Method for measuring a wheel diameter in a rail vehicle

Abstract

The invention relates to a method for measuring a wheel diameter in a rail vehicle, a wheel diameter of a wheel in a rail vehicle being measured manually. A digital twin is used in order to estimate a wear of the wheel diameter. For this purpose, the digital twin uses stored values of the measured wheel diameter and continuously updated operational data of the rail vehicle.

Description

[0001] Description

[0002] Method for determining a wheel diameter for a

[0003] Rail vehicle

[0004] The invention relates to a method for determining a wheel diameter in a rail vehicle.

[0005] In railway technology, particularly in powered rail vehicles, the diameters of the wheels are regularly measured, and the corresponding values ​​are manually entered into the vehicle's electronic control system. At the same time, the wheel speeds are recorded during operation, and the corresponding values ​​are also fed into a control system or control system of the vehicle.

[0006] The control system uses the manually entered wheel diameters and rotational speeds to calculate the speed of the rail vehicle. The resulting speed is a safety-critical value that serves as the basis for the rail vehicle's safety functions.

[0007] The wheel diameter to be determined changes due to mechanical loads during operation of the rail vehicle and also due to maintenance measures carried out.

[0008] Due to dynamic metal-to-metal contact during operation, a wheel profile is subject to wear which can be divided into two components. The first component is caused by the rolling movement of the wheel, which is accompanied by slippage and micro-sliding. This wear component manifests itself on the one hand in a geometric change in the wheel profile, which is "deformed" compared to the profile prescribed in the standards. A second component is caused by a correction of the profile changes, which takes place by underfloor wheelset rotation (reprofiling). This involves a defined amount of wheel material being removed during operation in order to restore or maintain a wheel profile that complies with the standards. Both components lead to a reduction in the wheel diameter.

[0009] It is well known that the wheel diameter and its profile are regularly determined with the help of specially trained maintenance personnel. The relevant parameters of each wheel are measured manually with millimeter precision. If these parameters reach predetermined limits, reprofiling is scheduled for the corresponding wheel.

[0010] This procedure is complex and error-prone due to the "human factor": inaccurate measurements, incorrect entries or forgotten entries adversely and directly influence the safety-critical determination of the speed of the rail vehicle on the one hand and the operational safety of the wheel on the other.

[0011] This procedure is also expensive: the use of measuring instruments to determine wheel parameters requires the rail vehicle to be in the workshop for several hours. The resulting downtime of the rail vehicle has a detrimental impact on both the operator and the rail vehicle manufacturer. The need for specially trained maintenance personnel also results in increased costs.

[0012] It is therefore the object of the present invention to provide an improved method for detecting a wheel diameter in a rail vehicle that is reliable, highly accurate, and cost-effective. This object is achieved by the features of patent claim 1. Advantageous further developments are specified in the dependent patent claims.

[0013] The invention relates to a method for determining a wheel diameter in a rail vehicle.

[0014] The wheel diameter of a wheel of the rail vehicle is determined manually.

[0015] A digital twin is used to estimate wheel diameter wear.

[0016] The digital twin is based on stored values ​​of the specific wheel diameter and on constantly updated operating data of the rail vehicle.

[0017] In an advantageous further development, the wheel diameter is determined manually after the wheel has been reprofiled.

[0018] In an advantageous further development, the manually determined wheel diameter is stored by the rail vehicle in an associated train protection system.

[0019] In an advantageous further development, the manually determined wheel diameter is transmitted from the rail vehicle to a fixed control point referred to as the landside.

[0020] In an advantageous further development, the manually determined wheel diameter is transmitted from the rail vehicle to the fixed control point by means of a radio communication system.

[0021] In an advantageous further development, the digital twin is used by the fixed control point to estimate the wear of the wheel diameter. In an advantageous further development, the digital twin is based on the stored values ​​of the wheel diameter that are stored in the train protection system or by the fixed control point.

[0022] In an advantageous further development, the digital twin is based on constantly updated operating data of the rail vehicle, in particular on a route covered by the rail vehicle, and / or on wheel data, in particular on previously known wear data and / or on previously known wheel materials.

[0023] In an advantageous further development, the digital twin is based on data from train protection systems and / or train control systems. This makes it possible to determine the current wheel diameter or wheel diameter wear more accurately and preferably in real time.

