brake control unit and/or a central train control unit and be processed further therein.
Furthermore, the invention is based on a method for determining a characteristic wear variable in a rail vehicle.
It is proposed that during a vehicle movement phase at least one variable is determined that is characteristic of inherent vehicle dynamics which can be controlled by the driver of the vehicle and one characteristic wear variable is determined on the basis of the at least one characteristic variable during the vehicle movement phase. With regard to the advantageous effects of the proposed method, reference is made to the description of the rail vehicle according to the invention.

An exemplary embodiment of the invention is explained with reference to the diagrams. The diagrams show:

FIG. 1: A rail vehicle with sensor units and an evaluation unit, in a diagrammatic side view and

FIG. 2: A circuit with the sensor units, the evaluation unit, output units and a recording unit.

FIG. 1 shows a rail vehicle 10 in a diagrammatic side view. The rail vehicle 10 is designed as a group of a number of cars 12 which are coupled to each other. It is equipped with at least one drive unit 14 and one brake unit 16 and is suitable for stand-alone operation. Professionally speaking, the rail vehicle 10 is called a “motor train set”. The rail vehicle 10 can be coupled to further rail vehicles of this type to form a trainset. The embodiment of the rail vehicle 10 as an individual railcar or as a locomotive is also conceivable. The rail vehicle 10 can obtain power from a track-side power supply and/or it can be equipped with a propulsion engine that can be operated by means of fuel and/or a generator.
The rail vehicle 10 has sensor units 18.1 to 18.8 each of which serves to determine at least one variable that is characteristic of inherent vehicle dynamics which can be controlled by the driver of the vehicle.
A first sensor unit 18.1 is designed as a speed sensor which senses the wheel-related revolutions per minute. This may be a wheel or wheel set speed. A second sensor unit 18.2 is arranged in the drive unit 14 and serves to sense the engine speed. A further sensor unit 18.3 is used for the purpose of sensing an engine-related characteristic performance variable. In particular, this characteristic variable may correspond to the performance that is obtained in traction mode from at least one motor 20 of the drive unit 14 and/or is delivered in electrical braking mode from the motor 20.
In the embodiment considered, the drive unit 14 has two electric motors 20, each of which is arranged in a different motor bogie. The motor bogies may be equipped with two motors 20 each. In the exemplary embodiment shown, one sensor unit 18.2 and one sensor unit 18.3 are provided respectively for each motor 20. The engine-related characteristic performance variable is therefore sensed for each individual motor 20. Alternatively, the rail vehicle 10 may have a sensor unit 18.3 which senses an engine-related characteristic performance variable for the whole engine unit or—in an embodiment of motor bogies with two motors 20—for both bogie motors.
A sensor unit 18.4 is assigned to a pneumatic braking device 22 of the brake unit 16 and serves to sense a characteristic braking condition variable, such as in particular a brake pressure.
A sensor unit 18.5 that is designed as an acceleration sensor is provided to sense a characteristic delay variable. A characteristic speed variable which is characteristic of the speed of the rail vehicle 10 relative to the track can be determined by the sensed revolutions per minute, by a sensor unit 18.6 embodied as an inertial measurement unit and/or by a sensor unit 18.7 embodied as a navigation unit, in particular as a GPS receiver. Alternatively or in addition, a characteristic delay variable can be sensed by means of the sensor unit 18.6.
Furthermore, a sensor unit 18.8 is provided that senses a wheel-related characteristic load variable. For the sake of clarity, only one sensor unit 18.8 is shown in FIG. 1, but preferably at least one sensor unit 18.8 is provided per bogie. For example, the sensor unit 18.8 can interact with a suspension unit of the corresponding bogie. From the sensed characteristic variable, a mass dependent on the current load, in particular on the current number of passengers and/or on a load transferred to the assigned sets of wheels can be deduced.
The aforementioned characteristic parameters are given on an evaluation unit 24 which is provided for the performance of a wear calculation algorithm. This is shown in the diagram in FIG. 2. In the embodiment considered, the characteristic variables sensed by the sensor units 18.1 to 18.8 are each transmitted to one or more assigned control units 26.a, 26.b, and 26.c of the rail vehicle 10. The set of sensor units 18.1 to 18.8 is shown as a composite unit 18 in FIG. 2.
The control unit 26.a corresponds to a drive control unit which is provided to control the drive unit 14. Professionally speaking, the control unit 26.a is also called a “drive control unit” (or “DCU”). In particular, in traction mode this serves to control a power supply unit 28 which is provided to supply one or more motors 20 of the drive unit 14 with electrical power (see FIG. 1). For example, the power supply unit 28 is designed as a traction inverter.
The control unit 26.b. forms a brake control unit for the control system of the brake unit 16 and is known as the “brake control unit” (or “BCU”). In particular, this controls the pneumatic braking device 22 of the brake unit 16 (see FIG. 1).
The third control unit 26.c corresponds to the central control unit of the rail vehicle 10, also known as the “central control unit” (or “CCU”). This central control system is typically superordinate in position to decentralized different subsystems of the rail vehicle 10, wherein it can assume the function of a “master” in particular.
