• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a method and a device for determining force-locking characteristics in vehicles, in particular rail vehicles, for which at least information of at least one first vehicle (1) is used. In order to create favorable process conditions, it is proposed that time-dependent traction slip characteristics are formed, that determined slips are determined from the traction slip characteristics, and that vehicle movements are influenced by means of the set slips. This results in a safer, more energy efficient and low-wear operation of vehicles.
    公开号:AT520186A4
    申请号:T50818/2017
    申请日:2017-09-26
    公开日:2019-02-15
    发明作者:Björn Kämpfer Dr；Alexander Meierhofer Dr；Klaus Six Dr；Minyi Yu Dr；Von Flottwell Edward；Ali Golkani Mohammad；Jung Martin；Bernd Luber Dr
    申请人:Siemens Ag Oesterreich；
    IPC主号:
    专利说明:

    Summary
    Method and device for determining adhesion characteristics
    The invention relates to a method and a device for determining the adhesion characteristics in vehicles, in particular in rail vehicles, for which at least information from at least one first vehicle (1) is used.
    In order to create favorable process conditions, it is proposed that time-dependent traction-slip characteristic curves are formed, that target slips are determined from the traction-slip characteristic curves, and that vehicle movements are influenced by means of the target slip.
    This ensures safe, energy-efficient and low-wear operation of vehicles.
    Fig. 1/31
    201711575
    Method and device for determining
    Traction characteristics
    The invention relates to a method and a device for determining adhesion characteristics in vehicles, in particular in rail vehicles, for which at least information from at least one first vehicle is used.
    Traction characteristics of vehicles relate to the transmission of forces between wheels and roadways or between wheels and rails in rail vehicles.
    In the contact between wheels and rails, a coefficient of adhesion is applied, which is based on an intermediate layer forming in contact, speeds, loading conditions and environmental conditions, i.e. e.g. depends on temperatures, humidity or fluids, particles or other foreign bodies etc.
    The coefficient of adhesion determines the extent to which forces can be transmitted in wheel-rail contact. A product of a wheel contact force and the adhesion coefficient must be greater than or equal to a tangential force in the wheel-rail contact in order to prevent sliding between the wheel and the rail.
    Furthermore, there are slips for a power transmission between wheel and rail, i.e. Speed deviations between tangentially loaded bodies arranged in frictional contact with one another, in the longitudinal and transverse directions of the wheel or rail, are decisive.
    Poor power transmission between the wheel and rail can, for example, lead to longer braking distances for the vehicle and damage or wear to the wheel and rail.
    A precise assessment of a traction-slip behavior is important in the case of low traction coefficients between wheel and rail, especially in rail vehicles: on the one hand, adherence to braking distances must be ensured / 31
    201711575 and on the other hand, damage or wear on the wheel and rail must be avoided or kept as low as possible.
    K. Six, A. Meierhofer, G. Müller and P. Dietmaier disclose in Physical processes in wheel-rail contact and its implications on vehicle-track interaction ”, Vehicle System Dynamics, International Journal of Vehicle Mechanics and Mobility, DOI: 10.1080 / 00423114.2014.983675, 2014 an extended creep force model (ECF model) for the description and prediction of friction or adhesion properties between wheel and rail based on various influencing factors.
    The ECF model is implemented in a multi-body dynamics software product known from the state of the art and thus, depending on various influencing factors (e.g. driving speed, loading, geometry of the contact between wheel and rail, liquids and / or particles between wheel and rail), frictional connections respectively.
    Adhesion coefficients determined. Furthermore, there is also a fluid model for determining pressures due to liquids in contact, a material-dependent, pressure- and temperature-dependent model of an elastic-plastic intermediate layer between wheel and rail (brush model based on serial stiffness) and a temperature model for determining contact temperatures between wheel and Rail implemented in the ECF model.
    Pressures in the model for the intermediate layer are determined, for example, according to a Hertz theory, the contact temperatures are determined iteratively.
