Method, rail vehicle and system for wheel flange lubrication

Abstract

Method for wheel flange lubrication using a wheel flange lubricating device (4) for a rail vehicle (2) with wheels, comprising the steps of: 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), characterized in that a determination (S5) of a future travel path of the rail vehicle (2) is carried out depending on the determined position, and the control (S3) of the wheel flange lubricating device (4) is carried out depending on the determined future travel path.

Description

Technical area

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

[0002] Wheel flange lubrication is used in rail vehicles to minimize wheel wear and noise when the wheels roll on the rail, for example, when cornering. EP3932775A2 describes how wheel flange lubrication is performed depending on location information and information about the friction of the wheel on the rail. WO 2022 / 188 970 A1 describes how the condition of components of a rail vehicle can be monitored. Furthermore, AT 520 813 B1 discloses a device and a method for discharging a friction-optimizing mixture of at least one lubricant and at least one grit into the gap between the rail wheel of a rail vehicle and the rail.The control and delivery of the lubricant and grit can be regulated depending on the speed of the rail vehicle, recorded environmental parameters, and / or the measured coefficient of friction between the rail wheel and the rail. Connecting a control unit to a device for detecting the position of the rail vehicle can also be used for position-dependent dosing of the lubricant and grit. Description of the invention

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

[0004] The method comprises determining a position of the rail vehicle. The position can be determined using a navigation system, such as GPS. For this purpose, the rail vehicle can have a GPS receiver. A current position of the rail vehicle can be determined. The rail vehicle can have at least one railcar and additionally one or more wagons. When determining the position of the rail vehicle, for example, the position of the railcar and, alternatively or additionally, the position of one or more wagons can be determined.

[0005] The method further comprises determining a condition of a wheel of the rail vehicle. The condition of one or more wheels of the rail vehicle can be determined. A current condition of the wheel can be determined. The condition of a wheel of the rail vehicle can include information on the wear of the wheel. The condition of a wheel can be independent of a condition of wheel-rail contact. Thus, the condition of the wheel itself can be independent of a noise caused by contact between wheel and rail. The condition of the wheel can be determined independently of the determined position of the rail vehicle. The condition of the wheel can be determined independently of the position of the rail vehicle. The position of the rail vehicle can be determined independently of the condition of the wheel.

[0006] The method further comprises controlling the wheel flange lubricating device for wheel flange lubrication depending on the specific state of the wheel and the specific position of the rail vehicle. Controlling the wheel flange lubricating device can comprise determining a control parameter of the wheel flange lubricating device. Using the determined control parameter, the wheel flange lubricating device can be controlled such that wheel flange lubrication can be triggered and thus the lubricating grease can be applied to the wheel flange of the wheel. In the controlling step, it can also be defined which application quantity of lubricating grease is to be used for wheel flange lubrication and at which time or times the lubricating grease is to be applied to the wheel flange and the wheel. Controlling can comprise using a certain application quantity of lubricating grease at certain times.At certain other times, a different amount may be used. Alternatively, no wheel flange lubrication may be carried out 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 of one another indicate control and thus, for example, application of the lubricating grease. The specific condition can be independent of the specific position and vice versa. For example, control can be carried out in such a way that if a certain advanced level of wear on the wheel has been determined based on a certain condition of the wheel, a certain application rate of lubricating grease is applied. Alternatively or additionally, during control, the lubricating grease is applied if the specific position of the rail vehicle lies outside certain environmental zones.Applying grease in low-emission zones may be prohibited due to environmental impacts. However, wheel flange lubrication can be triggered, for example, before tight curves if the condition of the wheels requires it. Therefore, control should be dependent on the specific position of the rail vehicle. Control can be independent of noise and measurements of noise from wheel-rail contact.

