Fill level monitoring

Abstract

The invention relates to a method and to an assembly for monitoring the fill level of a sand container (SB1) in a sanding system of a rail vehicle (SFZ). The sanding system comprises a sand container (SB1), a sand-conveying system (SFS1), and a pipe (RL), wherein the sand container (SB1) is connected to the pipe (RL) via the sand-conveying system (SFS1). The sand-conveying system (SFS1) can be controlled with a compressed air pulse (STSIG) in such a way that, with each compressed air pulse, a previously known quantity of sand is extracted from the sand container (SB1) and is delivered in the form of a sand / compressed air mixture (SA) via the pipe (RL) into a wheel / rail gap (RSSP) of the rail vehicle (SFZ). A control system (LT) of the rail vehicle (SFZ) is designed to * determine the number (n) of compressed air pulses (STSIG) used for operation, * determine the quantity of sand applied by means of the number (n) of compressed air pulses (STSIG), and * determine the current sand fill level of the sand container (SB1) based on a previously known sand fill level of the sand container (SB1) and the quantity of sand applied.

Description

[0001] Description

[0002] Level monitoring

[0003] The invention relates to a method and an arrangement for monitoring the fill level of a sand container of a sanding system of a rail vehicle.

[0004] It is known that sanding a rail vehicle can be carried out using a sanding system to improve the wheel-rail friction. The sanding system introduces small amounts of sand into the wheel-rail gap in front of a wheel of the rail vehicle as needed, e.g., when braking or starting. This increases the wheel-rail friction coefficient, allowing the rail vehicle to transmit a higher driving or braking force to the rail.

[0005] The sanding system is a critical operational facility. If it is malfunctioning or out of order, it can result in the rail vehicle's journey being interrupted in certain situations, such as icy tracks or when climbing a hill.

[0006] The sanding system is also a safety-relevant device, as it significantly reduces the required braking distance in emergency situations, for example during heavy braking.

[0007] Therefore, the sanding system must be highly available and highly reliable, which is ensured by regular maintenance and testing of the sanding system on the rail vehicle. During maintenance, the sanding system is filled with sand, with operating personnel checking the sand level in the sand container through a viewing window.

[0008] At the start of a journey, the sanding system is checked for proper functioning with the assistance of operating personnel. An assessment is also made as to whether the amount of sand indicated in the inspection window is sufficient for the upcoming use of the rail vehicle. If necessary, the sanding system's sand container is filled.

[0009] This procedure depends on the care of the operating personnel and is therefore prone to errors.

[0010] Since rail vehicles are often deployed spontaneously and without long-term planning, it is difficult for operating personnel to assess in practice whether the available amount of sand is sufficient to carry out spontaneous operations. Therefore, sand is often replenished preventively, even when it is not yet necessary.

[0011] It is therefore the object of the present invention to provide an improved method and a suitable arrangement for monitoring the fill level of a sand container of a rail vehicle sanding system.

[0012] This problem is solved by the features of patent claims 1 and 5. Advantageous further developments are specified in the dependent patent claims.

[0013] The invention relates to a method and a system for monitoring the fill level of a sand container of a sanding system of a rail vehicle. The sanding system is arranged in a rail vehicle and comprises a sand container, a sand conveying system, and a pipeline. The sand container is connected to the pipeline via the sand conveying system.

[0014] The sand conveying system can be controlled with a compressed air pulse in such a way that a predetermined amount of sand is taken from the sand container with each compressed air pulse and is conveyed in the form of a sand-compressed air mixture via the pipeline into a wheel-rail gap of the rail vehicle.

[0015] According to the invention, a control system of the rail vehicle is used to

[0016] - to determine the number of compressed air pulses used for control,

[0017] - to determine the quantity of sand applied by the number of compressed air pulses, and

[0018] - to determine the current sand level of the sand container based on a previously known sand level in the sand container and the amount of sand applied.

[0019] In a preferred further development, the control technology is connected to a control system of the rail vehicle, which generates the compressed air pulses for the sand conveying system based on a request.

[0020] In a preferred further development, the control system is connected to a control unit of the rail vehicle, whereby the control unit displays to a driver:

[0021] - a still available amount of sand and / or the current filling level of the sand container, and / or

[0022] - the remaining range of the rail vehicle, taking into account the current sand level. In a preferred further development, the control system is connected to a fixed control center in order to document and display the current sand level.