    The implemented models influence each other and can also be linked to other models, e.g. drive and brake models for vehicles (e.g. for locomotives).
    CP Ward, RM Goodall and R. Dixon describe in “Contact Force Estimation in the Railway Vehicle Wheel-Rail Interface”, Preprints of the 18 th IFAC World Congress Milano / 31
    201711575 (Italy), 2011 a method for estimating contact forces between wheel and rail in real time. A nonlinear contact model based on a car body and running gear of a rail vehicle, wherein a dynamic behavior of the rail vehicle is modeled in the transverse and yaw directions, and a Kalman-Bucy filter are disclosed.
    Wear on wheels can be estimated using the contact model.
    Furthermore, O. Polach in Creep forces in simulations of traction vehicles running on adhesion limit ”, Wear 258 (2005), 992-1000 and G. Trummer, L. Buckley-Johnstone, P. Voltr, A. Meierhofer, R. Lewis, K Six in Wheel-rail creep force model for predicting water induced low adhesion phenomena ”, Tribology International 109 (2017), 409-415 adhesion models.
    Furthermore, DE 100 17 613 A1 shows a method for assessing a adhesion behavior. An increase in the adhesion function as a function of a longitudinal slip between the wheel and the pad is estimated.
    Models are used to mathematically describe a drive train and a contact between the wheel and the pad. The slope of the adhesion function is determined from a system of differential equations.
    In addition, EP 2 918 459 A1 describes a method with which an adhesion coefficient between wheel and rail is determined during braking or drive operations of at least one wheel set of a rail vehicle. For example, a wheel load, a radius of the wheel and a braking force can be taken into account for the method.
    Furthermore, DE 10 2014 201 729 A1 shows a rail vehicle with a sensor unit, by means of which at least one driving dynamics parameter is recorded. Using a / 31
    201711575
    On the basis of this driving dynamics parameter, an evaluation unit determines a wear parameter, which indicates wear on a track, for example.
    Furthermore, EP 0 826 548 A1 is known, in which a non-positive control method for a rail vehicle is disclosed. Depending on an incline of a traction characteristic, control measures are implemented for stabilizing the rail vehicle, preferably using a speed control.
    In addition, EP 0 195 249 A2 describes a method with which, for example, vehicle sliding can be determined. An operating torque of an electric motor is superimposed on an alternating torque and a system response to this alternating torque is evaluated by means of a correlation calculation. This determines whether the vehicle is in a sliding state.
    The invention is based on the object of specifying a method which is improved compared to the prior art.
    According to the invention, this object is achieved with a method of the type mentioned at the outset, in which time-dependent traction-slip characteristic curves are formed, in which desired slip is determined from the traction-slip characteristic curve, and in which vehicle movements are influenced by means of the desired slip.
    Through the formation of time-dependent traction-slip characteristics, i.e. taking current and past adhesion behavior into account, comprehensive and thus precise information about a transfer of forces between vehicle wheels and documents, e.g. between wheels of rail vehicles and rails. This information is an advantageous basis for a / 31
    201711575 slippage-based control of drives and brakes and for a wear and damage forecast of wheels and documents, e.g. Rails.
    Wear and damage to vehicles and infrastructure can thus be reduced and maintenance and repair processes simplified.
    The improved, target slip-based control of drives and brakes results in improved acceleration and deceleration of the vehicle in poor adhesion conditions (e.g. damp rails). This reduces energy consumption and travel times, increases safety by reducing braking distances and improves timetable stability. With locomotives, an increase in trailer loads is possible or a certain number of driven wheel sets can be replaced by wheel sets without drives.
    An advantageous solution is achieved if the traction-slip characteristic curves are formed using a traction model.
    This measure enables information about various dependencies of the adhesion-slip characteristic curves (e.g. a dependency on a vehicle speed) to be formed. This also enables the determination of the adhesion coefficients for a large slip range.
    It is advantageous if the traction-slip characteristic curves are formed using environmental information.
    This measure enables a particularly realistic and precise determination of the adhesion coefficients.