[0007] Using such a method, wheel flange lubrication can be carried out independently of the time elapsed, the distance traveled by the rail vehicle, or the specific curve radius of the rail. Rather, the method represents wheel flange lubrication depending on a condition, for example the current condition of the wheel, and depending on a specific position, for example the current position of the rail vehicle. Thus, wheel flange lubrication is only carried out when the condition of the wheel actually requires it. This can 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 is to be expected if wheel flange lubrication were not carried out.Thus, the method is not solely dependent on the specific position or solely dependent on a specific condition of the wheel. Rather, the method combines the need to pay attention to the specific position of the rail vehicle, for example due to environmental regulations, as well as the specific condition of the wheel and the need for lubrication due to wear. This way, for example, lubricating grease can be saved if the condition of the wheel does not require it. The method can be carried out independently of active control by a rail vehicle driver. The driver therefore does not have to determine the position and, alternatively or additionally, the condition and initiate control depending on this. This allows the driver to concentrate on driving the rail vehicle.Furthermore, environmental impacts can be reduced because wheel flange lubrication is not carried out at certain positions and, alternatively or additionally, because wheel flange lubrication is not carried out or is carried out only with a small amount of lubricating grease due to a certain condition of the wheel, e.g. because the wheel is not yet worn. Wheel flange lubrication can prevent or at least minimize further wear on the wheel and rail. The lubricating grease can be applied to specific wheels of the rail vehicle so that noise between the wheel and rail can be avoided. Further information on the condition of the wheel of the rail vehicle may already be available due to other control devices and processes or parts of the rail vehicle and can also be used for this wheel flange lubrication process.Such a wheel flange lubrication method, using a wheel flange lubrication device on the rail vehicle itself, is also advantageous over stationary wheel flange lubrication devices. With stationary wheel flange lubrication devices, the grease often enters 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 an acceleration of the wheel can be measured. The acceleration can be measured using an acceleration sensor on the wheel or close to the wheel, for example, on a wheel suspension. Micro-electromechanical systems or a measuring instrument based on strain gauges or the piezoelectric effect can be used to measure the acceleration. Furthermore, the condition of the wheel can be determined depending on the measured acceleration.

[0009] According to a further embodiment, the method can be characterized in that a measurement of a respective acceleration of a wheel can be carried out for a plurality of wheels. The measurement of a respective acceleration of a wheel can be carried out using one or more respective acceleration sensors on or near a respective wheel. The measurement of the respective acceleration of the wheel can be carried out independently of the measurement of another acceleration of another wheel. Furthermore, a determination of a respective state of a wheel for the plurality of wheels can be carried out depending on the respectively measured acceleration. The determination of a state of a first wheel can be carried out independently of the determination of a state of a second wheel. The determination of a state of the first wheel depending on the acceleration measured for the first wheel can be carried out independently of accelerations measured for other wheels.When controlling the wheel flange lubrication device, lubrication of individual wheels can be performed depending on the respective condition determined for each wheel. The first wheel can be lubricated depending on the condition determined for the first wheel, and the second wheel can be lubricated independently of the condition determined for the first wheel but depending on the condition determined for the second wheel.

[0010] This allows the condition and, for example, the wear of individual wheels to be determined. Targeted lubrication of individual wheels can be performed. This does not necessarily have to be done on the wheels of a first wagon in the direction of travel or on the railcar, but can be performed using wheel flange lubrication devices on individual wagons and individual wheels of the rail vehicle. This allows wheels that exhibit high levels of wear, for example, to be lubricated with more grease than wheels that exhibit less wear. This allows targeted use of grease, thus saving money.

[0011] According to the invention, the method is characterized in that a future travel path of the rail vehicle is determined depending on the determined position. A future travel path of the rail vehicle can be the route which will be traveled by the rail vehicle with a certain probability in the future, for example in the next few minutes or in the next hour. A future travel path can, for example, be a rail section of a route network. Depending on the determined position of the rail vehicle, for example depending on the determined current position, the future travel path can be determined. For example, the sections of rail over which the rail vehicle will travel in the near future can be determined. This can be done by comparing it with a known timetable of the rail vehicle.The wheel flange lubrication device is controlled depending on the specific future route. For example, if it is determined that a certain section of a certain track will be traveled, the wheel flange lubrication device can be controlled accordingly. For example, the future route may involve cornering, and the wheel flange lubrication device can be controlled accordingly. For tighter curves, for example, the control can be such that a particularly large amount of grease is used to lubricate the wheel flange, although this also depends on the condition of the wheel. This means that if the wheel is still sufficiently well lubricated, relubrication can be omitted despite the tight curve radius being traveled.If a straight section is determined as the future route, less or no grease may be applied to the wheels when controlling the wheel flange lubrication device.