[0024] These include, for example, the well-known "European Train Control System, ETCS". The European Train Control System (ETCS) is a system for signal control and train monitoring on the European rail network. It collects and transmits a wide range of data to improve the safety and efficiency of train traffic. The data provided by ETCS includes:

[0025] - Speed ​​limits: ETCS informs trains about the maximum permitted speed on different sections of track.

[0026] - Route information: The system provides data on the route topology, such as curves, gradients, inclines and switch positions.

[0027] - Signals and signal status: ETCS transmits information about light signals and their status to indicate to train drivers whether they may continue or whether they must stop.

[0028] - Braking curves and braking distances : It provides information on the braking curves and required braking distances so that trains can stop in time .

[0029] - Train position and speed : ETCS tracks the exact position and speed of trains to avoid collisions and regulate the distance between trains .

[0030] - Safety-relevant data: This includes information about roadworks, temporary speed limits or other safety-relevant events on the route.

[0031] - Train control functions: ETCS can also provide train control and guidance functions, for example to activate automatic braking or train stops in emergencies.

[0032] - In summary, ETCS works as an integral part of the train control system to ensure safe and efficient rail travel by providing train drivers and the interlocking system with important information in real time.

[0033] This includes, for example, the well-known "Punktförmige Zugbeeinflussung, PZB" (Point-Type Train Control, PZB). Punktförmige Zugbeeinflussung (PZB) is a train control system used in Germany and some other countries to ensure the safety of train traffic. In contrast to ETCS, which is a comprehensive system, the PZB works with a limited number of data and functions to control train traffic. The PZB mainly provides the following data:

[0034] Signals and signal information : The PZB uses magnets or induction loops on the track to provide information about

[0035] To transmit signals. It records the signal position and informs the driver about the next signal and the permitted speed.

[0036] - Speed ​​monitoring: This monitors the train's speed and compares it with the permitted speeds on the section of track. If the train exceeds the speed limit, the PZB can intervene and trigger automatic emergency braking.

[0037] - Braking curves and braking distance monitoring: Similar to ETCS, the PZB can monitor the braking distance and, if necessary, activate the brakes in order to stop the train in time if the speed regulations are not observed.

[0038] - Stop signals: The PZB also monitors stop signals to ensure that the train stops in time if a stop is required.

[0039] - In summary, the PZB is an older train control system compared to ETCS and provides basic but effective safety control for train traffic by assisting the train driver and intervening in case of exceedance of speed limits or disregard of signals in order to avoid accidents.

[0040] This includes, for example, the well-known "Linear Train Control (LZB). Linear Train Control (LZB) is a train control system used in some countries, particularly in Germany, to control train traffic and ensure safety. Similar to ETCS and PZB, the LZB provides a range of data to support train control and monitoring:

[0041] - Speed ​​control and regulation: The LZB monitors the train's speed and provides the driver with information about the permitted speed on the section of track. It can also automatically regulate the train's speed to ensure compliance with the prescribed maximum speed.

[0042] - Data transmission and reception: The LZB operates via data transmission systems between the trackside signaling system and the train. It receives information about signal positions and speed regulations and transmits this to the train driver.

[0043] - Automatic braking: Similar to other train control systems, the LZB can trigger automatic braking if the train driver disregards speed limits or ignores signals.

[0044] - Line monitoring: The LZB monitors the line and can give the train driver information about disruptions or speed changes that may occur on the line.

[0045] Compared to the PZB, the LZB offers a more advanced control of train movements by not only monitoring signals and speeds but also offering the possibility of automatically regulating train speed and assisting the train driver in complying with the regulations.

[0046] ETCS, PZB and LZB are in the same category in these points:

[0047] - Speed ​​monitoring: All three systems monitor the train's speed and inform the driver of the permitted speed on a particular section of track. They can also intervene to trigger automatic braking if the speed limit is exceeded.

[0048] - Signal monitoring: They all offer signal monitoring functions, whether displaying signal status or warning the driver of stop signals or signals with specific instructions. - Safety-related monitoring: All three systems are designed to transmit safety-related information, such as indications of line disruptions, construction sites, or other events that could affect train movement.

