Method, rail vehicle and system for flange lubrication

Abstract

A method for flange lubrication of a rail vehicle (2) with wheels is described, using a flange lubrication device (4). The method includes determining (S1) the position of the rail vehicle (2) and determining (S2) the state of a wheel of the rail vehicle (2). Furthermore, the method includes controlling (S3) the flange lubrication device (4) for flange lubrication depending on the determined state of the wheel and the determined position of the rail vehicle (2). A rail vehicle (4) and a system for executing such a method are also described.

Description

Technical area

[0001] The present invention relates to a method for flange lubrication with a flange lubrication device for a rail vehicle with wheels. Furthermore, the present invention relates to a rail vehicle and to a system for carrying out such a method. State of the art

[0002] Flange lubrication is used on rail vehicles to minimize wheel wear and noise generation when the wheels roll on the rail, for example, when negotiating curves. EP3932775A2 describes how flange lubrication occurs based on location information and information about the wheel's friction on the rail. WO22188970A1 describes how the condition of rail vehicle components can be monitored. Description of the invention

[0003] The present invention relates, in a first aspect, to a method for flange lubrication using a flange lubrication device for a rail vehicle with wheels. Steps of the method can be carried out by a control unit and other devices. Flange lubrication can involve lubricating a wheel flange, for example, by applying grease to one or more wheels and, alternatively or additionally, to one or more flanges of one or more wheels. This allows grease to be applied, at least indirectly, to a rail on which the rail vehicle can travel. The flange lubrication device can be configured to lubricate one or more flanges with the grease. The flange lubrication device can include a nozzle for applying the grease to the wheels. The rail vehicle can be, for example, a train, such as a freight train or a passenger train.The rail vehicle can have one or more wheels that can travel on rails.

[0004] The procedure involves determining the position of the rail vehicle. This position can be determined using a navigation system, such as GPS. For this purpose, the rail vehicle can be equipped with a GPS receiver. The current position of the rail vehicle can then be determined. The rail vehicle can consist of at least one power car and one or more additional carriages. When determining the position of the rail vehicle, the position of the power car and, alternatively or additionally, the position of one or more carriages can be determined.

[0005] Furthermore, the method includes determining the condition of a wheel of the rail vehicle. It is possible to determine the condition of one or more wheels of the rail vehicle. The current condition of the wheel can be determined. The condition of a wheel of the rail vehicle can include information on wheel wear. The condition of a wheel can be independent of the condition of the wheel-rail contact. Thus, the condition of the wheel itself can be independent of any noise caused by contact between wheel and rail. Determining the condition of the wheel can be performed independently of the position of the rail vehicle. Determining the condition of the wheel can be performed independently of determining the position of the rail vehicle. Determining the position of the rail vehicle can be performed independently of determining the condition of the wheel.

[0006] Furthermore, the method includes controlling the wheel flange lubrication device for flange lubrication depending on the specific condition of the wheel and the specific position of the rail vehicle. Controlling the wheel flange lubrication device can include determining a control parameter for the device. With this parameter, the lubrication device can be controlled to trigger the lubrication process, thereby applying grease to the wheel flange. The control step can also define the quantity of grease to be applied for flange lubrication and the point in time or points in time at which the grease should be applied to the wheel flange and the wheel. The control can also specify the application of a certain quantity of grease at specific times.At certain other times, a different quantity can be used. Alternatively, flange lubrication may not be necessary because the specific position and, alternatively or additionally, the specific condition of the wheel do not require it. Both the specific condition and the specific position can independently trigger control and thus, for example, the application of lubricating grease. The specific condition can be independent of the specific position, and vice versa. For example, control can be such that if a specific condition of the wheel indicates a certain degree of wear, a specific quantity of lubricating grease is applied. Alternatively or additionally, the application of lubricating grease occurs when the specific position of the rail vehicle is outside certain environmental zones.Applying lubricating grease in environmental zones may be prohibited due to environmental pollution. However, flange lubrication can be triggered, for example, before tight curves, if the condition of the wheels requires it. Therefore, the control should depend on the specific position of the rail vehicle. This control can be independent of noise and measurements of the noise of contact between the wheel and rail.