[0023] The present invention provides for automatic and autonomous monitoring of the fill level of a sand container in a sanding system of a rail vehicle.

[0024] The present invention is easy to implement.

[0025] The present invention can be retrofitted to existing vehicles with little effort and at low cost.

[0026] The present invention is also applicable or feasible in an autonomously operated rail vehicle without a driver.

[0027] The present invention reduces maintenance costs and reduces or eliminates the previously required time-consuming visual inspections of rail vehicles.

[0028] The present invention reduces the time required for upgrading the rail vehicle.

[0029] The present invention enables land-based monitoring that can be carried out on the rail vehicles without additional hardware costs.

[0030] The present invention also makes it possible to detect malfunctions in sanding systems by detecting reduced or increased sand discharge during operation. The present invention eliminates the previously required viewing windows on the sand tank. This allows for cost-effective production and design of the sand tank.

[0031] The present invention enables the documentation of detected faults in the sanding system, which is preferably carried out by means of data transmission from the rail vehicle to a fixed control point referred to as landside.

[0032] This makes it possible to inform maintenance depots about the fill level of a sand tank on an assigned rail vehicle during ongoing operations. This allows maintenance activities to be planned better and more effectively.

[0033] The present invention makes it possible to predict and indicate the empty state of a sand container in a timely manner. This reduces costs for the operation and maintenance of the rail vehicle.

[0034] The invention is explained in more detail below with the aid of a drawing. It shows:

[0035] FIG 1 shows an exemplary embodiment of the invention,

[0036] FIG 2 with reference to FIG 1 shows a course of a control of a valve, and

[0037] FIG 3 with reference to FIG 1 and FIG 2 an associated flow chart.

[0038] FIG. 1 shows an exemplary implementation of an inventive monitoring system for the fill level of a sand container in a sanding system of a rail vehicle. For a first direction of travel FR1 of the rail vehicle SFZ, sand SA is conveyed from a first sand container SB1 by means of compressed air via a first sand conveying system SFS1 and, as a sand-compressed air mixture SA, reaches a wheel-rail gap RSSP via a pipeline in front of the wheels of a driven first axle A1.

[0039] For a second direction of travel FR2 of the rail vehicle SFZ, sand SA is conveyed from a second sand container SB2 by means of compressed air via a second sand conveying system SFS2 and reaches a wheel-rail gap RSSP as a sand-compressed air mixture SA via a pipe RL in front of the wheels of a driven second axle A2.

[0040] The compressed air is blown, for example, into an outlet area of ​​the sand container SB1, SB2 or into the respective sand conveying system SFS1, SFS2 and mixes there with a defined quantity of sand.

[0041] The compressed air required to convey the sand SA and to spread the sand into the wheel-rail gap RSSP is provided by a compressed air supply DVS.

[0042] The compressed air supply DVS is connected to both sand tanks SB1 and SB2 via a shut-off valve ABI and the respective compressed air lines. The shut-off valve ABI ensures that the sanding system can be manually disconnected from the compressed air system in the event of leaks or malfunctions.

[0043] The selection of sanding via the first sand container SB1 or via the second sand container SB2 is carried out with the help of electro-pneumatic valves EPI, EP2, which ensure the optional compressed air supply from one of the two sand containers SB1, SB2 or from one of the two sand conveying systems SFS1, SFS2.

[0044] For this purpose, a first valve EPI is connected between the compressed air supply DVS and the first sand conveying system SFS1, while a second valve EP2 is connected between the compressed air supply DVS and the second sand conveying system SFS2.

[0045] If sanding is to be carried out via the first sand container SB1 for the first direction of travel FR1, the first valve EPI is opened and the second valve EP2 is closed. This allows compressed air to flow from the compressed air supply DVS to the first sand conveying system SFS1.

[0046] If sanding is to be carried out via the second sand tank SB2 for the second direction of travel FR2, the second valve EP2 is opened and the first valve EPI is closed. This allows compressed air to flow from the compressed air supply DVS to the second sand conveying system SFS2.

[0047] The two valves EPI, EP2 are controlled via signals STS IG of a control ST depending on the direction of travel FR1, FR2.

[0048] The sand is released using signal pulses from the STS IG signals, which are generated by the ST control unit.