The sensed characteristic variables are prepared in the assigned control units 26 for algorithmic processing in the evaluation unit 24. In particular, they are prepared by the sensor units 18.1 (wheel-related revolutions per minute), 18.2 (engine speed) and 18.3 (characteristic performance variable) in the control unit 26.a. In particular, the control unit 26.b prepares the characteristic variable (characteristic braking condition variable) sensed by the sensor unit 18.4. The characteristic variables of the sensor units 18.5 (characteristic delay variable), 18.6 (characteristic inertial variables), 18.7 (characteristic navigation variable) and 18.8 (wheel-related characteristic load variable) are preferably prepared in the control unit 26.c.
In an alternative exemplary embodiment it is conceivable that one or more sensed characteristic variables are directly transmitted to the evaluation unit 24.
The characteristic variables prepared if applicable reach the evaluation unit 24 via an interface 25. The evaluation unit 24 is embodied in the figure as an independent unit, in particular separated from the aforementioned control units 26. According to a further embodiment, it is conceivable that the evaluation unit 24 is designed at least as part of at least one of the control units 26. The wear calculation algorithm can be executed as a program module of the control unit 26.a, 26.b and/or 26.c.
The wear calculation algorithm provides for the determination of a characteristic wear variable on the basis of at least one of the characteristic variables, preferably on the basis of several characteristic variables. This can, in particular, take place by means of an observer model which uses preset characteristic wear parameters. The characteristic wear parameters may be elements of a database in which they are associated with values of parameters of inherent vehicle dynamics for which the characteristic variables are sensed by the sensor units 18.
Based on characteristic variables sensed during a vehicle movement phase, a first function of the evaluation unit 24 at least consists of determining at least one characteristic wear variable for the track, in particular for the rails. According to a further function, at least one characteristic wear variable is determined for rail vehicle components, in particular sets of wheels, on the basis of characteristic variables sensed during a vehicle movement phase.
In particular after preparation, a determined characteristic wear variable is provided in an output mode on an output unit 30.1 to convey information to the driver of the vehicle. In particular, the output unit 30.1 corresponds to a display or a display instrument which is arranged in the driver's cab. For example, a wheelset-related characteristic wear variable can be prepared in such a way that information about the degree of wear of a set of wheels is output. Alternatively or in addition, an output unit 30.2 can be provided for the acoustic output of information.
For example, by means of the wear calculation algorithm the degree of wear on a set of wheels can be estimated dependent on the current speed, the current acceleration and the current wheelset load dependent on the mass. In particular, the degree of wear, which will be obtained if the inherent vehicle dynamics for a particular period of time and/or on a particular track section are maintained, can be predicted. The calculation also takes place with regard to the degree of wear of the track. On the basis of the information output to the driver of the vehicle, the latter can control the inherent vehicle dynamics in such a way that corresponding wear and tear is reduced.
Alternatively or in addition, together with a time stamp the characteristic wear variable can, if applicable after preparation, be stored in a recording mode for later evaluation in a storage unit 32 and can be read directly or indirectly via an interface 34. By linking the characteristic wear variable with a time stamp, the storage unit 32 in conjunction with the evaluation unit serves as a recording unit 35 for recording the characteristic wear variable. The contents of the storage unit 32 can be called up and evaluated after a journey, in particular to calculate an estimate of the actual wear caused. With regard to the wear and tear of rail vehicle components, the information obtained can be used for the efficient planning of vehicle maintenance. With regard to wear and tear on the route travelled, a route fee based on this estimate of the actual wear on the track resulting from a completed journey can be calculated.
The determination of a characteristic wear variable advantageously takes place in real time. To this end, information derived from the permanent characteristic wear variable can be displayed, for example, by means of a display instrument of the output unit 30.1. Alternatively, it is conceivable that the evaluation unit 24 is provided for the periodic determination of the characteristic wear variable. The selected period corresponds to a sufficiently short period of time of no more than 5 minutes.
In a further embodiment, output by means of an output unit 30.3 can only take place if a determined characteristic wear variable and/or a characteristic variable prepared on this basis reaches a preset threshold value. In this case, it is advantageous if the information is not displayed permanently but is output ad hoc, for example, by an acoustic signal and/or by superimposing information on a display of the output unit 30.3. This occurs by means of a control unit 36 for the control system of the output unit 30.3. In the exemplary embodiment considered, the control unit 36 is formed by the evaluation unit 24, wherein an embodiment of the control unit 36 separate from this is conceivable.
The threshold value may depend on the current schedule situation or the current load. Advantageously, an adjustment unit 38 for adjustment of the threshold value is therefore provided.

