Method and device for influencing the friction between wheel and rail

Abstract

The invention relates to a method for influencing friction between wheel and rail, in which the application (1) of a friction influencing agent (2) to at least a first wheel (36) of a rail vehicle and / or at least one rail of a track (43) is triggered by means of at least a first friction influencing agent dispenser (3) of the rail vehicle depending on location information of the rail vehicle acquired by means of at least one locating device (6) of the rail vehicle.For efficient and environmentally friendly use of the friction control agent (2), it is proposed that the application (1) of the friction control agent (2) be triggered on the basis of comparisons (11) of the location information with infrastructure information depending on a track geometry, taking into account in particular a track curve length (b), depending on a track alignment, taking into account in particular a track gradient, and / or depending on the approach of the rail vehicle to an infrastructure to be protected from the friction control agent (2), wherein the amount of friction control agent (V) to be applied is adjusted depending on the consumption of the friction control agent.

Description

[0001] The invention relates to a method for influencing friction between wheel and rail, in which the application of a friction influencing agent to at least a first wheel of a rail vehicle and / or at least one rail of a track is triggered by means of at least a first friction influencing agent dispenser of the rail vehicle depending on location information of the rail vehicle acquired by means of at least one locating device of the rail vehicle.

[0002] For rail vehicles, friction or adhesion properties in the contacts between wheels and rails are crucial. On the one hand, wheel flanges must be lubricated to reduce disruptive running noise as well as wheel and rail wear. Reducing flange wear is particularly desirable, as it necessitates costly maintenance and repair measures that shorten wheel service life (reprofiling processes involving significant material removal from the wheels). To reduce flange wear, rail vehicles frequently employ flange lubrication systems. A friction-modifying agent (e.g., grease) is often dispensed via lubricant nozzles on the rail vehicle at a constant time interval, with the vehicle typically requiring movement to trigger a lubrication pulse.

[0003] On the other hand, the application of friction-influencing agents to the running surfaces of the wheels or into the contacts between the wheels and the rails is important in order to improve power transmission between the wheels and the rails, i.e., for example, to prevent wheel slippage or to reduce the energy consumption of the rail vehicle by reducing rolling friction, etc.

[0004] To optimize power transmission between the wheels and the rails, anti-slip and anti-skid devices are frequently used in rail vehicles, or friction-influencing means (such as...) are frequently incorporated into the contacts between the wheels and the rails. . sand etc.) was introduced.

[0005] Prior art EP 3 461 675 A1 describes a method and a device for vehicles by which time-dependent traction slip characteristics are generated and target slip values ​​are determined. The target slip values ​​are used in a vehicle control system.

[0006] Furthermore, EP 2 868 546 A1 is known, which describes a flange lubrication system for a railway vehicle. An image acquisition and evaluation device is provided for evaluating image information regarding a contact zone between a wheel flange flank and a railhead flank. Based on this evaluation, i.e., by assessing the distances between the wheel flange flank and the railhead flank, the application of a lubricant is time-controlled.

[0007] Furthermore, WO 2019 / 068561 A1 is known, which describes a flange lubrication device for a rail vehicle comprising a slidably mounted, extendable and retractable lubrication pin. The extension and retraction of the lubrication pin can be controlled, for example, based on location information of the rail vehicle along a track.

[0008] Furthermore, a method for applying liquid compositions to a rail system to reduce friction between wheel and rail is known from AU 2005 256 208 C1, wherein the application is controlled based on topological data.

[0009] The aforementioned approaches, in their known forms, have the disadvantage of high technical complexity (for example, due to the use of image acquisition devices) or a low level of detail in the location information used to control the flange lubrication device.

[0010] The invention is therefore based on the objective of providing a simple method that is further developed compared to the prior art and enables a particularly precise application of friction-influencing agents (e.g. lubricants, sand, etc.) to wheels and / or rails in terms of time and location, in line with demand and supply.