    An advantageous embodiment is obtained if at least one thematic map is formed from the adhesion-slip characteristic curves.
    This measure provides a time-dependent and location-dependent overview of the frictional connections that occur. The thematic map can be compared to a brake board in digital / 31
    201711575
    Form and there can be non-positive slip characteristic curves for different routes and different route sections at different times (e.g. times of day) and different wetting conditions of the underlay, e.g. the rail (e.g. dry, damp etc.) can be read out.
    Reading processes can be carried out, for example, by means of computing units in vehicles.
    It is expedient if the traction-slip characteristic curves are formed using information about lateral accelerations of the at least first vehicle.
    With this measure, traction-slip characteristic curves can also be determined if no corresponding information from drives or brakes is available (for example in the case of non-driven undercarriages or wheel sets).
    Errors in the formation of the traction-slip characteristic curves due to influences that do not originate from frictional conditions between the wheel and the base are reduced by locating on a section of track or track.
    An advantageous solution is achieved if the desired hatches are formed using drive and brake models.
    On the basis of the drive and brake models or simulations and calculation results from these models, an occurrence of vibrations can be assigned to the traction-slip characteristic curves. Through a targeted setting of target slips in traction slip areas in which no vibrations are to be expected, a reduction in drive train vibrations and thus relief of mechanical drive components of the vehicle, an increase in traction and braking forces and an improvement in driving comfort are achieved.
    It is advantageous if the target hatches are formed using damage models.
    / 31
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    By this measure, set slip can be set in such a way that damage to the drive and
    Brake components can be avoided.
    An advantageous embodiment is obtained when information relating to the traction-slip characteristic curves is transmitted from the at least first vehicle.
    With this measure, it is possible to evaluate in traction-slip characteristic curves, which may be a single ug formed at least on a second one of the first vehicle, also in the second vehicle, vehicle or, for example, a train part in a train set (e.g. in a multiple unit). If the traction-slip characteristic curves are also formed in the second vehicle, available ones expand in the second vehicle
    Adhesion information and there is another
    Increased accuracy when determining target hatches.
    An advantageous solution is achieved if information relating to the traction-slip characteristic curves is transmitted from the at least first vehicle at least to a first infrastructure device.
    As a result, the information about the traction-slip characteristic curves can be stored and evaluated centrally and / or distributed to other evaluating units.
    The invention is explained in more detail below on the basis of exemplary embodiments.
    The following are examples:
    1: a flowchart of an exemplary embodiment of a method according to the invention,
    2: A diagram of an exemplary embodiment of a method according to the invention with a first / 31
    201711575
    Adhesion slip characteristic and a second
    Traction-slip characteristic,
    Fig. 3: A schematic representation of an example
    Drive and braking system, the model of which is used to determine target slip, and
    Fig. 4 is a schematic representation of a first
    Route section with a first vehicle, a second route section with a second vehicle and a first infrastructure device and a second infrastructure device.
    / 31
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    1 shows a first flow diagram of an exemplary embodiment of a method according to the invention for forming traction-slip characteristic curves and for determining desired slips in a vehicle designed as a rail vehicle with an electric drive and a pneumatic brake. According to the invention, it is also conceivable for the rail vehicle to have a mechanical drive, for example.
    A hydraulic system is also conceivable as braking equipment, for example.
    The rail vehicle has car bodies and undercarriages, the undercarriages each comprising two wheel sets with two wheels each.
    Engine torques and engine speeds of the electric drive are measured by means of appropriate sensors, the engine torques by means of a torque sensor 5 and the engine speeds by means of a speed sensor 6.
    Furthermore, a vehicle speed is measured on a wheel set by means of a displacement pulse generator 7.
    Secondary springs of the rail vehicle are designed as air springs. Vehicle masses are determined via measurements of air spring pressures by means of a corresponding pressure sensor 8.
