CONTROLLABLE TRACK CONDITIONING UNIT

Abstract

An adjustment device for a track conditioning unit has a measuring unit for determining a lateral offset of a rail, travelled on by a rail vehicle, relative to an effective range of a track conditioning unit or a measuring unit for determining the relative position of a bogie with respect to the rail car body. The adjustment device contains a determining unit for determining an actuation command for an actuation unit in accordance with the determined lateral offset between the effective range of the track conditioning unit and the rail. Part of the adjustment device for the track conditioning unit is also an actuation unit for actuating an actuator unit of the track-conditioning unit with an adjustment command which is generated on the basis of the actuation command. The actuator unit adjusts an effective range of the track conditioning unit on the basis of the adjustment command.

Claims

1-17. (canceled).

18. An adjustment installation for a track conditioning unit, the adjustment installation comprising: at least one measuring unit for: determining a relative transverse offset of a rail traveled by a rail vehicle in relation to an effective range of the track conditioning unit of the rail vehicle; or determining a relative position of a bogie and of a car body of the rail vehicle; an actuation unit; a detection unit for determining an actuation command for said actuation unit in dependence on: the relative transverse offset determined between the effective range of the track conditioning unit and the rail; or the relative position of the bogie in relation to the car body of the rail vehicle; an actuator unit, said actuation unit for actuating said actuator unit for the track conditioning unit using an adjustment command based on the actuation command; and said actuator unit for adjusting the effective range of the track conditioning unit based on the adjustment command, said actuator unit is specified for displacing the effective range of the adjustment installation for the track conditioning unit in that one of a plurality of exit openings for an auxiliary media is opened, an effective range of an exit opening being a most suitable for the relative transverse offset.

19. The adjustment installation for the track conditioning unit according to claim 18, wherein said detection unit is specified for determining the actuation command in such a manner that an improved value of an effect increasing a coefficient of adhesion is achieved.

20. The adjustment installation for the track conditioning unit according to claim 18, wherein said detection unit is specified for determining the actuation command in such a manner that an optimal value of an effect increasing a coefficient of adhesion is achieved.

21. The adjustment installation for the track conditioning unit according to claim 18, wherein said detection unit is specified for determining the actuation command in such a manner that a predetermined minimum value of a size of an interface between the effective range and a rail face is achieved.

22. The adjustment installation for the track conditioning unit according to claim 21, wherein said detection unit is specified for determining the actuation command in such a manner that a maximum interface between the effective range and the rail face is achieved.

23. The adjustment installation for the track conditioning unit according to claim 18, wherein said at least one measuring unit has: at least one sensor unit specified for recording sensor data of the rail traveled by the rail vehicle and for determining the relative transverse offset based on the sensor data; or at least one sensor unit for determining the relative position of the bogie in relation to the car body of the rail vehicle.

24. The adjustment installation for the track conditioning unit according to claim 23, wherein a technical function of said at least one sensor unit is based on one of the following principles of measurement: optical; inductive; ultrasonic; and capacitive.

25. The adjustment installation for the track conditioning unit according to claim 18, wherein said detection unit contains a switching logic having at least one suitable switching threshold value which indicates a departure from an optimal effective range on the rails, wherein the switching threshold value is based on a geometric configuration of the track conditioning unit and on a minimum size of the optimal effective range.

26. The adjustment installation for the track conditioning unit according to claim 18, further comprising a mechanical transmission installation which is specified for converting a relative movement between the car body and the bogie of the rail vehicle to an adjusting movement for adjusting the effective range of the track conditioning unit.

27. A rail vehicle, comprising: a track conditioning unit; and an adjustment installation according to claim 18, said adjustment installation for said track conditioning unit for adapting the effective range of said track conditioning unit to the relative transverse offset of rails traveled by the rail vehicle.

28. A method for adjusting a track conditioning unit of a rail vehicle, which comprises the steps of: performing one of: determining a relative transverse offset of a rail traveled by the rail vehicle in relation to an effective range of the track conditioning unit of the rail vehicle; or determining a relative position of a bogie in relation to a car body of the rail vehicle; determining an actuation command for an actuation unit in dependence on the relative transverse offset or the relative position of the bogie in relation to the car body; transmitting the actuation command to the actuation unit; generating an adjustment command based on the actuation command by the actuation unit, and transmitting the adjustment command from the actuation unit to an actuator unit; adjusting an effective range of the track conditioning unit by the actuator unit based on the adjustment command; and displacing the effective range of the adjustment installation for the track conditioning unit in that one of a plurality of exit openings for an auxiliary media is opened, an effective range of an exit opening being a most suitable for the relative transverse offset.