[0049] To control the amount of sand discharged, vehicle parameters FPAR are fed to the ST control unit, such as vehicle speed v and the desired direction of travel FR1, FR2. Sand discharge triggered by the ST control unit is initiated via a sanding request ANF, which acts on the ST control unit.

[0050] The sanding request ANF is triggered manually by a vehicle driver, automatically by a drive / brake system of the rail vehicle or by other systems of the rail vehicle.

[0051] The control ST generates the control commands STS IG for the two valves EPI , EP2 based on the request ANF, the vehicle speed v and the direction of travel FR1 , FR2 .

[0052] The control system ST can be fully or partially integrated into the control system LT of the vehicle.

[0053] The STS IG control commands are designed as pulses and are variable. Based on the system design described above, the STS IG control commands remove a corresponding amount of sand from the sand containers SB1 and SB2 and introduce it into the wheel-rail gap RSSP in a predetermined amount at predetermined time intervals.

[0054] The quantity of sand applied can be determined using the pulse-shaped, variable control commands STS IG. This is described in detail below using FIG. 2.

[0055] The control system ST is connected to a control system LT of the rail vehicle SFZ, which is intended or used to control the rail vehicle SFZ.

[0056] The LT control system stores a last refilling process for the sand containers SB1 and SB2 (e.g., in the form of a date). Using the LT control system, sand consumption is calculated as described below, and a prediction is made regarding the remaining operating time or remaining range of the rail vehicle based on the fill level of the sand containers SB1 and SB2 of the sanding system.

[0057] The control system LT is connected to a control unit BE of the rail vehicle SFZ.

[0058] Using the BE control unit, a driver is shown a display

[0059] - the amount of sand still available or the fill level of the sand containers SB1, SB2, or

[0060] - an indication of the remaining range or the remaining operating time of the rail vehicle SFZ.

[0061] The BE control unit also enables the input of the last filling process, which is used by the LT control system.

[0062] The control system LT is connected to a fixed control or control center LS, known as the landside.

[0063] There, the sand fill level of a predetermined rail vehicle or sand fill levels for rail vehicles in a fleet are collected, documented and, if necessary, displayed.

[0064] This allows for coordinated sand refilling onshore as part of a maintenance routine, or for optimized planning of emergency operations based on current sand levels. Accordingly, information regarding sand refilling is input via the LS control center, which is then transmitted to an assigned rail vehicle.

[0065] FIG 2 shows, with reference to FIG 1, a control of one of the two valves EP1, EP2, while FIG 3 shows, with reference to FIG 1 and FIG 2, details of the invention in a flow diagram.

[0066] The control shows a control signal STS IG of the valve with several pulses 1 to n plotted over time t.

[0067] The pulses 1 to n have a time duration t p and together described a sanding process of the time duration t s .

[0068] The pulses have two states: "on" and "off". During the "on" state, compressed air-assisted sand conveying and sand discharge takes place, while in the "off" state, this does not occur.

[0069] A defined quantity m of sand is applied per pulse. The design of the sanding system ensures that the applied quantity m is proportional to the duration of the pulses.

[0070] Two consecutive pulses have a defined time interval of time t± .

[0071] The ratio of the time periods of t P to t± is adjustable, so that a quantity m of sand applied per unit of time can be influenced and is known in advance. In a first step S1, a calculation of the used or applied sand quantity M EP carried out with the help of the LT control system.

[0072] The amount of sand M EP of sand applied per sanding process t sdepends on:

[0073] - the duration of the respective sanding process t s

[0074] - the ratio of the time periods of t P to t± ,

[0075] - an average amount of m of sand applied per

[0076] Time unit for continuous control without pulses, determined with a unit of g / s.

[0077] This gives the amount of sand M EPv which has been consumed since the last filling of the associated sand container SBv at a valve EPv (with v=l,2,etc., ie v denotes a number of valves on the sand container in question): with : n ges as the total number of sanding operations on the valve EPv, t sk as the duration of the sanding process on this valve.

[0078] If exactly one valve EPv is attached to each sand container SBv, the amount of sand M EPv the consumption of the sand container SBv.

[0079] This is assumed for the procedure described here.

[0080] If this is not the case on a rail vehicle under consideration and several valves are assigned to a sand container there, the number of the respective valves must be taken into account accordingly for the calculation.