Claims

1-15. (canceled)

16. A rail vehicle, comprising:

at least one sensor unit for sensing at least one characteristic variable being characteristic of inherent vehicle dynamics being controllable by a driver of the vehicle; and

an evaluation unit for determining a characteristic wear variable during a vehicle movement phase by performing an analysis based on the at least one characteristic variable.

17. The rail vehicle according to claim 16, which further comprises an output unit configured to output information based on the characteristic wear variable to the driver of the vehicle.

18. The rail vehicle according to claim 16, wherein said evaluation unit has at least one evaluation module configured to determine a characteristic wear variable for a track during a vehicle movement phase based on the sensed characteristic variable.

19. The rail vehicle according to claim 16, wherein said evaluation unit has at least one evaluation model configured to determine a characteristic wear variable for at least one vehicle component during a vehicle movement phase based on the sensed characteristic variable.

20. The rail vehicle according to claim 16, which further comprises a recording unit for recording the determined characteristic wear variable.

21. The rail vehicle according to claim 16, wherein the characteristic variable is an engine speed, wheel-related revolutions per minute, a characteristic speed variable, an engine-related characteristic performance variable, a characteristic braking condition variable, a characteristic delay variable or a wheel-related characteristic load variable.

22. The rail vehicle according to claim 16, wherein said evaluation unit is configured to determine the characteristic wear variable in real time.

23. The rail vehicle according to claim 16, wherein said evaluation unit is configured to periodically determine the characteristic wear variable.

24. The rail vehicle according to claim 17, which further comprises a control unit configured to trigger at least one of an output of information or a recording of the characteristic wear variable when exceeding or falling short of a preset threshold value of the characteristic wear variable.

25. The rail vehicle according to claim 24, which further comprises an adjustment unit for adjusting the threshold value.

26. A method for determining a characteristic wear variable in a rail vehicle, the method comprising the following steps:

during a vehicle movement phase sensing at least one variable being characteristic of inherent vehicle dynamics being controllable by a driver of the vehicle; and

determining a characteristic wear variable based on the at least one characteristic variable during the vehicle movement phase.

27. The method according to claim 26, which further comprises:

outputting to the driver of the vehicle information based on the characteristic wear variable during the vehicle movement phase; and

the driver of the vehicle adjusting the inherent vehicle dynamics if necessary based on the information.

28. The method according to claim 27, which further comprises recording the determined characteristic wear variable in a storage unit during the vehicle movement phase.

29. The method according to claim 28, which further comprises determining a route fee based on the recorded characteristic wear variable.

30. The method according to claim 28, which further comprises:

presetting a threshold value of the characteristic wear variable; and

triggering at least one of the outputting of the information or the recording of the characteristic wear variable when exceeding or falling short of the threshold value.