[0007] This method allows for flange lubrication that is independent of elapsed time, distance traveled by the rail vehicle, or a specific curve radius of the rail. Rather, the method involves flange lubrication dependent on a condition, such as the current state of the wheel, and a specific position, such as the current position of the rail vehicle. Thus, flange lubrication only occurs when the condition of the wheel actually requires it. This might be the case, for example, if the wheel is particularly worn and, due to the wear, a certain level of noise and further wear of the wheel and rail would be expected if flange lubrication were not performed.Thus, the procedure is not solely dependent on the specific position or condition of the wheel. Rather, it combines the need to pay attention to the specific position of the rail vehicle, for example, due to environmental regulations, with the specific condition of the wheel and the need for lubrication due to wear. This allows, for example, saving on grease if the wheel's condition does not require it. The procedure can be carried out independently of active control by the rail vehicle operator. The operator therefore does not have to determine the position and, alternatively or additionally, the condition, and then trigger the control accordingly. This allows the operator to concentrate on driving the rail vehicle.Furthermore, environmental impacts can be reduced because flange lubrication is not performed at certain positions, and alternatively or additionally, due to a specific wheel condition, for example, because it is not yet worn, flange lubrication is either not carried out or only with a small amount of grease. Flange lubrication can prevent or at least minimize further wear on the wheel and rail. The grease can be applied to specific wheels of the rail vehicle, thus preventing noise between the wheel and rail. Further information on the condition of the rail vehicle's wheel may already be available from other control devices, processes, or parts of the rail vehicle and can also be used for this flange lubrication process.Furthermore, such a method of flange lubrication using a flange lubrication device on the rail vehicle itself is advantageous compared to stationary flange lubrication devices. With stationary flange lubrication devices, lubricating grease is often released into the environment in a localized manner, which can lead to environmental problems.

[0008] According to a further embodiment, the method can be characterized in that the acceleration of the wheel can be measured. The acceleration can be measured using an accelerometer on or near the wheel, for example, on the wheel's suspension. Microelectromechanical systems or a measuring instrument based on strain gauges or the piezoelectric effect can be used, for example, to measure the acceleration. Furthermore, the condition of the wheel can be determined as a function of the measured acceleration.

[0009] According to a further embodiment, the method can be characterized in that the acceleration of each wheel can be measured for multiple wheels. The acceleration of each wheel can be measured using one or more acceleration sensors located on or near each wheel. The acceleration of each wheel can be measured independently of the acceleration of any other wheel. Furthermore, the state of each wheel can be determined for multiple wheels based on the measured acceleration. The state of a first wheel can be determined independently of the state of a second wheel. The state of the first wheel, based on the acceleration measured for the first wheel, can be determined independently of accelerations measured for other wheels.When controlling the flange lubrication device, individual wheels can be lubricated depending on their specific condition. The first wheel can be lubricated based on its specific condition, while the second wheel can be lubricated independently of the first wheel's condition but dependent on its specific condition.

[0010] This allows the condition, and therefore the wear, of individual wheels to be determined. Targeted lubrication of individual wheels is then possible. This doesn't necessarily have to be done on the wheels of the first car or the railcar in the direction of travel, but can be carried out using flange lubrication devices on individual cars and individual wheels of the rail vehicle. Thus, wheels with high wear, for example, can be lubricated with more grease than wheels with lower wear. This allows for targeted grease application and therefore savings.

[0011] According to a further embodiment, the method can be characterized in that a future route of the rail vehicle can be determined based on its current position. A future route of the rail vehicle can be the route that the rail vehicle is likely to travel in the future, for example, in the next few minutes or hours. A future route can, for example, be a section of track within a rail network. Depending on the specific position of the rail vehicle, for example, its current position, the future route can be determined. For example, the sections of track over which the rail vehicle will travel in the near future can be determined. This can be done by comparing the determined route with a known timetable for the rail vehicle.The control of the wheel flange lubrication system can be adjusted depending on the specific future route. For example, if it is determined that a certain section of a particular track will be traveled, the control of the wheel flange lubrication system can be adjusted accordingly. The future route might include a curve, and the control of the wheel flange lubrication system can be adjusted based on this. For tighter curves, the system can be adjusted to apply a particularly large amount of grease to the wheel flanges, but this also depends on the condition of the wheel. That is, if the wheel is already sufficiently lubricated, relubrication may be unnecessary even when negotiating a tight curve.If a straight section is determined as the future route, less or no grease can be applied to the wheels as part of controlling the flange lubrication device.