    The engine speeds and vehicle speeds represent kinematic information of the rail vehicle, the vehicle speeds, speed information of the rail vehicle, the engine torques that are recorded during drive and braking operations of the rail vehicle, drive information and braking information.
    The kinematic information, information relating to the engine torques and the vehicle mass are transmitted to a reference-controlled synthesizer 9 known from the prior art, as a result of which errors that increase over time (for example, due to inertia effects of the drive or a brake) in the formation of the frictional engagement Slip characteristics can be avoided.
    9/31 9 10
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    As a adhesion model, that of K. Six et al. disclosed ECF model applied.
    According to the invention, it is also conceivable to use another adhesion model known from the prior art (e.g. adhesion models according to O. Polach or G. Trummer et al.).
    By means of the adhesion model, during journeys of the rail vehicle on routes, from the kinematic information, the engine torques and the vehicle masses, frictional connections or frictional connection coefficients between wheel and rail as well as related slips are formed, i.e. Traction characteristics (traction as a function of slip) generated and saved.
    First of all, frictional forces or adhesion coefficients between wheel and rail are formed from the kinematic information or speed information mentioned, as well as the drive information and braking information or from the vehicle speed, a wheel circumferential speed, a driving or braking force and a wheel contact force.
    Working points are formed from the frictional forces or adhesion coefficients, and an optimization algorithm on the basis of a compensation calculation adjusts the frictional engagement model parameters of the ECF model to the working points.
    This will provide information across all working points, i.e. generated over an entire working area (slip area).
    According to the invention, not only the adhesion characteristics can be determined by the slip, but it may also be information on dependencies of the frictional characteristic of the vehicle speed, 11/31 10
    201711575 a wheel load, a contact geometry between the wheel and
    Rail etc. are formed.
    When adapting the adhesion model parameters to the working points, either only the currently observed working points can be taken into account or weighted values for working points from the past can also be included.
    If only current values are used, the adhesion characteristic changes rather quickly depending on the frictional conditions in the contact between wheel and rail.
    If values from the past are taken into account, the adhesion characteristic changes rather slowly.
    Furthermore, working points for small hatches can be weighted differently compared to working points for large hatches. This makes the method according to the invention extremely robust.
    Furthermore, environmental information is used in the formation of the traction-slip characteristic curves, for example outside and ambient temperatures, rainfall, vegetation etc.
    On the basis of temperature and humidity measurements and thermodynamic relationships known from the prior art, amounts of condensate on a rail, i.e. Moisture of the rail is estimated and thus influences the formation of the traction-slip characteristic.
    Transverse accelerations of the rail vehicle are continuously measured and stored by means of an acceleration sensor 10 arranged on a chassis frame.
    According to the invention, it is also conceivable to dispense with measuring transverse accelerations and
    To form adhesion characteristics based solely on an adhesion model (e.g. the ECF model).
    / 31
    201711575
    If lateral accelerations are measured, a mathematical relationship is formed on the basis of corresponding measurement results, in which increasing lateral accelerations lead to increasing frictional connections. From this, frictional engagements or frictional engagement coefficients are determined, in particular, if no information from the drive and the brake is available (for example, when the frictional slip characteristic curves are determined for wheel sets which have no drive and no brake).
    Travel of the rail vehicle over the same distances is continuously compared with one another with regard to the recorded lateral accelerations. For this purpose, standard deviations of the lateral accelerations are formed and saved for each section of the route. Standard deviations that change within a defined period of time for a certain section of the route indicate changed adhesion conditions between wheel and rail.
    Results from the formation of the adhesion characteristics based on the kinematic information as well as the drive information and braking information, the adaptation of the ECF model parameters to the working points, etc. can be used to calibrate the relationship between lateral accelerations and frictional connections.
    Maintenance operations carried out on the routes, e.g. Grinding tracks can lead to a change in the lateral acceleration behavior of the rail vehicle.
    The ongoing comparison of lateral accelerations must therefore be restarted in such a case, i.e. recalibration is required.