[0011] According to the invention, this problem is solved by a method of the type mentioned at the outset, in which the location-specific application of the friction control agent is triggered based on comparisons of location information with infrastructure information, which includes coordinates of starting points of track curves and / or coordinates of switch blades, depending on a track geometry, in particular taking into account a track curve length, depending on a track alignment, in particular taking into account a track gradient, and / or depending on an approach of the rail vehicle to infrastructure to be protected from the friction control agent, wherein the amount of friction control agent to be applied depends on a friction control agent consumption,where corresponding consumption information is generated during test runs or in the regular operation of the rail vehicle depending on specific track geometry characteristics of the line or the rail network.

[0012] This allows the application of the friction control agent to be adapted to the specific properties of a track, a route and / or the infrastructure, thereby reducing the consumption of the friction control agent.

[0013] With regard to the specific properties of a track, for example, the application impulse of the friction control agent is not set on the basis of a mere approach of the rail vehicle to a track curve that is not recorded in detail, but rather both the approach to the track curve and properties of the track curve (such as the track curve length) are taken into account for setting the application impulse.

[0014] However, the inventive method can be used not only to determine the properties of a track geometry, but also the alignment properties (such as e.g. . The inventive method takes into account and evaluates factors such as track gradient (incline or slope) and infrastructure characteristics (e.g., points, bridges, etc.). This allows for site-specific application of the friction modifier. Unnecessary soiling of the rail vehicle, the infrastructure, or its surroundings is avoided. Furthermore, depending on the type of friction modifier used (e.g., a lubricant or sand, etc.), the inventive method reduces wear on the wheels and / or rails, lowers noise emissions, reduces energy consumption, or improves the driving dynamics of the rail vehicle.

[0015] By adjusting the amount of friction modifier to be applied depending on the consumption of friction modifier, the amount of friction modifier to be applied can be reduced, for example, when the supply of friction modifier is low.

[0016] However, it is also possible to store target consumption values ​​of the friction control agent in the rail vehicle depending on certain track geometries, alignment characteristics or infrastructure characteristics and to retrieve these values ​​to adjust the application pulses of the friction control agent depending on current, correspondingly correlating location information and infrastructure information.

[0017] A favorable design is achieved when the amount of friction-inhibiting agent to be applied is adjusted by means of time-based staggering of application pulses with respect to the friction-inhibiting agent.

[0018] This measure makes it possible, for example, when a rail vehicle travels over a curve, not only to apply a flange lubrication pulse before the curve, but also, as needed, to apply additional flange lubrication pulses during the curve.

[0019] It can also be helpful to adjust the amount of friction modifier to be applied by setting the application pulse durations with respect to the friction modifier.

[0020] This allows for flexible adjustment of the amount of friction control agent to be applied to local conditions, whereby the application pulse durations can be set alternatively or additionally to their temporal staggering.

[0021] To ensure the friction modifier takes effect in a timely manner, it is helpful if at least one application pulse is triggered and the friction modifier is dispensed before the rail vehicle enters a section of track where the friction modifier is to be applied. This section of track could, for example, be a curve.

[0022] A particularly effective and efficient use of the friction control agent is achieved when the amount of friction control agent to be applied is adjusted depending on the track curve radii.

[0023] In this context, it can also be helpful if the application of the friction control agent is triggered on two opposite sides of the rail vehicle, with a smaller or larger amount of friction control agent being applied on the inside of a track curve than on the outside of a track curve.

[0024] This results in side-specific friction control and enables a reduction in the consumption of the friction control agent.

[0025] A favorable design is obtained if the application of the friction-influencing agent is triggered depending on a wheel-rail frictional connection.

[0026] This measure optimizes the power transmission between the wheels and the rails. For example, if a reduction in wheel-rail friction is detected, the amount of friction-modifying agent applied can be increased, thereby improving the wheel-rail friction.

[0027] If sufficient or increased wheel-rail friction is detected, the amount of friction-inhibiting agent to be applied can be reduced, or a friction-inhibiting agent that reduces wheel-rail friction can be applied.

[0028] To achieve a high level of driving safety, it is also advisable to couple the triggering of at least one application impulse of the friction control agent with the initiation of braking of the rail vehicle before or on a downhill section.