[0012] This method allows for the prediction of the future route a rail vehicle will travel, and the wheel flange lubrication system can be controlled accordingly. This enables, for example, the control of the quantity and timing of the grease applied to the wheels and flanges. More intensive lubrication can be applied to curves than to less winding sections. This allows for targeted and precise wheel flange lubrication, ensuring that grease is used where it is needed and conserved in other areas.

[0013] According to a further embodiment, the method can be characterized by the ability to read in information about the rail network. This reading can be performed, for example, from a backend such as a cloud, and alternatively or additionally from a hardware storage medium. The rail network can include possible routes for the rail vehicle, such as possible track sections between specific locations. Furthermore, the future route can be determined based on the read-in information. Thus, the future route can be determined based on the read-in information about the rail network and the determined position. By determining the specific position of the rail vehicle and comparing it with information about the rail network, for example, specific sections between specific locations, the future route of the rail vehicle can be uniquely determined.The information about the route network can include, for example, embedded maps, such as those from Open Railway Maps. The route network can also include information about curves and curve radii.

[0014] Therefore, determining the future route can be easily done using information about the rail network, such as stored route maps. Controlling the wheel flange lubrication device can thus be carried out with a particularly simple and precisely determined future route.

[0015] According to a further embodiment, the method can be characterized in that the determination of the future route can be carried out using artificial intelligence based on previously traveled routes of rail vehicles. The determination of the future route using artificial intelligence can, for example, take place in a cloud, such as the backend. The artificial intelligence can, for example, utilize a trained neural network. The trained neural network can have been previously trained using training data and supervised learning. This training can be based on previously traveled routes of rail vehicles. These traveled routes can include the aforementioned rail vehicle and, alternatively or additionally, other rail vehicles.The training data can, for example, contain information about the position of specific rail vehicles at specific times. The training data can thus indirectly provide information about which routes rail vehicles have already traveled. This information, in the form of training data, can be used to train the artificial intelligence's neural network, enabling the neural network and the AI ​​to determine information about the rail network. This allows information about the rail network to be determined independently of any input data about the network. Alternatively, instead of specifying the position of the rail vehicles, the starting point and destination of the rail vehicles for traveled routes can also be entered, and this information can be included in the training data.

[0016] This method can determine the future route. Importing information about the rail network is not necessary. Alternatively, artificial intelligence can determine some information about the rail network, while other, complementary information can be imported. In this way, one part of the rail network can be imported, and a second part can be determined using artificial intelligence. Here, too, a comparison with the train's timetable can be made to determine the future route. Furthermore, this method provides a model of fleet intelligence, as a fleet of rail vehicles provides information about the structure of the rail network, and this information can be used to train the artificial intelligence.This allows the future route to be determined precisely, and steering can be carried out depending on the future route.

[0017] According to a further embodiment, the method can be characterized in that the determination of the future route can be carried out using geofencing. For example, specific locations on a rail network, such as a level crossing or a station, can be defined. As the rail vehicle approaches these specific locations, which can be determined, for example, by comparing them with the defined position of the rail vehicle, the future route can be determined using geofencing.

[0018] This makes it particularly easy to determine the future route using geofencing, independent of any information about the route network and alternatively or additionally independent of the computing power required for artificial intelligence.

[0019] According to a further embodiment, the method can be characterized in that the future travel path may contain critical points. Critical points may be, for example, curves or, more generally, specific locations where significant wear can occur between the wheel and the rail. The control of the flange lubrication device can be carried out depending on the critical points. For example, flange lubrication can be performed at least at critical points, or only at critical points.

[0020] By controlling the flange lubrication system based on critical points, lubrication can be limited to these critical areas. This saves grease on the one hand, and on the other hand, allows the flange to be lubricated only when necessary to minimize further wear or noise, for example. This method therefore represents a particularly efficient flange lubrication system.