[0049] At a minimum, the vehicle's speed and braking are the parameters that are transferred to the digital twin. This ensures that the stored or estimated values ​​for the wheel diameter are secured and continuously updated.

[0050] In an advantageous further development, the digital twin continuously estimates the wear of the wheel diameter during operation of the rail vehicle and compares it with the values ​​stored by the rail vehicle or by the control point.

[0051] This makes it possible to detect irregularities or excessive wear of the wheel diameter well in advance.

[0052] The present invention enables wheel diameters to be determined error-free and continuously using a highly accurate estimate.

[0053] The present invention reduces the downtime previously required for determining wheel diameters as well as the personnel required previously.

[0054] The present invention makes it possible to determine the need for inspection or maintenance well in advance, which increases their planning and feasibility. The invention is explained in more detail below with the aid of a drawing. The sole figure, FIG. 1, shows a flow chart of the invention.

[0055] A wheel diameter DMAN of a rail vehicle wheel is determined manually and prepared for use in a digital twin DZWI.

[0056] The digital twin DZWI is used to estimate wear VERS of the wheel diameter.

[0057] The digital twin DZWI is based on stored values ​​of the specific wheel diameter DMAN and on constantly updated operating data of the rail vehicle.

[0058] The constantly updated operating data of the rail vehicle are obtained with the help of one or more train control systems.

[0059] In particular, advanced train control systems, such as the ETCS, PZB or LZB systems described above, play a crucial role in the data acquisition regarding speed and braking, which are integrated into or used by the digital twin DZWI.

[0060] The digital twin (DZWI) contains predictive calculations that allow for future interpretation. A primary function of the digital twin is to calculate predictive wear analyses based on the collected operating data in order to determine how far a rail vehicle can still travel with its current wheels. As soon as maintenance personnel in a workshop take actual measurements of the wheels, these values ​​are fed into the train control systems (here, ETCS, PZB, or LZB).

[0061] This is usually done via service laptops or directly via displays on board the vehicles.

[0062] This is essentially similar to the process of wheel reprofiling, where updated data is entered into the systems to ensure their accurate and safe functionality.

[0063] An exchange of measurement data between the digital twin DZWI and the train control systems is crucial to obtain continuous, accurate information about the condition of the wheels and to ensure that the systems are always up to date.

[0064] By integrating this information in real time, the systems can further improve the safety and efficiency of train traffic by enabling precise predictions, while ensuring the integrity of the wheels and other critical components.

Claims

Patent claims 1 . Method for determining a wheel diameter in a rail vehicle, - in which a wheel diameter of a wheel of a rail vehicle is determined manually, - where a digital twin is used to estimate wear of the wheel diameter, - where the digital twin is based on stored values ​​of the specific wheel diameter and on constantly updated operating data of the rail vehicle.

2. Method according to claim 1, wherein the wheel diameter is determined manually after reprofiling of the wheel has been carried out.

3. Method according to claim 1 or 2, in which the manually determined wheel diameter is stored by the rail vehicle in an associated train protection system. 4 . Method according to one of the preceding claims, in which the manually determined wheel diameter is transmitted from the rail vehicle to a fixed control point referred to as the landside.

5. Method according to claim 4, in which the manually determined wheel diameter is transmitted from the rail vehicle to the fixed control point by means of a radio communication system.

6. Method according to claim 4 or 5, wherein the digital twin is used by the fixed control point to estimate the wear of the wheel diameter.

7. Method according to one of the preceding claims, in which the digital twin is based on stored values ​​of the wheel diameter which are stored in the train protection system or by the fixed control point.

8. Method according to one of the preceding claims, in which the digital twin is based on constantly updated operating data of the rail vehicle, in particular on a route covered by the rail vehicle, and / or on wheel data, in particular on previously known wear data and / or on previously known wheel materials.

9. Method according to one of the preceding claims, in which the digital twin is based on data from train protection systems and / or train control systems.

10. Method according to claim 9, in which data from the ETCS or PZB or LZB system are used.

11. Method according to one of the preceding claims, in which the digital twin continuously estimates wear of the wheel diameter during operation of the rail vehicle and compares it with the values ​​stored by the rail vehicle or by the control point.

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