[0029] If, for example, a friction-influencing agent that increases the wheel-rail friction is used, this measure reduces or prevents the sliding phases of the wheels and achieves a reduction in the braking distance of the rail vehicle.

[0030] A favorable solution is achieved if at least a defined area of ​​the infrastructure is excluded from the application of the friction modifier.

[0031] This measure prevents contamination of these areas (e.g. switch tongues or sliding plates of switches, bridge sections, etc.) and any associated malfunctions or environmental pollution.

[0032] Onboard-based control or regulation of the friction influence between wheel and rail is realized when a computing device is connected to the at least first friction influence agent dispenser and to the at least one locating device via a signal conductor.

[0033] This enables the comparison of location information (e.g., the current position of the rail vehicle on a track) with infrastructure information (e.g., coordinates of starting points of track curves, track curve lengths, track curve radii, track gradients, coordinates of switch blades, track curves and / or track gradients, target consumption of the friction control agent, etc.) and allows location-specific application impulses regarding the friction control agent to be set and triggered.

[0034] An advantageous design is achieved if a radio connection is provided at least between the first friction control agent dispenser and the computing unit. This eliminates the need for cable connections. This is particularly helpful when the first friction control agent dispenser is located in or on the running gear of the rail vehicle and the computing unit is located in a car body of the rail vehicle.

[0035] To locate the rail vehicle, it is helpful if at least one tracking device is designed as part of a satellite-based tracking system.

[0036] However, it is also advantageous if at least one locating device is designed for receiving signals from stationary control or safety equipment or stationary locating systems.

[0037] In this context, for example, a first receiver can be provided for receiving signals from the satellite-based positioning system and a second receiver for receiving signals from balises, fixed radar systems, line or leakage waveguides, etc., thereby achieving redundancy.

[0038] Fig. 1 Figure 1 shows a first flowchart of an exemplary first embodiment of a method according to the invention for influencing friction between wheel and rail.

[0039] A release 1 of an exemplary in Fig. 4 The friction-influencing agent 2 shown, wherein in this exemplary first embodiment of a method according to the invention is a grease-based flange lubricant, is applied to the flanges of wheels of a rail vehicle by means of friction-influencing agent dispensers (in Fig. 4 (Examples of a first friction control device dispenser 3 and a second friction control device dispenser 4 are shown) is triggered depending on location information of the rail vehicle as well as depending on track geometry information of a route which the rail vehicle travels (triggering 5).

[0040] The location information is provided via an example in Fig. 3 The tracking device 6 shown, which has a first receiver 7 of a satellite-based tracking system on the roof of the rail vehicle, continuously records (tracking 9) and stores the vehicle position data in a computing device 10, which is also shown by way of example in Fig. 3 The data is displayed and processed. Continuous comparisons are made between the vehicle position data (11) and the route data stored in a database (12) of the computing unit (10), which are read from the database (12) for this purpose (13).

[0041] However, according to the invention it is also conceivable that certain route data (e.g. track curve radii r) are not read from the database 12, but are determined, for example, via a relationship between a lateral acceleration of the rail vehicle, a travel speed of the rail vehicle and a track curve radius r in the computing device 10.

[0042] The lateral acceleration is measured, for example, by means of a lateral acceleration sensor on the rail vehicle, and the travel speed is determined from a Fig. 3 The data bus 14 of the rail vehicle, shown as an example, was read out.

[0043] The track data is recorded in advance using test runs with a reference vehicle across a track network. This data includes track curve positions (especially the positions of curve entrances), track curve lengths b, and the track curve radii r (inner and outer curve radii) of a track or multiple tracks, or of the entire track network. The influence on friction is therefore calculated based on track geometry.

[0044] By means of a comparison 11, the distance between a current vehicle position of the rail vehicle and a track curve position of the next curve entrance is determined by means of difference formation.