[0021] According to a further embodiment, the method can be characterized by the ability to input data. This input can be provided by a user, for example, a driver of the rail vehicle or a mechanic outside the rail vehicle. The input can include information about critical points along the future route. For example, the user can input that noise typically occurs in a particular curve along the future route, based on experience. They can then define this point as a critical point. Furthermore, the input can include information from residents along the future route; for example, they can submit complaints about noise from rail vehicles that have already passed by. The input can also include information about specific locations, and a critical point can be automatically defined at each of these locations based on this information.

[0022] This allows for the simple input of information about critical points. Residents or even train drivers can define these critical points, such as curves or particularly noisy sections of the track. Based on this information, the wheel flange lubrication system can then be controlled, ensuring, for example, intensive lubrication of the wheel flanges at these critical points.

[0023] According to a further embodiment, the method can be characterized in that critical points can be identified based on the determined future route. This can be done automatically and without user input. For example, the future route can include a specific topography and, alternatively or additionally, curves. Depending on a specific curve radius or gradient of the future route, critical points can then be identified. Thus, flange lubrication can be carried out in a particularly tight curve or on a particularly steep gradient, resulting, for example, in less wear and reduced noise at that point.

[0024] According to a further embodiment, the method can be characterized in that the determination of the wheel's state can be carried out if a specific future route has been determined for the rail vehicle. For example, the state determination can only be carried out if a specific future route has been determined for the rail vehicle. The acceleration measurement can be performed cyclically and independently of the determined future route; however, the state determination based on the measured acceleration can only be carried out if a specific future route has been determined. Thus, whether the wheel's state is determined can depend on the specific future route, but not how the state is determined.For example, determining the condition of a wheel can be carried out if a specific critical point in the future route of the rail vehicle, such as a curve, has been identified.

[0025] Thus, determining the wheel's condition can be limited to those points where information about the wheel's condition is necessary for carrying out the procedure. Determining the condition can be restricted to critical points along the future route. In this way, the condition can only be determined if a critical point exists along the future route. This can save computing power, as the wheel's condition is only determined at specific locations. Flange lubrication might only be necessary at these critical points, and therefore, omitting the condition determination in all other cases may be appropriate.

[0026] According to a further embodiment, the method can be characterized in that the control of the wheel flange lubrication device can be carried out depending on the control of a wheel flange lubrication device on another rail vehicle. For example, the control of a first wheel flange lubrication device on a first rail vehicle can be carried out depending on the control of a second wheel flange lubrication device on a second rail vehicle. The second rail vehicle can travel along the same route ahead of the first rail vehicle. The second rail vehicle can then perform wheel flange lubrication using its second wheel flange lubrication device. This information can be sent to a backend system. This information can then be sent from the backend system to the first rail vehicle. The control of the first wheel flange lubrication device can then be carried out depending on this received information.For example, when controlling the first wheel flange lubrication device, less or even no grease may be used, since grease has already been applied to the wheel flanges of the second rail vehicle, and thus indirectly to the rail, at certain points by the second wheel flange lubrication device. Alternatively or additionally, the control of the second wheel flange lubrication device may have determined that a wheel flange needs lubrication. This information can be sent to the backend and then on to the first wheel flange lubrication device. The control of the first wheel flange lubrication device can then be configured so that it performs the lubrication based on the information from the second wheel flange lubrication device. Thus, for example, the second wheel flange lubrication device can define a critical point in the future travel path of the first rail vehicle by controlling it.

[0027] A second aspect of the present invention relates to a rail vehicle for carrying out steps of the method according to an embodiment of the first aspect of the present invention. The rail vehicle comprises a GPS receiver, an accelerometer, a wheel flange lubrication device, and a control unit. The GPS receiver is configured to determine the position of the rail vehicle. The accelerometer is configured to measure the acceleration of a wheel of the rail vehicle. The rail vehicle may have one or more accelerometers, each accelerometer being assigned to a wheel. Alternatively, one accelerometer may be provided per axle. Furthermore, the wheel flange lubrication device may be configured to apply lubricating grease to the wheel flange and wheels. The control unit may be configured to control the wheel flange lubrication device.Furthermore, the rail vehicle can have a gateway located between the GPS receiver and the accelerometer on one side and the wheel flange lubrication system and the control unit on the other. The gateway can handle communication between these two systems. It can be used for telemetry, for example, to send and receive information on measured acceleration, wheel condition, or the rail vehicle's position. One gateway can be assigned to each wagon and permanently installed. Communication within the rail vehicle can be wireless or, alternatively or additionally, wired.