    Furthermore, a tamping process on a track changes the transverse and vertical dynamics of the rail vehicle. The tamping process can thus be detected on the basis of measured axle support vertical accelerations / 31
    201711575. On this basis, the above-mentioned relationship between lateral accelerations and frictional connections can be recalibrated.
    Using the kinematic information, the drive information and braking information, the adaptation of the ECF model parameters to the working points, etc., the adhesion coefficients determined are correlated with the calculated standard deviations from the lateral accelerations. Changes in adhesion on a certain section of the route, which cannot be associated with a corresponding change in the calculated standard deviation, are recognized as errors and rejected.
    Time-dependent and location-dependent traction-slip characteristic curves are formed from the stored traction or traction coefficients and hatching, i.e. Time and location-dependent relationships between force-locking and hatching or time and location-dependent force-locking functions. For example, a first traction-slip characteristic curve 11 is assigned to a section of the route and a certain season, which is associated with certain weather conditions. A second traction-slip characteristic curve 12 applies, for example, to the same route section at a different season. Corresponding time information is assigned to the traction-slip characteristic curves by means of a time recording, by means of location detection from location signals of a vehicle positioning system 13 of the vehicle, which is embodied as a global positioning system (GPS) known from the prior art (or information relating to route sections or routes).
    According to the invention, it is also conceivable that the location signals of the vehicle location system 13 are also used to determine the vehicle speeds or to increase the accuracy of the vehicle speeds measured by the displacement pulse generator 7.
    / 31 13 14
    201711575
    From the determined traction-slip characteristic curves, target slips are determined in real time, which enable the rail vehicle to start and brake at the lowest possible slip level. First of all, an abscissa value of a calculated maximum of a force-locking slip function shown in FIG. 2 is determined. Using a drive and brake model of a drive and brake system shown in FIG. 3 and a thermal damage model relating to wheel-rail contacts, target slips are set (ie limited, for example) to prevent excessive wear and damage to the drive, wheels and rails avoid.
    That the abscissa value of the calculated maximum of the adhesion slip function is not selected as the desired slip, but rather one set by means of the drive and brake model and the thermal damage model, i.e. optimized slip, by means of which on the one hand excessive wear and damage are avoided and on the other hand the best possible power transmission between wheel and rail is made possible.
    The determined adhesion slip functions are used in the damage model and the damage model is used to determine temperatures between the wheels and the rail depending on the adhesion and slip. Desired slips are limited in such a way that austenitizing temperatures of the wheels and / or the rail are not exceeded.
    According to the invention, it is also conceivable to use other or further damage models, for example rolling contact fatigue models or wear models, which are also regarded as damage models.
    The kinematic information, information relating to the engine torques, the vehicle masses etc. are stored in a computing unit 14, which is in a car body of the / 31
    201711575
    Rail vehicle is arranged, processed to the adhesion slip characteristics. The ECF model, the drive and braking model and the damage model are implemented in this computing unit 14.
    According to the invention, it is also conceivable for the computing unit 14 to be arranged in an infrastructure device and for data relating to the adhesion slip characteristic to be transmitted from there to the rail vehicle.
    The target slips are transmitted to influence vehicle movements or for traction control to a drive and brake controller 15 known from the prior art, which regulates engine speeds and braking forces in such a way that the calculated target slips are maintained.
    The torque sensor 5, the speed sensor 6, the displacement pulse generator 7, the pressure sensor 8, the acceleration sensor 10, the vehicle location system 13, the computing unit 14 and the drive and brake controller 15 are means for forming the traction-slip characteristic curves, for determining the desired slip and for influencing of vehicle movements.
    FIG. 2 shows a diagram of an exemplary embodiment of a method according to the invention with a first force-locking slip characteristic 11 and a second force-locking slip characteristic 12 as the force-locking characteristic. A target slip value 16, which was determined by means of the method described in connection with FIG. 1, is marked on the second non-positive-slip characteristic curve 12.
    Slips are plotted on an abscissa of the diagram and adhesion coefficients on an ordinate.