Description

[0037] The invention will be explained once again in more detail hereunder by means of exemplary embodiments with reference to the appended figures in which:

[0038] FIG. 1 shows a plan view of a wheel of a rail vehicle and a schematic illustration of a transverse offset of an effective range of a track conditioning unit;

[0039] FIG. 2 shows a schematic illustration of an adjustment installation for a track conditioning unit according to one exemplary embodiment of the invention;

[0040] FIG. 3 shows a schematic illustration of detecting rails with the aid of sensors;

[0041] FIG. 4 shows a schematic plan view of a pivotable track conditioning unit;

[0042] FIG. 5 shows a schematic plan view of a displaceable track conditioning unit;

[0043] FIG. 6 shows a schematic front view of a track conditioning unit having a plurality of switchable outlets for auxiliary media;

[0044] FIG. 7 shows a flow chart which visualizes a method for adjusting a track conditioning unit according to one exemplary embodiment of the invention;

[0045] FIG. 8 shows a schematic plan view of a rail vehicle; and

[0046] FIG. 9 shows an adjustment installation for a track conditioning unit having a mechanical transmission installation according to one exemplary embodiment of the invention.

[0047] A plan view 10 of a wheel 11 of a rail vehicle (not shown) and a schematic illustration of a transverse offset QV of an effective range of a track conditioning unit are illustrated in in FIG. 1.

[0048] For comparison, a solid line of an actual direction of the wheel 11, which is aligned tangentially to the arc of a track on which the wheel 11 rolls, and a dashed line of an arcuate track profile having a desired effective range 13 are plotted in the rolling direction of the wheel 11. The actual effective range 12 of the track conditioning unit thus lies on the solid line and no longer impacts the arcuate track as well as the desired effective range 13 such that there is no longer any action in terms of an effect increasing the coefficient of adhesion. The spacing QV in the transverse direction between the actual effective range 12 and the track arc, or the desired effective range 13 situated on the track arc, respectively, is referred to as the transverse offset QV.

[0049] A schematic illustration of an adjustment installation 20 for a track conditioning unit according to one exemplary embodiment of the invention is shown in FIG. 2. The adjustment installation 20 for a track conditioning unit comprises a measuring unit 21. The measuring unit 21 comprises three sensor units 21a which in this specific exemplary embodiment comprise optical cameras by way of which image data BD of a rail region which is to be traveled by a rail vehicle on which the adjustment installation 20 for a track conditioning unit is disposed is recorded. The image data BD, in terms of the relative position of the rails in the image in relation to a predetermined position of an effective range, is evaluated in a rail detection unit 21b which is likewise part of the measuring unit 21. A transverse offset QV between the effective range and a rail position determined by the cameras 21a is determined from these positions. The information pertaining to the transverse offset QV is transmitted to a detection unit 22 which, based on the transverse offset QV and the known area size of the effective range of the track conditioning unit, determines whether a correction of the position and/or alignment of the track conditioning unit 25 is required in order to achieve a sufficient improvement of the coefficient of adhesion. In the case of a correction being required, the detection unit 22, based on a calculated correction, determines an actuation command AB which is transmitted to an actuation unit 23. The actuation unit 23, with the aid of an adjustment command SB which is based on the received actuation command AB, controls an actuator unit 24 which is likewise part of the adjustment installation 20 for a track conditioning unit. The actuator unit 24 carries out the adjustment command SB and adjusts a position and/or orientation of a track conditioning unit 25 which is actuated by the actuator unit 24 so as to adapt the effective range of said track conditioning unit to a current transverse offset between the rail and the previous effective range.

[0050] A cross-sectional view 30 in which the detection of a rail position is visualized with the aid of a camera 21a (plotted with solid lines on the right side) is shown in FIG. 3. The camera 21a can be mounted on the right side ahead of a wheel 11 of a rail vehicle as well as be mounted on the left side ahead of the wheel 11 of the rail vehicle (plotted with dashed lines). The camera 21a records image data from a rail 31 traveled by the rail vehicle. An evaluation of the recorded image data and the knowledge of the vertical distance between the camera 21a and the rail enables an accurate determination of the position of the rail 31 and thus a transverse offset in the direction of the arrow to be determined. The determination of the transverse offset takes place permanently by way of continually recorded images and evaluations.

[0051] A plan view 40 of a pivotable track conditioning unit 25 is shown in FIG. 4. The track conditioning unit 25 is mounted on a rail vehicle (not shown) so as to be ahead of a wheel 11 of the rail vehicle. The track conditioning unit 25 is mechanically connected to an actuator unit 24 and by the actuator unit 24 can be pivoted about a longitudinal axis which runs in the longitudinal direction of the rail vehicle. An offset in the transverse direction between the rails and the track conditioning unit 25 can thus be compensated for. Instead of being vertical, the effective direction is slightly diagonal such that the effective range of the track conditioning unit 25 continues to lie on the upper side of the rail 31 even when there is a transverse offset between the track conditioning unit 25 and that the rail 31. In the exemplary embodiment shown in FIG. 4 an auxiliary medium H, or a combination of different auxiliary media H, for example sand, water or air, is placed onto the rail 31 by the adjusted track conditioning unit 25.