[0012] Such a method can predict the future route the rail vehicle will take, and the wheel flange lubrication system can be controlled based on this. This allows, for example, the amount and timing of grease used to lubricate the wheels and wheel flange to be controlled. During winding journeys, more intensive lubrication can be performed than during less winding journeys. This allows wheel flange lubrication to be carried out in a targeted and precise manner, simultaneously using grease for necessary points on the future route and conserving it at other points.

[0013] According to a further embodiment, the method can be characterized in that information about the route network can be read in. The reading in can take place, for example, from a backend, such as a cloud, and alternatively or additionally from a hardware storage medium. The route network can comprise possible routes of the rail vehicle, such as possible track sections between specific locations. Furthermore, the determination of the future route can be carried out depending on the read in information. Thus, the future route can be determined depending on the read in information about the route network and the determined position. The future route of the rail vehicle can be unambiguously determined using the determined position of the rail vehicle and comparison with information about the route network, for example, specific routes between specific locations.The information about the route network can include, for example, stored maps, such as stored rail maps from Open Railway Maps. The route network can include information about curves and curve radii.

[0014] This allows the future route to be determined simply using information about the route network, such as stored route maps of the rail network. Controlling the wheel flange lubrication system can thus be carried out using a particularly simple and precisely determined future route.

[0015] According to a further embodiment, the method can be characterized in that the future route can be determined by means of artificial intelligence depending on routes already traveled by rail vehicles. The future route can be determined by means of artificial intelligence, for example, in a cloud, such as the backend. The artificial intelligence can, for example, use a trained neural network. The trained neural network can have been previously trained using training data and via supervised learning. The training can be carried out depending on routes already traveled by rail vehicles. The traveled routes of rail vehicles can relate to the aforementioned rail vehicle and, alternatively or additionally, to other rail vehicles.The training data can, for example, contain information about which position of certain rail vehicles was determined at which time. The training data can thus indirectly contain information about which routes rail vehicles have already traveled. With this information in the form of training data, the neural network of the artificial intelligence can be trained so that the neural network and the artificial intelligence are able to determine information about the route network. This means that information about the route network can be determined independently of input information about the route network. As an alternative to determining the position of the rail vehicles, the start and destination of the rail vehicles can also be entered for routes traveled; this information can be part of the training data.

[0016] Using such a method, the future route can be determined. This does not require reading in information about the route network. Alternatively, artificial intelligence can be used to determine certain information about the route network and then read in other, for example complementary, information about the route network. In this way, a first part of the route network can be read in and a second part of the route network can be determined using artificial intelligence. Here, too, with knowledge of the rail vehicle's timetable, a comparison with the timetable can be made to determine the future route. Furthermore, such a method offers a representation of fleet intelligence, since a fleet of rail vehicles provides information about how the route network is structured, and the artificial intelligence can be trained using this information.Thus, the future route can be determined precisely and the control can be carried out depending on the future route.

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

[0018] In this way, the future route can be determined particularly easily and independently of read-in information about the route network and alternatively or additionally independently of the computing power required for artificial intelligence using geofencing.

[0019] According to a further embodiment, the method can be characterized in that the future route can have critical points. Critical points can be, for example, curves or, in general, certain locations where significant wear can occur between the wheel and the rail. The wheel flange lubrication device can be controlled depending on critical points. For example, wheel flange lubrication can be performed at least at critical points, for example, only at the critical points.

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

[0021] According to a further embodiment, the method can be characterized in that an input can be read in. The input can be made 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 on the future route. For example, the user can enter that noise normally occurs in a certain curve on the future route based on experience. This allows them to define this point as a critical point. Furthermore, the input can include information from residents along the future route; for example, they can enter complaints about noise from rail vehicles that have already passed by there. The input can include information about specific positions, and depending on this, a critical point can be defined automatically at this position.

[0022] This allows information about critical points to be easily captured via a single input. Residents or even a rail vehicle driver can define these critical points, such as curves or particularly noisy sections of the route network. The wheel flange lubrication system can then be controlled based on this information, ensuring intensive wheel flange lubrication, for example, especially at these critical points.