[0045] If the distance falls below a defined distance limit, which depends on the trigger time of an application pulse with respect to the friction control agent 2 and on a latency time until the friction control is fully effective, which are determined empirically by means of the test runs, then the rail vehicle is considered to be entering a track curve 15, as exemplified in Fig. 4 is shown as detected (curve entry detection 16) and a needs assessment 17 regarding the friction control agent 2 is carried out.

[0046] In the requirement determination 17, a quantity of friction control agent V to be applied is determined on the basis of a track curve length b and the track curve radius r of the next track curve 15, which the rail vehicle approaches, using the following linear formula: V = C b r

[0047] The constant C is intended to compensate for the differences in units between the amount of friction control agent V, which is specified as volume, and the track curve length b and the track curve radius r in arc measure, as well as serving as a proportionality factor. It is determined empirically based on the consumption of friction control agent measured during the test runs, i.e., the actual amount of friction control agent 2 applied, via a parameterization of the formula.

[0048] The formation rule uses an inner curve radius and an outer curve radius for the track curve radius r, in order to provide a solution for both an inner track curve side 18, which is exemplified in Fig. 4 shown, as well as for a track curve outer side 19, which is also exemplified in Fig. 4 The diagram shows how to determine the required amount of friction modifier V. The amount of friction modifier V is therefore determined specifically for each side and applied to the wheel flanges.

[0049] After the demand determination 17, the dispensing pulse is triggered by a corresponding signal from the computer unit 10 to the friction control agent dispensers (trigger 5). The dispensing pulse is therefore triggered before the rail vehicle enters the track curve 15.

[0050] From the determined amount of friction control agent V and a predefined and constant impulse output quantity of the friction control agent 2 per application impulse, a total number of application impulses required for the track curve 15 is determined in the process step of determining requirements 17.

[0051] Based on this number, starting with the application pulse triggered before the rail vehicle enters track curve 15, application pulses are triggered and applied at equal time intervals until the rail vehicle exits the curve. The corresponding process steps of triggering 5 and applying 1 are therefore repeated according to the determined number of required application pulses.

[0052] The amount of friction-modifying agent V to be applied is therefore set by means of staggering the application pulses over time.

[0053] The time intervals are determined in the process step of determining requirements 17 from the number of required application pulses, a constant application pulse duration dependent on the pulse application quantity and on a friction control agent volume flow rate which depends on specified specification properties of the friction control agent dispensers, as well as from a curve travel time of the rail vehicle through the track curve 15.

[0054] The curve travel time is determined from the track curve length b and the travel speed of the rail vehicle, which is read from the data bus 14 of the rail vehicle, designed as a train bus.

[0055] However, according to the invention, it is also conceivable that the application pulse duration is not constant, but is, for example, set equal to the curve travel time, whereby only a single application pulse is triggered per track curve 15 and therefore no repetitions of the process steps of triggering 5 and application 1 are carried out. For this purpose, the friction control agent volume flow rate is adjustable via the computing device 10 and is determined in the process step of determining the demand 17 from the friction control agent quantity V and the application pulse duration or the curve travel time.

[0056] The amount of friction modifier V to be applied is further determined depending on, for example, a parameter specified in advance at the friction modifier dispensers or an example in the Fig. 3 und Fig. 4 The first container 20, as shown, is set to the measured friction control fluid consumption. Corresponding consumption information, which is generated, for example, during test runs or in regular operation of the rail vehicle depending on specific track geometry properties of the line or the rail network (e.g., depending on the track curve lengths b and the track curve radii r), is assigned to the respective track geometry properties based on track positions, read into database 12, and read out by means of the readout process 13 preceding the demand determination 17. In the demand determination step 17, the amount of friction control fluid V is consequently set to a friction control fluid consumption that correlates with the next track curve 15 to which the rail vehicle is approaching, i.e., that is, that this track curve 15 is assigned to it via position data in database 12.

[0057] In Fig. 2 A second flowchart of an exemplary second embodiment of a method according to the invention for a rail vehicle is shown, in which friction control between wheel and rail is carried out taking into account track information relating to gradients and infrastructure information relating to positions of switch blades.

[0058] Based on the route information and the infrastructure information, a discharge 1 of a friction control agent 2 is triggered, taking into account information relating to a determined wheel-rail frictional contact.