    The first traction slip characteristic curve 11 is a first adhesion-creep function at a first time at which 16/31 15
    201711575 second adhesion slip characteristic curve 12 a second adhesion slip function at a second point in time. The first traction-slip characteristic curve 11 and the second traction-slip characteristic curve 12 relate to a route section of a route network for rail vehicles.
    According to the invention, it is of course possible that more traction-slip characteristic curves than the first traction-slip characteristic curve 11 and the second traction-slip characteristic curve 12 are recorded. The traction-slip characteristic curves can relate to different times or periods (e.g. seasons) as well as different locations or route sections or routes.
    Furthermore, it is also possible to specify the frictional slip characteristics as a function of vehicle speeds, vehicle masses, etc.
    A digital thematic map is generated from the time and location-dependent traction-slip characteristic curves, which shows the relationships between traction and slip as well as the target slip slip associated with the traction-slip characteristics for different times or periods (e.g. seasons) as well as different locations or sections or routes. This card is implemented in computing units 14 of rail vehicles and data from it are transmitted to drive and brake controllers 15 of the rail vehicles. The drive and brake regulators 15 regulate engine speeds and braking forces on the basis of the adhesion-slip characteristic curves in such a way that the assigned target slip is maintained.
    According to the invention, it is also conceivable to use the card for wear and damage calculations of wheels and rails.
    An exemplary drive and brake system is shown schematically in FIG. 3, in its drive and brake model / 31
    201711575 in connection with FIG. 1, the friction slip functions are taken into account in order to computationally set desired slips for a drive and brake controller 15 of a rail vehicle, i.e. limit for example. The drive and brake model has an electrical sub-model and a mechanical sub-model.
    The electrical sub-model comprises a controlled system in a row structure with a PI controller 17, a PT2 element 18 and an interface element for the mechanical sub-model. The mechanical sub-model forms a drive train with an electric motor 19, a drive shaft 20, a transmission 21 with a drive gear 22 and an output gear 23, a wheelset shaft 24 with a first shaft section 25 and a second shaft section 26 and a first wheel 27 and a second wheel 28 from. The drive shaft 20 is modeled as a first spring damper unit 29, the first shaft section 25 as a second spring damper unit 30 and the second shaft section 26 as a third spring damper unit 31.
    The drive and brake model describes mechanical, electrical and control-technical properties of the drive train and thus a vibration behavior of the drive train during drive and braking processes of the rail vehicle is determined. Together with the traction-slip functions, the drive and brake models are used to determine stable slip areas for which no vibrations are to be expected due to the high internal damping. Target slips are selected from these stable slip areas and transmitted to a drive and brake controller 15 of the rail vehicle for engine speed and braking force control.
    4 discloses a schematic illustration of a first route section 32 with a first vehicle 1, a second route section 33 with a second vehicle 2 and a first infrastructure device 3 and a second infrastructure device 4.
    / 31 17 18
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    The first vehicle 1 and the second vehicle 2 are designed as rail vehicles, the first infrastructure device 3 and the second infrastructure device 4 as operating centers for operational management, control of signal boxes, monitoring of routes and other infrastructure, etc. According to the invention, however, it is also conceivable to design the first infrastructure device 3 and the second infrastructure device 4 as signal boxes.
    In the first vehicle 1 and the second vehicle 2, as described in connection with FIG. 1, force-locking slip characteristic curves are formed by means of sensors, a computing unit 14 and corresponding line paths and 15 engine speeds and braking forces are regulated in accordance with these characteristic curves by means of drive and brake controllers.
    From the first vehicle 1, data relating to the traction-slip characteristic curves are transmitted to the second vehicle 2 by means of the Global System for Mobile CommunicationRailway (GSM-R) known from the prior art and by means of a first signal 34, as a result of which a scope of information regarding the traction - Characteristic curves for engine speed and braking force control in the second vehicle 2 enlarged. The engine speed and braking force control of the second vehicle 2 is therefore particularly precise.