[0028] Furthermore, in a third aspect, the invention comprises a system including a backend and a rail vehicle according to an embodiment of the second aspect of the present invention. The rail vehicle has a data interface for communication with the backend. The data interface can be configured as a gateway. The data interface can be set up for communication between the backend and the rail vehicle, for example, the control unit of the rail vehicle. The backend can be configured as a cloud. Alternatively, in a further embodiment, the backend can be configured to determine control parameters for controlling the wheel flange lubrication device depending on a specific position and state, and to send these parameters to the wheel flange lubrication device via the data interface and the control unit.Furthermore, information about the track network can be read into and from the backend, and the determination of the future route can also be performed in the backend. The steps for determining the position and the state can be defined in the backend based on fundamental data such as the position data of the rail vehicle and, alternatively or additionally, acceleration data of the wheel. Input data regarding critical points can also be read into the backend. The determination of critical points based on the determined future route can likewise be performed in the backend. Short description of the characters Fig. Figure 1 schematically shows the steps of a procedure for flange lubrication using a flange lubrication device for a rail vehicle with wheels. Fig. Figure 2 schematically shows a rail vehicle and a system for carrying out the operation in Fig. 1 schematically shown steps. Detailed description of embodiments

[0029] Fig. Figure 1 schematically shows the steps of a procedure for flange lubrication using a flange lubrication device 4 for a rail vehicle 2 with wheels. The rail vehicle 2 and another rail vehicle 2a are schematically shown in Fig. Figure 2 shows that rail vehicle 2 and rail vehicle 2a are identical rail vehicles in the following. Rail vehicle 2a will also be referred to as the second, other, or further rail vehicle.

[0030] The rail vehicle 2 further comprises a GPS receiver 6, an acceleration sensor 8, and a control unit 10. Via a data interface 12, here a gateway, the wheel flange lubrication device 4 and the control unit 10 are communicatively connected on one side to the GPS receiver 6 and acceleration sensor 8 on the other. The second rail vehicle 2a also comprises a wheel flange lubrication device 4a and the other elements of the rail vehicle 2. In addition to the rail vehicles 2 and 2a, a backend 14, here implemented as a cloud, is also shown. The backend 14 forms a system together with the rail vehicle 2. In one embodiment, the system also includes the second rail vehicle 2a. Other embodiments can, of course, include further rail vehicles integrated into the system.

[0031] A position determination S1 of the rail vehicle 2 is performed using the GPS receiver 6. This determines the current position of the rail vehicle 2. The position determination S1 of the rail vehicle 2 is carried out based on measured position data of the rail vehicle 2 at specific times, with the determination S1 being performed with the position data in the control unit 10. In an alternative embodiment (not shown), this position data is sent to the backend 14 via the data interface 12, and the backend 14 is configured to perform the position determination S1 of the rail vehicle 2. After the position determination S1 of the rail vehicle 2, the backend 14 has information about the determined position, either because the backend 14 performs the determination S1 or because it receives the determined position from the rail vehicle 2.

[0032] Furthermore, a measurement S4 of the acceleration of a wheel of the rail vehicle 2 is performed using the acceleration sensor 8. For this purpose, the acceleration sensor 8 is arranged on the wheel. Additionally, the backend 14 determines the state S2 of a wheel of the rail vehicle 2 as a function of the measured acceleration of the wheel. For this purpose, information on the measured acceleration is sent from the acceleration sensor 8 to the backend 14 via the data interface 12. In an alternative embodiment, the state is determined by the control unit 10. This allows for the determination of wheel wear. The rail vehicle 2 has multiple wheels, and a measurement S4 of the respective acceleration of each wheel is performed for these multiple wheels. Furthermore, the state S2 of each wheel is determined as a function of the respective measured acceleration for each of the multiple wheels.For a first wheel, an initial acceleration is measured; for a second wheel, a second acceleration is measured. Thus, for the first wheel, a state is determined based solely on the first measured acceleration, while for the second and subsequent wheels, the respective state is determined based on the respective measured accelerations.