[0059] In contrast to that example in Fig. 4 The friction-influencing agent 2 shown is sand for this exemplary second embodiment of a method according to the invention. However, according to the invention, it is also conceivable to use other means for influencing friction (e.g., metallic granules, adhesives or oils, lubricating pastes, etc.), which, depending on requirements and selection, enable an increase or a decrease in the wheel-rail frictional engagement.

[0060] The application 1 of the friction control agent 2 into contacts between wheels of the rail vehicle and rails by means of a friction control agent dispenser is triggered depending on location information of the rail vehicle on a track.

[0061] This location information is provided via an example in Fig. 3 The locating device 6 shown, which receives signals from stationary, trackside balises 22 ( Fig. 3 shows an exemplary balise 22) receives, detects (location 9).

[0062] From the signals of the balises 22, from a travel speed of the rail vehicle, which is based on an example in Fig. 3 The data bus 14 of the rail vehicle is read out, as well as data from a running time, in an exemplary manner in Fig. 3 The computer unit 10 of the rail vehicle continuously generates vehicle position data.

[0063] In the computer unit 10, comparisons 11 of the vehicle position data are continuously made with route data stored in a database 12 of the computer unit 10 and read out by means of readout processes 13. The route data is recorded in advance by means of measurement runs with a reference vehicle over a route network. It includes information regarding the track alignment (track gradients) and regarding infrastructure (positions of switch points).

[0064] By means of a comparison (11), the distance between the current position of the rail vehicle and the start of the next downhill section of the track, which the rail vehicle is approaching, is determined by calculating the difference. The next downhill section is detected based on the track gradient information from the track data, which has negative values ​​(i.e., values ​​less than 0) for downhill sections.

[0065] Furthermore, the difference calculation determines the second distance between the current vehicle position and the next switch blade that the rail vehicle is approaching.

[0066] According to the invention, it is possible that the infrastructure information to include not only position information about switch blades, but also, for example, positions of sliding plates, sliding chairs or tongue rolling devices of switches, bridges or control and safety equipment, etc.

[0067] If the initial distance falls below a defined first distance threshold, the approach of the rail vehicle to the gradient section is deemed detected (track gradient detection 23), and simultaneously with the initiation of braking 24 of the rail vehicle, a dispensing pulse of the friction-influencing agent 2 is triggered (trigger 5). Immediately thereafter, the friction-influencing agent 2 is dispensed via the friction-influencing agent dispenser into the contacts between the wheels and the rails (dispensing 1). According to the invention, it is also conceivable that the first distance threshold is varied randomly in order to prevent an accumulation of the friction-influencing agent 2 at certain points.

[0068] If necessary, further application pulses of the friction control agent 2 are triggered after the rail vehicle enters the gradient section, as long as the braking 24 of the rail vehicle is carried out.

[0069] The triggering of dispensing pulses 5 is thus coupled before or on a downhill section with the initiation of braking 24 or with the braking 24 of the rail vehicle, for which the computing device 10 is equipped with an exemplary in Fig. 3 is connected to the brake control unit 25 of the rail vehicle shown.

[0070] If the second distance falls below a defined second distance limit, an approach of the rail vehicle to a switch blade, i.e., infrastructure to be protected from the friction control agent 2, is deemed detected (infrastructure detection 26). The switch blade, i.e., a defined area of ​​the infrastructure, is thus excluded from the application 1 of the friction control agent 2. Either no application pulse is triggered with respect to the friction control agent 2, or an already active application 1 is interrupted (prevention 27) until the rail vehicle has passed the switch blade. For this purpose, a switch blade length, which also takes a tolerance distance into account, is stored in database 12 and assigned to a position of the switch blade in the track data.

[0071] According to the invention, it is possible that the infrastructure detection 26 and thus the prevention 27 of the triggering 5 of application pulses is also carried out independently of the track inclination detection 23, or, for example, as a process step in that exemplary first embodiment of an inventive method for influencing friction, which is described in Fig. 1 shown, with a curve entry detection 16 according to Fig. 1 is coupled.