    Likewise, the second vehicle 2 uses a second signal 35 to transmit data relating to the adhesion-slip characteristic curves formed in the second vehicle 2 to the first vehicle 1.
    Furthermore, data relating to the adhesion-slip characteristic curves are transmitted from the first vehicle 1 to the first infrastructure device 3 by means of a third signal 36 and data are transmitted from the first infrastructure device 3 to the second infrastructure device 4 by means of a fourth signal 37.
    In the first infrastructure device 3 and the second infrastructure device 4, the frictional slip characteristic curves are aggregated, i.e. temporally and locally / 31
    201711575 merged and sent to recipients (e.g. others
    Infrastructure devices and / or by means of a fifth signal 38 to the second vehicle 2 or others
    Vehicles) as data using GSM-R.
    The receivers can thus process traction-slip characteristic curves of different times (e.g. times of the day and / or seasons etc.) and locations (ie the first section 32, the second section 33 and / or other sections) and, for example, on the basis of these traction-slip curves Control drives and brakes or carry out wear and damage calculations.
    Data transmission using GSM-R is an inexpensive solution.
    According to the invention, however, it is also conceivable to transmit the data relating to the traction-slip characteristic curves by means of cable lines and balises etc.
    The first vehicle 1 and the second vehicle 2 as well as the first infrastructure device 3 and the second infrastructure device 4 have transmitting and receiving units (for example antennas) suitable for data transmission.
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    List of names
    First vehicle
    Second vehicle
    First infrastructure facility
    Second infrastructure facility
    torque sensor
    Speed sensor
    odometer pulse
    pressure sensor
    Reference controlled synthesizer
    accelerometer
    First traction-slip characteristic
    Second traction-slip characteristic
    Vehicle Tracking System
    computer unit
    Drive and brake controller
    Target slip value
    PI controller
    PT2
    9 electric rom or
    drive shaft
    transmission
    drive gear
    output gear
    axle
    First wave section
    Second wave section
    First wheel
    Second wheel
    First spring damper unit
    Second spring damper unit
    Third spring damper unit
    First section of the route
    Second section of the route
    First signal
    Second signal / 31 20
    201711575
    Third signal
    7 Fourth signal
    Fifth signal / 31
    201711575
    权利要求:
    Claims (16)
    [1]
    claims
    1. A method for determining traction characteristics in vehicles, in particular in rail vehicles, for which at least information from at least one first vehicle is used, characterized in that time-dependent traction-slip characteristic curves are formed, that target slip is determined from the traction-slip characteristic curve, and that by means of the target slip Vehicle movements are influenced.
    [2]
    2. The method according to claim 1, characterized in that the adhesion slip characteristic curves, which are dependent on times and locations, are formed.
    [3]
    3. The method according to claim 1 or 2, characterized in that the adhesion slip characteristic curves are formed using information from location signals of a vehicle location system (13).
    [4]
    4. The method according to any one of claims 1, 2 or 3, characterized in that the adhesion slip characteristic curves are formed using an adhesion model.
    [5]
    5. The method according to any one of claims 1, 2, 3 or 4, characterized in that the adhesion slip characteristic curves are formed using environmental information.
    [6]
    6. The method according to any one of claims 2, 3, 4 or 5, characterized in that at least one thematic map is formed from the traction-slip characteristics.
    [7]
    7. The method according to any one of claims 1, 2, 3, 4, 5 or 6, characterized in that the frictional
    Slip characteristics using information about
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    201711575
    Transverse accelerations of the at least first vehicle (1) are formed.
    [8]
    8. The method according to any one of claims 1, 2, 3, 4, 5, 6 or
    7, characterized in that the desired hatches are formed using drive and brake models.
    [9]
    9. The method according to any one of claims 1, 2, 3, 4, 5, 6, 7 or 8, characterized in that the predetermined hatches are formed using damage models.
    [10]
    10. The method according to any one of claims 1, 2, 3, 4, 5, 6, 7, 8 or 9, characterized in that data relating to the adhesion slip characteristic curves are processed at least in the first vehicle (1).