[0033] The method includes controlling S3 of the wheel flange lubrication device 4 for wheel flange lubrication depending on the specific condition of the wheel and the specific position of the rail vehicle 2. A control parameter for S3 is determined by the backend 14. In an alternative embodiment, not shown here, the control parameter is determined by the control unit 10. If, for example, a certain wear condition is determined as the condition of the wheel and, for example, the position of the rail vehicle 2 is determined as its position in a curve of a track, the control S3 of the wheel flange lubrication device 4 is such that lubrication S3.1 of individual wheels is carried out depending on the respective condition determined for each wheel.

[0034] Furthermore, the method includes determining S5 a future route for the rail vehicle 2 based on its determined position. This determination S5 of the future route for the rail vehicle 2 is performed in the backend 14. Controlling S3 of the wheel flange lubrication device 4 is also performed based on this determined future route. The method further includes reading S6 of information about the rail network. The backend 14 reads this information from a storage medium. This information includes specific rails and track sections between specific locations. Determining S5 of the future route is performed based on this read-in information about the rail network. Using this information and the determined position of the rail vehicle 2, the future route is determined S5.Information about the rail network includes, for example, the existence of certain routes. Furthermore, the specific position of rail vehicle 2 is known. The combination of these two pieces of information determines which future route rail vehicle 2 will take.

[0035] In an alternative embodiment, no information about the route network is read in (S6). Instead, the determination of the future route (S5) is carried out using artificial intelligence. This is done in backend 14, where the artificial intelligence is also trained. This determination (S5) is performed based on previously traveled routes of rail vehicles 2 and 2a. Previously traveled routes of rail vehicles 2 and 2a are used as training data to train the artificial intelligence. Thus, the artificial intelligence determines the future route of rail vehicle 2 with a certain probability.

[0036] In an alternative embodiment, not shown here, the determination S5 of the future route is carried out using geofencing. For this purpose, specific locations, such as railway lines or level crossings, are marked on a map. If, when determining S1 the position of the rail vehicle 2, a position is determined in the relative vicinity of such a defined location, such as the level crossing or the station, the determination S5 of the future route is carried out using geofencing. This is because geofencing determines that the rail vehicle 2 is in the immediate vicinity of this location.

[0037] Furthermore, the future route has critical points. Critical points include, for example, tight curves or sections of the topography with a steep gradient. Control S3 is performed depending on these critical points. A first critical point is a particularly tight curve, where control S3 triggers particularly intensive lubrication of the wheel flange. A second point has a particularly steep gradient in the future route, and here too, control S3 of the wheel flange lubrication system 4 triggers particularly intensive lubrication. An input S7 is read, with the input containing information about critical points of the future route. A user, such as a resident along the future route or a driver of the rail vehicle 4, specifies the critical points via the input, which are then read in the input step S7.Information about the critical points is read into backend 14.

[0038] Furthermore, the procedure includes the determination of critical points S8 based on the future travel path. This determination of S8 is performed before the control S3 of the flange lubrication device 4. The determination of S8 is carried out automatically by the backend 14 without user input, based on the determined future travel path. For example, if the future travel path has a specific topography, such as a certain gradient and a specific curve radius, these points are identified as critical points in the backend 14.

[0039] In one embodiment, the determination S2 of the wheel's state is performed when a specific future route has been determined for the rail vehicle 2. For example, information about critical points is read in or determined by reading S7 or determining S8. The determination S2 of the wheel's state is then performed for these critical points. In another embodiment, the determination S2 is performed only for these critical points. No determination S2 of the wheel's state is performed for any other points along the future route. Thus, the determination S2 of the state also depends on the reading S7 and the determination S8 of critical points, as well as on the determined future route.