[0072] The application of friction modifier 2 is triggered depending on the wheel-rail frictional contact. The required quantity of friction modifier V is determined as a function of the wheel-rail frictional contact (demand determination 17). The wheel-rail frictional contact is determined from the travel speeds, wheel circumferential speeds, drive and braking forces, and wheel contact forces of the rail vehicle using an Extended Creep Force (ECF) model, which is implemented in the computing unit 10 and is known from the prior art (frictional contact determination 28).

[0073] The amount of friction-influencing agent V is, in contrast to that exemplary first embodiment of a method according to the invention, which is described in Fig. 1 As shown, the friction control agent quantity V is determined via a linear function from the determined wheel-rail friction coefficient and a proportionality factor, whereby the determined wheel-rail friction coefficient is inserted into a denominator of this function, whereby the friction control agent quantity V increases with decreasing wheel-rail friction coefficient.

[0074] If a friction control agent 2 is used which is intended to reduce the wheel-rail frictional contact, the wheel-rail frictional contact determined by means of the ECF model is inserted into a numerator of the function for determining the amount of friction control agent V, whereby the amount of friction control agent V increases with increasing wheel-rail frictional contact.

[0075] Fig. 3 shows a side view of a section of an exemplary rail vehicle with an exemplary embodiment of a device according to the invention for influencing friction.

[0076] The device is provided on board the rail vehicle and comprises a computing unit 10 in a car body 29 of the rail vehicle, which is connected in a signal-conducting manner to a first friction control agent dispenser 3 and a second friction control agent dispenser 4 as well as to a locating device 6.

[0077] The first friction control agent dispenser 3 and the second friction control agent dispenser 4 are connected to a chassis frame 30 of a chassis 31 of the rail vehicle, which is coupled to the car body 29.

[0078] The first friction modulator dispenser 3 is designed as an electronic flange lubrication nozzle and is powered by a battery. A radio link is provided between the first friction modulator dispenser 3 and the computing unit 10 for signal transmission. Therefore, a first antenna 32 is provided on the first friction modulator dispenser 3, and a second antenna 33 is provided on the computing unit 10.

[0079] However, according to the invention it is also possible to provide a cable connection between the first friction influence agent dispenser 3 and the computing device 10.

[0080] By means of the first friction-influencing agent dispenser 3, a flange lubricant is applied to a first flange 34 of a first wheel 36 of the chassis 31 according to a procedure related to Fig. 1 The first exemplary embodiment of a friction control method according to the invention is described. The first friction control agent dispenser 3 is therefore arranged in the immediate vicinity of the first wheel flange 34.

[0081] The first friction modifier dispenser 3 is supplied with flange lubricant via a first container 20, which is located in the car body 29.

[0082] The second friction-influencing agent dispenser 4 is designed as an electronic sanding tube. A first cable 38 is provided between the second friction-influencing agent dispenser 4 and the computing unit 10 for signal transmission and for supplying the second friction-influencing agent dispenser 4 with electricity.

[0083] By means of the second friction-influencing agent dispenser 4, sand is introduced into a contact between the first wheel 36 and a rail of a track 43 on which the rail vehicle travels, according to a procedure related to Fig. 2 The second exemplary embodiment of a friction control method according to the invention is described. The second friction control agent dispenser 4 is therefore arranged in the immediate vicinity of the contact between the first wheel 36 and the rail.

[0084] The second friction modifier dispenser 4 is supplied with sand via a second container 21, which is located in the car body 29.

[0085] The computer unit 10, which is supplied with electricity via the vehicle's on-board power supply and in turn supplies electricity to the second friction control agent dispenser 4 and the locating device 6, contains a database 12 with route data (track geometry, alignment and infrastructure data, etc.) for carrying out the procedures according to Fig. 1 und Fig. 2 planned.

[0086] The computing unit 10 is further connected via a second cable 39 to a data bus 14 of the rail vehicle, which is configured as a train bus. Parameters (e.g., the speed of the rail vehicle) for carrying out the friction control procedures according to are transmitted from the data bus 14. Fig. 1 und Fig. 2 read out which are processed in computer unit 10.

