Wheel-Rail Friction Control Using Track Geometry and Location Data
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Solution Overview
Problem
Existing methods for applying friction-influencing agents to wheels and rails in rail vehicles are complex and lack precise location-specific control, leading to inefficient use and environmental contamination.
Innovation Solution
A method that adjusts the application of friction-influencing agents based on location information, track geometry, and infrastructure data, using onboard computing to determine precise application timing and quantity, avoiding unnecessary application and reducing wear and energy consumption.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Measurement precision
If friction-influencing agents are applied at constant time intervals or based on simple location approach, then the application system is simple, but the application precision and efficiency are insufficient leading to waste and contamination
Solution Approach 1:
The system changes the application parameters (timing and quantity) of friction-influencing agents based on varying location information and track geometry parameters. The computing device calculates optimal application moments by comparing current location with stored track data, adjusting application quantity based on consumption information from test runs, thereby achieving precise location-specific application without excessive complexity
Solution Approach 2:
The system performs preliminary actions by pre-storing track geometry information (curve coordinates, lengths, gradients) and consumption data in the computing device before actual operation. During operation, the system retrieves relevant pre-stored data and calculates optimal application timing in advance, enabling precise control without requiring complex real-time computations during the actual friction influence application
2Reliability
If friction-influencing agents are applied frequently to ensure adequate lubrication, then wheel and rail wear is reduced, but energy consumption and environmental contamination increase
Solution Approach 1:
The system uses feedback from consumption information generated during test runs and regular operation to optimize application quantity. The computing device stores actual consumption data and uses it to calculate optimal application amounts for different track geometry characteristics, ensuring sufficient lubrication for wear protection while avoiding excessive application that would waste energy and contaminate the environment
Solution Approach 2:
The system dynamically adjusts the application quantity parameter based on track geometry parameters (curve length, gradient, alignment) and consumption information. By changing the application quantity from fixed to variable based on actual operational conditions, the system achieves reliable wear reduction while minimizing energy consumption and environmental contamination
3Power
If friction-influencing agents are applied to all wheel-rail contacts, then power transmission is improved, but unnecessary application occurs on straight sections reducing efficiency
Solution Approach 1:
The system applies friction-influencing agents selectively to specific local areas where needed based on track geometry. Instead of uniform application to all wheel-rail contacts, the computing device identifies specific locations (curves, gradients, alignments) and triggers application only at these critical points, improving power transmission where required while maintaining high application efficiency by avoiding unnecessary application on straight sections
Data Source
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AI summary
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.