[0040] In one embodiment, both the first rail vehicle 2 and the second rail vehicle 2a travel over the same section of track and follow the same route. However, the rail vehicles 2 and 2a travel this route at different times. The second rail vehicle 2a travels ahead of the first rail vehicle 2. The second rail vehicle 2a performs a control operation S3 of a wheel flange lubrication device 4a. This operation also determines that there are certain critical points along the future route of the first rail vehicle 2. When the wheel flange lubrication device 4a is controlled S3, the wheels of the second rail vehicle 2a are lubricated. This control operation S3 of the wheel flange lubrication device 4a is sent to the backend 14 and then forwarded to the first rail vehicle 2.The first rail vehicle 2 now has information indicating that certain critical points on the future route have already been lubricated, namely by the flange lubrication device 4a of the second rail vehicle 2a. The first rail vehicle 2 no longer needs to perform flange lubrication at these critical points. Furthermore, the second rail vehicle 2a identifies critical points S8 along the future route. However, it does not perform flange lubrication at these critical points. Information about these critical points is sent via the backend 14 and the data interface 2 to the control unit 10 of the first rail vehicle 2. The control S3 of the flange lubrication device 4 of the first rail vehicle 2 is then carried out based on this received information. Reference symbol 2, 2a Rail vehicle 4, 4a Wheel flange lubrication device 6 GPS receivers 8 Accelerometer 10 Control unit 12 Data interface 14 Backend S1 Determining the position of the rail vehicle S2 Determining the state of a wheel of the rail vehicle S3 Control of the flange lubrication device S3.1 Lubricating individual wheels S4 Measuring the acceleration of a wheel S5 Determining a future route S6 Reading in information about the route network S7 Reading an input to critical points S8 Identifying critical points QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] EP 3932775A2

[0002] WO 22188970A1

[0002]

Claims

[1] Method for wheel flange lubrication with a wheel flange lubricating device (4) for a rail vehicle (2) with wheels, comprising the steps: determining (S1) a position of the rail vehicle (2); determining (S2) a state of a wheel of the rail vehicle (2); controlling (S3) the wheel flange lubricating device (4) for wheel flange lubrication depending on the determined state of the wheel and the determined position of the rail vehicle (2). [2] Method according to claim 1, characterized by that a measurement (S4) of an acceleration of the wheel is carried out and the determination (S2) of the state of the wheel is carried out as a function of the measured acceleration. [3] Method according to claim 2, characterized bythat a measurement (S4) of a respective acceleration of a wheel is carried out for a plurality of wheels, that a determination (S2) of a respective state of a wheel for the plurality of wheels is carried out as a function of the respectively measured acceleration and that when controlling (S3) the wheel flange lubricating device (4) a lubrication (S3.1) of individual wheels is carried out as a function of the respective state determined for individual wheels. [4] Method according to one of the preceding claims, characterized by that a determination (S5) of a future travel path of the rail vehicle (2) is carried out as a function of the determined position, and the control (S3) of the wheel flange lubricating device (4) is carried out as a function of the determined future travel path. [5] Method according to claim 4, characterized bythat a reading (S6) of information on the route network is carried out and the determination (S5) of the future route is carried out depending on the information read in. [6] Method according to one of claims 4 or 5, characterized by that the determination (S5) of the future route is carried out by means of artificial intelligence depending on routes already traveled by rail vehicles (2). [7] Method according to one of claims 4 to 6, characterized by that the determination (S5) of the future route is carried out by means of geofencing. [8] Method according to one of claims 4 to 7, characterized by that the future route has neuralgic points, and that the control (S3) of the wheel flange lubricating device (4) is carried out depending on the neuralgic points. [9] Method according to claim 8, characterized bythat an input is read (S7), wherein the input includes information on neuralgic points in the future route. [10] Method according to one of claims 8 or 9, characterized by that a determination (S8) of neuralgic points is carried out based on the determined future route. [11] Method according to one of claims 4 to 10, characterized by that the determination (S2) of the state of a wheel is carried out when a specific future route has been determined for the rail vehicle (2). [12] Method according to one of the preceding claims, characterized by that the control (S3) of the wheel flange lubricating device (4) is carried out as a function of a control (S3) of a wheel flange lubricating device (4a) of another rail vehicle (2a). [13] Rail vehicle (2) with a GPS receiver (6), an acceleration sensor (8), a wheel flange lubrication device (4) and a control device (10) for carrying out steps of a method according to the preceding claims. [14] System comprising a backend (14) and a rail vehicle (2) according to claim 13, which has a data interface (12) for communication with the backend (14).

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