[0087] The computing direction 10 is connected via the data bus 14 and a third cable 40 to a first receiver 7 of a satellite-based positioning system, which is designed as a Global Positioning System (GPS).

[0088] The computing direction 10 is coupled via the data bus 14 and a fourth cable 41 to a second receiver 8, which is designed for receiving signals from stationary balises 22 in track 43.

[0089] The first receiver 7 and the second receiver 8 are parts of the tracking device 6 and are used to form

[0090] Vehicle position information, i.e., location information of the rail vehicle, which is provided for carrying out the procedures according to Fig. 1 und Fig. 2 together with the route data in computer unit 10.

[0091] To couple the friction influence with braking 24 of the rail vehicle according to the procedure according to Fig. 2 A brake control unit 25 located in the car body 29 is connected to the computing unit 10 via a fifth cable 42.

[0092] In Fig. 4 Figure 1 shows a plan view of a section of an exemplary chassis 31 of a rail vehicle which rolls on a track 43, wherein a friction influence according to the invention between wheels and rails according to an exemplary first embodiment of a method according to the invention. Fig. 1 is carried out.

[0093] The chassis 31 has a wheelset 44 with a first wheel 36 and a second wheel 37. The wheelset 44 is coupled to a chassis frame 30. A first friction control fluid dispenser 3 and a second friction control fluid dispenser 4, designed as electronic flange lubricant nozzles, are arranged on the chassis frame 30.

[0094] However, according to the invention it is also conceivable that the first friction control agent dispenser 3 and the second friction control agent dispenser 4 are provided, for example, on wheelset bearing housings of the chassis 31.

[0095] A grease-based friction modifier 2, designed as a flange lubricant, is applied to a first flange 34 of the first wheel 36 and a second flange 35 of the second wheel 37 via the first friction modifier dispenser 3 and the second friction modifier dispenser 4. The first friction modifier dispenser 3 and the second friction modifier dispenser 4 are supplied with the friction modifier 2 via a first container 20, which is connected to the chassis frame 30.

[0096] The first friction modifier dispenser 3 and the second friction modifier dispenser 4 are located in Fig. 4 Cable connections not shown, with an example in Fig. 3 The computer system 10 shown is connected. The computer system 10 records the times and locations of events related to Fig. 1 The described triggering of application pulses 5 with respect to the friction control agent 2 is determined based on vehicle positions and route data. For this purpose, the computing device 10 is equipped with a similarly exemplary unit. Fig. 3 connected to the tracking device 6 of the rail vehicle shown.

[0097] A first application pulse 45 of the friction control agent 2 is triggered at a first vehicle position 47 on a straight section 49 before the rail vehicle enters a track curve 15, a second application pulse 46 at a future second vehicle position 48 in the track curve 15, i.e., during the rail vehicle's negotiation of the curve. A substance to be applied, according to the procedure according to Fig. 1 The determined amount of friction-inhibiting agent V is therefore adjusted by means of time-staggered application pulses.

[0098] One related to Fig. 1 The described application 1 of the friction modifier 2 is triggered on two opposite sides of the wheelset 44 of the rail vehicle. On the inside of a track curve 18, a larger quantity of friction modifier V is applied to the first wheel 36 by means of the first friction modifier dispenser 3 than is applied to the second wheel 37 on the outside of a track curve 19 by means of the second friction modifier dispenser 4.