    [11]
    11. The method according to any one of claims 1, 2, 3, 4, 5, 6, 7,
    8, 9 or 10, characterized in that data relating to the traction-slip characteristic curves are processed at least in a first infrastructure device (3).
    [12]
    12. The method according to any one of claims 1, 2, 3, 4, 5, 6, 7, 8, 9, 10 or 11, characterized in that information relating to the traction-slip characteristic from the at least first vehicle (1) at least one second vehicle (2) are transmitted.
    [13]
    13. The method according to any one of claims 1, 2, 3, 4, 5, 6, 7,
    8, 9, 10, 11 or 12, characterized in that information relating to the traction-slip characteristic curves is transmitted from the at least first vehicle (1) at least to the first infrastructure device (3).
    [14]
    14. The method according to any one of claims 1, 2, 3, 4, 5, 6, 7,
    8, 9, 10, 11, 12 or 13, characterized in that information regarding the adhesion slip characteristics
    24 / 3I ' 3
    201711575 are at least transmitted from the at least first infrastructure device (3) to the first vehicle (1).
    [15]
    15. The method according to any one of claims 1, 2, 3, 4, 5, 6, 7,
    5 8, 9, 10, 11, 12, 13 or 14, characterized in that
    Information regarding the adhesion slip characteristic curves is transmitted from the at least first infrastructure device (3) to at least one second infrastructure device (4).
    [16]
    16. Device which is used to carry out the method according to one of claims 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12,
    13, 14 or 15 is set up, characterized in that means for forming the frictional slip characteristic curves,
    15 are provided for determining the desired hatches and for influencing the vehicle movements.
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    同族专利:
    公开号 | 公开日
    EP3461675B1|2020-07-08|
    ES2823500T3|2021-05-07|
    EP3461675A1|2019-04-03|
    PL3461675T3|2020-12-14|
    AT520186B1|2019-02-15|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE4309183A1|1993-03-22|1994-09-29|Siemens Ag|Method for maximising the slip-dependent frictional force which occurs in the case of surfaces rubbing on each other under the influence of force, using a fuzzy controller|
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    FR2978736B1|2011-08-01|2013-09-27|Airbus Operations Sas|DEVICE AND METHOD FOR DETERMINING A TRACK STATE, AIRCRAFT COMPRISING SUCH A DEVICE AND A PILOTAGE ASSISTANCE SYSTEM UTILIZING THE TRACK STATE|
    US9428161B2|2013-11-19|2016-08-30|Goodrich Corporation|Brake control initiation using tire runway friction map data|DE102019214710A1|2019-09-26|2021-04-01|Siemens Mobility GmbH|Map creation procedures and operating procedures|
    AT523969A1|2020-07-01|2022-01-15|Siemens Mobility Austria Gmbh|Method and device for influencing friction between wheel and rail|
    DE102020118360A1|2020-07-13|2022-01-13|Knorr-Bremse Systeme für Schienenfahrzeuge GmbH|Control device and control method for a wheel slide protection system|
    法律状态:
    2019-09-15| PC| Change of the owner|Owner name: SIEMENS MOBILITY GMBH, AT Effective date: 20190814 |
    2021-12-15| HC| Change of the firm name or firm address|Owner name: SIEMENS MOBILITY AUSTRIA GMBH, AT Effective date: 20211108 |
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50818/2017A|AT520186B1|2017-09-26|2017-09-26|Method and device for determining force-end characteristics|ATA50818/2017A| AT520186B1|2017-09-26|2017-09-26|Method and device for determining force-end characteristics|
    EP18196748.0A| EP3461675B1|2017-09-26|2018-09-26|Method and device for determination of press-fit characteristics|
    ES18196748T| ES2823500T3|2017-09-26|2018-09-26|Procedure and device for the determination of adhesion characteristics|
    PL18196748T| PL3461675T3|2017-09-26|2018-09-26|Method and device for determination of press-fit characteristics|
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