[0023] According to a further embodiment, the method can be characterized in that critical points can be determined based on the determined future route. This can occur 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 a specific gradient of the future route, critical points can then be determined. Thus, wheel flange lubrication can be performed in a particularly tight curve or on a particularly steep gradient, so that, for example, less wear and less noise occur at this point.

[0024] According to a further embodiment, the method can be characterized in that the state of a wheel can be determined when a specific future travel path has been determined for the rail vehicle. For example, the state can only be determined when a specific future travel path has been determined for the rail vehicle. The acceleration can be measured cyclically and independently of the specific future travel path, but the state can be determined as a function of the measured acceleration, for example, only when a specific future travel path has been determined. Thus, whether the state of the wheel is determined can depend on the specific future state of the travel path, but not how the state is determined.For example, the condition of a wheel can be determined if a specific critical point in the future route of the rail vehicle, such as a curve, has been determined.

[0025] Thus, the determination of the wheel's condition can be limited to the locations where the information about the wheel's condition is necessary to carry out the procedure. The determination of the condition can be limited to only the critical points in the future route. Thus, the condition can only be determined if a critical point exists in the future route. This can save computing power, as the wheel's condition is only determined at specific locations. Wheel flange lubrication may only be necessary at these critical points, and therefore, it may be appropriate to forgo determining the condition in all other cases.

[0026] According to a further embodiment, the method can be characterized in that the wheel flange lubricating device can be controlled as a function of a wheel flange lubricating device of another rail vehicle. For example, the first wheel flange lubricating device of a first rail vehicle can be controlled as a function of the second wheel flange lubricating device of a second rail vehicle. The second rail vehicle can travel along the same route before the first rail vehicle. In doing so, the second rail vehicle can carry out wheel flange lubrication using the second wheel flange lubricating device. This information can be sent to a backend. This information can be sent from the backend to the first rail vehicle. The first wheel flange lubricating device can be controlled as a function of this received information.For example, when controlling the first wheel flange lubricating device, less or no grease may be used because, at certain points, the second wheel flange lubricating device has already applied grease to the wheel flanges of the second rail vehicle and thus indirectly also to the rail. Alternatively or additionally, when controlling the second wheel flange lubricating device, it may have been determined that a wheel flange requires lubrication. This information can be sent to the backend and then on to the first wheel flange lubricating device. The first wheel flange lubricating device can then be controlled in such a way that it carries out the lubrication based on the information from the second wheel flange lubricating device. Thus, for example, the second wheel flange lubricating device can define a neuralgic point in the future travel path of the first rail vehicle through the control.

[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 has a GPS receiver, an acceleration sensor, a wheel flange lubrication device, and a control device. The GPS receiver is configured to determine the position of the rail vehicle. The acceleration sensor is configured to measure the acceleration of a wheel of the rail vehicle. The rail vehicle can have one or more acceleration sensors, wherein each acceleration sensor can be assigned to a wheel. Alternatively, there can also be one acceleration sensor per axle. Furthermore, the wheel flange lubrication device can be configured to apply the lubricating grease to the wheel flange and wheels. The control device can be configured to control the wheel flange lubrication device.Furthermore, the rail vehicle can have a gateway located between the GPS receiver and the acceleration sensor on one side and the wheel flange lubrication device and the control device on the other side. The gateway can handle communication between the two sides. The gateway can be used for telemetry, for example, to send and alternatively or additionally receive information on measured acceleration, wheel condition, or the position of the rail vehicle. One gateway can be assigned to each wagon and be permanently mounted. Communication within the rail vehicle can be wireless or, alternatively or additionally, wired.

[0028] Furthermore, in a third aspect, the invention comprises a system comprising 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 designed as a gateway. The data interface can be set up for communication between the backend and the rail vehicle, for example the control device of the rail vehicle. The backend can be designed as a cloud. As an alternative to the control device, in a further embodiment the backend can be set up to determine control parameters for controlling the wheel flange lubricating device depending on a specific position and state and to send these to the wheel flange lubricating device via the data interface and the control device.Furthermore, information about the route network can be read from and into the backend, and the future route can also be determined in the backend. The steps of determining the position and the state can be determined in the backend based on basic data, such as the rail vehicle's position data and, alternatively or additionally, wheel acceleration data. Input regarding critical points can also be read into the backend. Determining critical points based on the determined future route can also be done in the backend. Short description of the characters Fig. 1 schematically shows steps of a method for wheel flange lubrication with a wheel flange lubrication device for a rail vehicle with wheels. Fig. 2 shows schematically a rail vehicle and a system for carrying out the Fig. 1 steps shown schematically. Detailed description of embodiments