[0081] The total amount M ges The sand consumption per rail vehicle is then calculated from the sum of the sand quantities across all valves: with z EP as the total number of valves on the vehicle's sanding system.

[0082] In a second step S2, a calculation of the remaining amount of sand is carried out.

[0083] From the calculated consumption M EPv and M ges The control system LT calculates the remaining quantities R E p v of sand per sand container SBv is calculated, as well as a total residual quantity R ges of the vehicle .

[0084] For this purpose, the control system LT has stored the maximum filling quantities or the maximum filling levels per sand container SBv.

[0085] From the differences in the maximum filling quantities per container M max and the calculated consumption M EP the remaining quantities R are calculated E p v and R ges or the corresponding fill levels are calculated.

[0086] In a third step S3, a prediction for the remaining operating distance is determined or calculated. Based on the calculated fill levels of the sand containers and a previously known average consumption d per kilometer traveled since the last filling of the sand containers, a prediction is calculated as to how many kilometers the sand will still be sufficient for.

[0087] This is calculated per sand container SBv or per sand valve EPv as follows:

[0088] First, the average consumption per valve is calculated as follows: with w zur as the distance traveled by the rail vehicle since the last sand refill.

[0089] If the average consumption falls below w zur an adjustable minimum value, e.g. 100 km, no calculation of the EPv In this case, an adjustable flat rate is assumed, for example, an average value before the last refill.

[0090] The expected remaining distance s RestEPv of the respective sand container SBv at the valve EPv is calculated as follows:

[0091] In order to take into account different types of use of the vehicle during the (e.g. changes of direction and associated switching of the sand system), in addition to the remaining distances s RestEP of the individual sand containers SB also calculates a remaining distance for the average consumption of the entire vehicle:

[0092] _ Rges RestGes ~ "3 ages with ( analogous to d EPv calculated ) .

[0093] In a fourth step S4, a warning is generated and transmitted.

[0094] If the remaining quantities fall below R Epv , R ges or the remaining distances s RestEPv / s RestGes adjustable threshold values ​​, the control system LT generates a warning and sends this via a radio connection to the control center LS , where it is made available to maintenance personnel .

[0095] In addition or optionally, the warning is displayed on the BE control unit of the rail vehicle.

[0096] In a fifth step S5, the calculated values ​​are displayed and transmitted.

[0097] The quantities of sand used M EPv and M ges and the remaining quantities R EPv and R gesare transmitted as values ​​from the control system LT via a suitable remote connection to the control center LS, which stores this information for all rail vehicles and makes it available to the maintenance personnel.

[0098] Additionally or optionally, the values ​​are displayed on the rail vehicle's control unit (BE). In a sixth step (S6), weather forecasts and route topologies are taken into account.

[0099] The amount of sand used will regularly depend on the weather and the topology of the route. The LS control center therefore optionally uses additional information to improve the accuracy of the values.

[0100] To calculate improved remaining operating distances and improved remaining sand quantities, the LS control center automatically considers available weather forecasts for the route to be traveled. In poor weather conditions, higher sand consumption is to be expected, which is taken into account in the calculation by an appropriately selected factor.

[0101] The route topology of the route to be traveled is also taken into account using a suitably selected factor. The calculation of the improved remaining distance sVerbRestEPvper valve is then carried out using: VerbRestEPv RestEPv * ^-Weather * ^-Route

[0102] Where ^-weather is a factor that depends on the weather forecast for the planned route, and ^-route is a factor that depends on the route topology.

[0103] The improved value for s RestGes is calculated in an analogous manner.

[0104] The improved values ​​for the remaining operating distances are stored in the LS control center and made available to maintenance personnel. The warning described in step S4 is calculated by the LS control center based on the improved values.

[0105] Additionally or optionally, the improved remaining operating distance or residual sand quantities calculated in this way are made available to the vehicle via the remote connection for display on the BE control unit.

[0106] In a seventh step S7, information is entered regarding a sand refill that has been carried out.

[0107] If the sand containers are refilled, the maintenance personnel enters this information into the LT control system via the BE control unit on the vehicle.

[0108] Alternatively or in addition, this information is entered and stored onshore. It is then made available to the vehicle by the onshore control center (LS) via the remote connection.

[0109] If the control system LT and the control center LS receive this information, they reset all calculated values ​​accordingly and start the calculations again according to steps S3, S4 and S6.