[0099] If the friction influencing agent 2 is to be used to increase the wheel-rail frictional contact, it is also conceivable according to the invention to use, for example, sand as the friction influencing agent 2. List of designations

[0100] 1 Dispensing 2 Friction-influencing agent 3 First friction-influencing agent dispenser 4 Second friction-influencing agent dispenser 5 Triggering 6 Locating device 7 First receiver 8 Second receiver 9 Locating 10 Computing device 11 Comparison 12 Database 13 Readout process 14 Data bus 15 Track curve 16 Curve entry detection 17 Demand determination 18 Inside of track curve 19 Outside of track curve 20 First reservoir 21 Second reservoir 22 Balise 23 Track inclination detection 24 Braking 25 Brake control unit 26 Infrastructure detection 27 Prevention 28 Traction determination 29 Car body 30 Chassis frame 31 Chassis 32 First antenna 33 Second antenna 34 First wheel flange 35 Second wheel flange 36 First wheel 37 Second wheel 38 First cable 39 Second cable 40 Third cable 41 Fourth cable 42 Fifth cable 43 Track 44 Wheelset 45 First application pulse 46 Second application pulse 47 First vehicle position 48 Second vehicle position 49 Straight r = track curve radius, b = track curve length, V = amount of friction modifier, C = constant

Claims

1. Method for influencing the friction between wheel and rail, in which an application of a friction influencing medium onto at least one first wheel of a rail vehicle and / or at least one rail of a track is triggered by means of at least one first friction influencing medium dispenser of the rail vehicle as a function of rail vehicle location information detected by means of at least one locating facility of the rail vehicle, wherein the location-specific application (1) of the friction influencing medium (2) is triggered on the basis of comparing (11) the location information with infrastructure information, which comprises coordinates of starting points of track curves (15) and / or coordinates of point blades, as a function of a track geometry, wherein, in particular, a length of track curve (b) is taken into account, as a function of a location of the line, wherein, in particular a track inclination is taken into account, and / or as a function of an approach of the rail vehicle towards an item of infrastructure that is to be protected from the friction influencing medium (2), wherein the quantity (V) of friction influencing medium to be applied is set as a function of a consumption of friction influencing medium, wherein corresponding consumption information is formed during measurement runs or during regular operation of the rail vehicle as a function of specific track geometry properties of the route or route network.

2. Method according to claim 1, wherein a quantity (V) of friction influencing medium to be applied is set by means of temporal staggering of application prompts relating to the friction influencing medium (2).

3. Method according to claim 1 or 2, wherein the quantity (V) of friction influencing medium to be applied is set by means of adjusting application prompt durations relating to the friction influencing medium (2).

4. Method according to one of claims 1 to 3, wherein at least one application prompt relating to the friction influencing medium (2) is triggered and the friction influencing medium (2) is applied before the rail vehicle traverses a route section, in which the friction influencing medium (2) is to be applied.

5. Method according to one of claims 1 to 4, wherein the quantity (V) of friction influencing medium to be applied is set as a function of track curve radii (r).

6. Method according to claim 5, wherein the application (1) of the friction influencing medium (2) is triggered on two opposite sides of the rail vehicle, wherein a lesser or greater quantity (V) of friction influencing medium is applied on a track curve inner side (18) than a track curve outer side (19).

7. Method according to one of claims 1 to 6, wherein the application (1) of the friction influencing medium (2) is triggered as a function of an instance of frictional contact between the wheel and rail.

8. Method according to claim 7, wherein a triggering (5) of at least one application prompt relating to the friction influencing medium (2) is coupled with an initiation of a braking (24) of the rail vehicle before or on an incline.

9. Method according to one of claims 1 to 8, wherein at least one defined region of the infrastructure is excluded from the application (1) of the friction influencing medium (2).

10. Apparatus for influencing the friction between wheel and rail, which is provided on board the rail vehicle and by means of which a method according to one of claims 1 to 9 is carried out, wherein a computer facility (10) is connected in terms of signalling to the at least first friction influencing medium dispenser (3) and to the at least one locating facility (6).

11. Apparatus according to claim 10, wherein a radio connection is provided between at least the first friction influencing medium dispenser (3) and the computer facility (10).

12. Apparatus according to claim 10 or 11, wherein the at least one locating facility (6) is designed as part of a satellite-based locating system.

13. Apparatus according to one of claims 10 to 12, wherein the at least one locating facility (6) is designed to receive signals from fixed control- or safety-related facilities or fixed locating systems.

14. Rail vehicle with an apparatus according to one of claims 10 to 13.

Images