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

[0030] The rail vehicle 2 further comprises a GPS receiver 6, an acceleration sensor 8, and a control device 10. Via a data interface 12, in this case a gateway, the wheel flange lubrication device 4 and the control device 10 are communicatively connected to the GPS receiver 6 and acceleration sensor 8 on the other side. The second rail vehicle 2a also comprises a wheel flange lubrication device 4a and the other elements such as the rail vehicle 2. In addition to the rail vehicles 2, 2a, a backend 14, here embodied by a cloud, is also shown. The backend 14, together with the rail vehicle 2, forms a system. In one embodiment, the system further comprises the second rail vehicle 2a.

[0031] Other embodiments may of course include further rail vehicles that are integrated into the system.

[0032] A determination S1 of a position of the rail vehicle 2 is carried out using the GPS receiver 6. In this process, a current position of the rail vehicle 2 is determined. The determination S1 of the position of the rail vehicle 2 is carried out using measured position data of the rail vehicle 2 at specific times, wherein the determination S1 is carried out using the position data in the control device 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 carry out the determination S1 of the position of the rail vehicle 2. After the determination S1 of the position of the rail vehicle 2, the backend 14 has information about the determined position, either because the backend 14 carries out the determination S1 or receives the determined position from the rail vehicle 2.

[0033] Furthermore, a measurement S4 is carried out for the acceleration of a wheel of the rail vehicle 2 using the acceleration sensor 8. For this purpose, the acceleration sensor 8 is arranged on the wheel. Furthermore, a determination S2 of a state of a wheel of the rail vehicle 2 is carried out using the backend 14 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 device 10. In this way, wear of the wheel is determined. The rail vehicle 2 has a plurality of wheels, and a measurement S4 of a respective acceleration of a wheel for these plurality of wheels is carried out. Furthermore, 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.A first acceleration is measured for a first wheel, and a second acceleration is measured for a second wheel. Thus, a state is determined for the first wheel based solely on the first measured acceleration, and for the second and subsequent wheels, the respective state is determined based on the respective measured acceleration.

[0034] The method comprises 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. For controlling S3, a control parameter is determined by the backend 14. In an alternative embodiment not shown here, the control parameter is determined by the control device 10. If, for example, a certain state of wear is determined as the state of the wheel and, for example, the position of the rail vehicle 2 is determined as the position in a curve of a rail, the control S3 of the wheel flange lubricating device 4 is carried out such that lubrication S3.1 of individual wheels is carried out depending on the respective state determined for the individual wheels.

[0035] The method further comprises determining S5 a future travel path of the rail vehicle 2 depending on the determined position. The determination S5 of the future travel path of the rail vehicle 2 is carried out in the backend 14. The control S3 of the wheel flange lubricating device 4 is carried out depending on the determined future travel path. The method further comprises reading in S6 information about the route network. The backend 14 reads in information about the route network from a storage medium. Information about the route network includes specific rails and rail lines between specific locations. The determination S5 of the future travel path is carried out depending on the read-in information about the route network. The determination S5 of the future travel path is carried out using the information about the route network and the determined position of the rail vehicle 2.For example, information about the route network includes the existence of certain routes. Furthermore, the specific position of rail vehicle 2 is known. The combination of these determines the future route that rail vehicle 2 will take.

[0036] In an alternative embodiment, no information about the route network is read in S6. Instead, the future route is determined S5 using artificial intelligence. This is performed in the backend 14. For this purpose, the artificial intelligence is also trained in the backend 14. This determination S5 is performed depending on the routes already traveled by rail vehicles 2, 2a. For this purpose, previously traveled routes of the rail vehicles 2, 2a are used in the form of training data to train the artificial intelligence. Thus, the artificial intelligence determines the future route of rail vehicle 2 with a certain probability.