[0110] The information about the filling process can be entered either per sand container or as a flat rate for the entire vehicle.

[0111] Alternatively or in addition, when refilling the sand containers, it is checked whether the remaining sand quantities in the containers SBv correspond to the pre-calculated quantities R p v to a plausible extent. If they deviate significantly in individual sand containers, this indicates a malfunction in the sanding system.

Claims

Patent claims 1. Arrangement for level monitoring of a sand container of a sanding plant, - with a sanding system arranged in a rail vehicle and comprising a sand container (SB1), a sand conveying system (SFS1) and a pipeline (RL), - in which the sand container (SB1) is connected to the pipeline (RL) via the sand conveying system (SFS1), - in which the sand conveying system (SFS1) can be controlled by a compressed air pulse (STSIG) in such a way that a predetermined quantity of sand is taken from the sand container (SB1) per compressed air pulse and is conveyed in the form of a sand-compressed air mixture (SA) via the pipeline (RL) into a wheel-rail gap (RSSP) of the rail vehicle (SFZ), characterized in that - that a control system (LT) of the rail vehicle (SFZ) is designed to - to determine the number (n) of compressed air pulses (STSIG) used for control, - to determine the quantity of sand applied by the number (n) of compressed air pulses (STSIG), and - to determine the current sand level of the sand container based on a previously known sand level in the sand container (SB1) and the quantity of sand applied.

2. Arrangement according to claim 1, wherein the control system (LT) is connected to a controller (ST) which generates the compressed air pulses for the sand conveying system (SFS1) based on a request.

3. Arrangement according to claim 1, in which the control system (LT) is connected to an operating unit (BE) of the rail vehicle SFZ, wherein the operating unit (BE) displays to a vehicle driver: - a still available amount of sand and / or the current filling level of the sand container (SB1), and / or - the remaining range of the rail vehicle (SFZ) in view of the current sand filling level.

4. Arrangement according to claim 1, in which the control system (LT) is connected to a fixed control center (LS) in order to document or display the current sand level there.

5. Method for monitoring the level of a sand container in a sanding plant, - in which the method is applied in an arrangement according to one of claims 1 to 4, - wherein the arrangement comprises a sanding system of a rail vehicle, a sand container (SB1), a sand conveying system (SFS1) and a pipeline (RL), and wherein the sand container (SB1) is connected to the pipeline (RL) via the sand conveying system (SFS1), - in which the sand conveying system (SFS1) is controlled by a compressed air pulse (STSIG) in such a way that a previously known quantity of sand is taken from the sand container (SB1) per compressed air pulse and is conveyed in the form of a sand-compressed air mixture (SA) via the pipeline (RL) into a wheel-rail gap (RSSP) of the rail vehicle (SFZ), characterized in that a control system (LT) of the Rail vehicle (SFZ) is used to - to determine the number (n) of compressed air pulses (STSIG) used for control, - to determine the quantity of sand applied by the number (n) of compressed air pulses (STSIG), and - to determine the current sand level of the sand container based on a previously known sand level in the sand container (SB1) and the quantity of sand applied.

6. Method according to claim 5, wherein a quantity of sand M EPvwhich is taken from the sand container (SB1) and applied into the wheel-rail gap (RSSP) is calculated as follows: with : n ges as the total number of sanding processes or compressed air pulses (STSIG), t sk as the duration of a sanding process, t p as the duration of a compressed air pulse (STSIG), t± as the time interval between two consecutive compressed air pulses, m as the amount of sand applied per pulse.

7. Method according to one of claims 5 to 6, in which, based on the determined sand fill level of the sand container and based on a previously known average consumption of sand per kilometer traveled for the rail vehicle, a prediction is calculated as to how many kilometers of travel the sand is still sufficient for, wherein the prediction represents a remaining running time of the rail vehicle.

8. Method according to one of claims 5 to 7, in which quantities of sand used by the rail vehicle or quantities of sand remaining on the rail vehicle or the determined remaining running time of the rail vehicle are transmitted from the control system to a land-side control center via a suitable remote connection.

9. Method according to claim 8, wherein the control center takes into account weather forecasts and / or route topologies in order to optimize the prediction of the remaining running time for a maintenance to be carried out.

10. Method according to claim 9, wherein the optimized prediction of the remaining running time is transmitted to the rail vehicle in order to display it as information to a vehicle driver.

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