[0052] A displaceable track conditioning unit 25 is shown in a schematic plan view 50 in FIG. 5. In contrast to FIG. 4, the track conditioning unit 25 is not pivotable but in terms of the position thereof is displaceable in the transverse direction. To this end, said track conditioning unit by a laterally positioned actuator 24 is displaced in the transverse direction, that is to say in the direction of the arrow, so as to equalize an offset between the track conditioning unit 25 and the track 31. An auxiliary medium H is also applied onto a rail 31 ahead of a wheel 11 of a rail vehicle (not shown) by the track conditioning unit 25 also in the exemplary embodiment shown in FIG. 5.

[0053] A front view 60 of a track conditioning unit 25 is shown in FIG. 6. The track conditioning unit 25 is positioned ahead of a wheel 11 of a rail vehicle and has a plurality of switchable outlets 25a, 25b for auxiliary media H, for example sand, water or air. The track conditioning unit 25 is positioned ahead of a wheel 11 of a rail vehicle. If the rail 31 on which the rail vehicle rolls, when viewed from the front, that is to say from the perspective shown, in relation to the track conditioning unit 25 now has an offset toward the left, the left outlet 25a is opened and the right outlet 25b is closed. The left outlet 25a in this instance is then approximately vertically above the transversely offset rail 31. In contrast, if the rail 31 in relation to the track conditioning unit 25 has an offset toward the right, the right outlet 25b is opened and the left outlet 25a is closed. If there is no offset, any arbitrary outlet 25a, 25b can optionally be opened, or both outlets 25a, 25b can be opened.

[0054] A flow chart which visualizes a method for adjusting a track conditioning unit of a rail vehicle is shown in FIG. 7. Sensor data SD is first continuously recorded with the aid of sensor units in step 7.I. In step 7.II a relative transverse offset QV of a rail traveled by the rail vehicle in relation to an effective range of a track conditioning unit of the rail vehicle is determined by means of the sensor data SD. The determination of the transverse offset can take place directly, that is to say by measuring a position of the rail with the aid of sensor units, or else indirectly by determining a relative position between the car body and the bogie with the aid of sensors. An actuation command AB for an actuation unit in step 7.III is furthermore determined by means of the transverse offset QV or alternatively as a function of the relative position between a bogie and a car body. An adjustment command SB by way of which a movement of an actuator is controlled is generated based on the actuation command AB by the actuation unit in step 7.IV. The actuator in step 7.V moves the track conditioning unit according to the obtained adjustment command SB to a position which is selected in such a manner that the effective range of the track conditioning unit coincides with the position of a rail, or the running surface of the latter, respectively.

[0055] FIG. 8 shows a schematic plan view 80 of a rail vehicle. The rail vehicle has a car body 81 on which two bogies 82 are mounted. When the rail vehicle travels into a curve this results in a relative rotation of the bogie 82 by way of a characteristic rotation angle DW (indicated by an arrow running in the circumferential direction of a circle) in relation to the car body 81. A relative transverse offset V (symbolized by an arrow in the transverse direction) of the wheels of the bogie in relation to the car body 81 also results herein. The rotation angle DW or the transverse offset V of the wheels of the bogie 82 can be detected with the aid of sensors, for example. When at least one of these two values DW, V is known, the relative transverse offset QV between a rail traveled by the rail vehicle in relation to an effective range of a track conditioning unit of the rail vehicle can be calculated.

[0056] A plan view 90 of an adjustment installation 91 for a track conditioning unit having a mechanical transmission installation F according to one exemplary embodiment of the invention is visualized in FIG. 9. The relative deflection of the car body in relation to the bogie is utilized as a mechanical distance control variable for a positive tracking of a track conditioning unit 25 with the aid of the mechanical transmission installation F which is illustrated as a spring element in FIG. 9. In the exemplary embodiment shown in FIG. 9, the track conditioning unit 25 is fastened to the bogie, and the mechanical transmission installation F is fastened to the car body 81. Alternatively (not shown), the track conditioning unit can also be fastened to the car body; a fastening point on the bogie is in this instance chosen for the mechanical transmission installation. The mechanism of the mechanical transmission installation can comprise, for example, levers, springs, joints, or a combination of said elements.

[0057] It is finally pointed out once again that the methods and devices described above are merely preferred exemplary embodiments of the invention and that the invention can be varied by the person skilled in the art without departing from the scope of the invention as long as said scope is predefined by the claims. For the sake of completeness, it is also pointed out that the use of the indefinite article a does not preclude that the respective features may also be present in multiple. Likewise, the term unit also does not exclude that the latter is composed of a plurality of components which optionally may also be spatially distributed.