[0037] In an alternative embodiment not shown here, the determination S5 of the future route is performed using geofencing. For this purpose, specific locations, such as railway lines or level crossings, are marked on a map. If, during the determination S1 of the position of the rail vehicle 2, a position in the vicinity of a defined position, such as the level crossing or the station, is determined, the determination S5 of the future route is performed using geofencing. This is because geofencing determines that the rail vehicle 2 is in the immediate vicinity of this location.

[0038] Furthermore, the future route has critical points. For example, critical points are tight curves or points in the topography with a steep gradient. Control S3 is carried out depending on the critical points. A first critical point is a particularly tight curve, whereby particularly intensive lubrication of the wheel flange takes place during control S3. At a second point, there is a particularly steep gradient in the future route, and here too, particularly intensive lubrication is carried out by control S3 of the wheel flange lubricating device 4. An input is read in S7, whereby the input includes information on 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 through the input, which are read in the reading step S7.Information about the neuralgic points is read into the backend 14.

[0039] The method further comprises determining S8 critical points based on the determination in the future travel path. The determination S8 is performed before the control S3 of the wheel flange lubrication device 4. The determination S8 is performed automatically and without user input by the backend 14 based on the determined future travel path. If, for example, the future travel path has a specific topography, such as a specific gradient and a specific curve radius, these points are determined as critical points in the backend 14.

[0040] In one embodiment, the determination S2 of the wheel's condition is performed when a specific future travel path has been determined for the rail vehicle 2. Thus, information on critical points is read in or determined, for example, by reading in S7 or determining S8. The determination S2 of the wheel's condition is then performed for these critical points. In one embodiment, the determination S2 is performed only for these critical points. For all other points along the future travel path, no determination S2 of the wheel's condition is performed. Thus, the determination S2 of the condition also depends on the reading S7 and the determination S8 of critical points, as well as on the determined future travel path.

[0041] In one embodiment, both the first rail vehicle 2 and the second rail vehicle 2a travel over the same section of rails and have the same route. However, the rail vehicles 2, 2a travel the 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 S3 of a wheel flange lubrication device 4a. In the process, it is also determined that there are certain critical points in 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 information for controlling S3 of the wheel flange lubrication device 4a is sent to the backend 14 and then to the first rail vehicle 2.The first rail vehicle 2 now has information that certain critical points on the future route have already been lubricated, namely by the wheel flange lubrication device 4a of the second rail vehicle 2a. At these critical points, the first rail vehicle 2 no longer needs to perform wheel flange lubrication. Furthermore, a determination S8 of critical points of a future route is performed by the second rail vehicle 2a. However, no wheel flange lubrication is performed for these critical points by the second rail vehicle 2a. Information about these critical points is sent via the backend 14 and the data interface 2 to the control device 10 of the first rail vehicle 2. The wheel flange lubrication device 4 of the first rail vehicle 2 is then controlled S3 depending on this received information. Reference symbol 2, 2a Rail vehicle 4, 4a Wheel flange lubrication device 6 GPS receivers 8 Accelerometer 10 Control device 12 Data interface 14 Backend S1 Determining a position of the rail vehicle S2 Determining a condition of a wheel of the rail vehicle S3 Control of the wheel flange lubrication device S3.1 Lubrication of 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 neuralgic points S8 Determining neuralgic points

Claims

[1] Method for wheel flange lubrication with a wheel flange lubrication 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 lubrication device (4) for wheel flange lubrication depending on the determined state of the wheel and the determined position of the rail vehicle (2) 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. [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 by that 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 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. [5] Method according to one of the preceding claims, characterized bythat the determination (S5) of the future route is carried out by means of artificial intelligence depending on routes already traveled by rail vehicles (2). [6] Method according to one of the preceding claims, characterized by that the determination (S5) of the future route is carried out by means of geofencing. [7] Method according to one of the preceding claims, 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. [8] Method according to claim 7, characterized by that an input is read (S7), wherein the input includes information on neuralgic points in the future route. [9] Method according to one of claims 7 or 8, characterized bythat a determination (S8) of neuralgic points is carried out based on the determined future route. [10] Method according to one of the preceding claims, 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). [11] 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). [12] 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. [13] System comprising a backend (14) and a rail vehicle (2) according to claim 12, which has a data interface (12) for communication with the backend (14).

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