METHOD FOR MONITORING THE OPERABILITY OF A VEHICLE, CONTROLLER FOR A DRIVE OF A VEHICLE, DRIVE HAVING SUCH A CONTROLLER, AND VEHICLE HAVING SUCH A DRIVE

Abstract

A method for monitoring an operability of a vehicle, the method including the steps of: traveling a route, which is defined, with the vehicle; detecting at least one power parameter of the vehicle, the at least one power parameter being characteristic for a power of a drive of the vehicle; comparing, in a first comparison, the at least one power parameter with historical data regarding the route traveled; and evaluating the operability of the vehicle based on the first comparison.

Claims

1. A method for monitoring an operability of a vehicle, the method comprising the steps of: traveling a route, which is defined, with the vehicle; detecting at least one power parameter of the vehicle, the at least one power parameter being characteristic for a power of a drive of the vehicle; comparing, in a first comparison, the at least one power parameter with historical data regarding the route traveled; and evaluating the operability of the vehicle based on the first comparison.

2. The method according to claim 1, wherein a target power specification for the vehicle is compared in a second comparison along the route traveled with the at least one power parameter which has been detected, wherein the operability of the vehicle is additionally evaluated based on the second comparison.

3. The method according to claim 1, wherein the route traveled is verified during a travel on the route with the vehicle, at least one of based on navigational data and based on a pattern matching of the at least one power parameter, which has been detected, with historical data.

4. The method according to claim 1, wherein as the at least one power parameter, a parameter is detected which is selected from a group consisting of: a target power specification; a speed of the vehicle; an acceleration of the vehicle; an injection time of an internal combustion engine of the drive; a rotational speed of the internal combustion engine; and a selected gear of a transmission of the drive.

5. The method according to claim 1, wherein during at least one of the first comparison and a second comparison, a load of the vehicle is considered, wherein the load is determined by at least one of: a) reading out historical load data depending on a time and a location; and b) evaluating a recuperated energy if the vehicle has a recuperative drive as the drive.

6. The method according to claim 1, wherein, when an impairment of the operability of the vehicle is detected, the method includes a step of checking whether the impairment is present in the drive or in a brake system of the vehicle, wherein the step of checking is performed based on at least one of: a) a behavior during at least one of a slope descent and a deceleration of the vehicle, by comparing at least one of a current slope descent behavior and a current deceleration behavior with historical data; and b) a comparison of a recuperated energy with an expended energy of the vehicle, if the vehicle has a recuperative drive, by considering historical data.

7. The method according to claim 1, wherein, when traveling over the route which is specified, data about the vehicle or for the vehicle from along the route is detected and stored.

8. The method according to claim 1, wherein the vehicle travels multiple times over a same one of the route.

9. The method according to claim 1, wherein the vehicle is a rail vehicle or a mining vehicle.

10. The method according to claim 1, wherein the drive of the vehicle comprises a plurality of drive units, wherein at least one of: a) an operability of one drive unit of the plurality of drive units is assessed based on a behavior of other ones of the plurality of drive units; and b) the at least one power parameter of a respective drive unit that is to be checked of the plurality of drive units is compared—thereby providing a comparison—with an expectancy range which is determined from historical data of the respective drive unit that is to be checked or of other ones of the plurality of drive units, wherein the operability of the respective drive unit that is to be checked is assessed based on the comparison.

11. A controller for a drive of a vehicle, the controller comprising: a power detection module configured for detecting at least one power parameter which is characteristic of a power of the drive of the vehicle; a comparison module configured for comparing the at least one power parameter, which has been detected, with historical data on a route traveled by the vehicle; and an evaluation module configured for evaluating an operability of the vehicle based on a comparison of the at least one power parameter, which has been detected, with the historical data.

12. A drive for a vehicle, the drive comprising: a controller, comprising: a power detection module configured for detecting at least one power parameter which is characteristic of a power of the drive of the vehicle; a comparison module configured for comparing the at least one power parameter, which has been detected, with historical data on a route traveled by the vehicle; and an evaluation module configured for evaluating an operability of the vehicle based on a comparison of the at least one power parameter, which has been detected, with the historical data.

13. The drive according to claim 12, further comprising at least one of at least one internal combustion engine and at least one electric machine.

14. The drive according to claim 12, wherein the drive is configured for being a part of the vehicle.

15. The drive according to claim 14, wherein the vehicle is a rail vehicle or a mining vehicle.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0073] The above-mentioned and other features and advantages of this invention, and the manner of attaining them, will become more apparent and the invention will be better understood by reference to the following description of embodiments of the invention taken in conjunction with the accompanying drawings, wherein:

[0074] FIG. 1 is a schematic representation of an example of an embodiment of a system with an example of an embodiment of a controller for conducting a method for monitoring the operability of a vehicle, and at the same time a schematic representation of an example of an embodiment of a vehicle;

[0075] FIG. 2 is a schematic representation of a first embodiment of a method for monitoring the operability of a vehicle;

[0076] FIG. 3 is a schematic representation of a second embodiment of such a method;

[0077] FIG. 4 is a schematic representation of a third embodiment of such a method;

[0078] FIG. 5 is a schematic representation of a first further development of the first embodiment of the method; and

[0079] FIG. 6 is a schematic representation of a second development of the first embodiment of the method.

[0080] Corresponding reference characters indicate corresponding parts throughout the several views. The exemplifications set out herein illustrates embodiments of the invention, and such exemplifications are not to be construed as limiting the scope of the invention in any manner.

DETAILED DESCRIPTION OF THE INVENTION

[0081] FIG. 1 shows a schematic representation of an embodiment of a system 1, illustrating an embodiment example of a vehicle 2, here as an example and in an optional embodiment a rail vehicle 3 which, for example can travel automatically on a track 5 along a route 7 schematically indicated by an arrow. Track 5 may in particular have one rail, two rails, or a number of rails greater than two. In another optional arrangement, vehicle 2 can also be a mining vehicle, in particular a dump truck, or another vehicle that is optionally moved several times, in particular regularly, along a same or the same route. The following explanation based on rail vehicle 3 is therefore not to be understood as restrictive.

[0082] In order to be able to travel automatically along route 7, rail vehicle 3 has a drive 9. System 1 further includes an example of an embodiment of a controller 10 for drive 9 of vehicle 2, and also for vehicle 2. Controller 10 includes a first computing device 11 in rail vehicle 3, in particular a control device. Controller 10, in particular first computing device 11, is in particular set up to conduct a method explained in more detail below. As a result, system 1 is also designed to conduct the method.

[0083] Computing device 11 is optionally operatively connected to drive 9, in particular in order to control drive 9 and, on the other hand, optionally in order to be able to detect at least one power parameter of drive 9.

[0084] First computing device 11 is herein arranged in rail vehicle 3.

[0085] Computing device 11 includes in particular a power detection module 12 arranged to detect at least one power parameter characteristic of a power of drive 9 of vehicle 2. Computing device 11 further includes a comparison module 14 arranged to compare the at least one detected power parameter with historical data on route 7 traveled by vehicle 2, and an evaluation module 16 arranged to evaluate an operability of vehicle 2 based on the comparison of the at least one detected power parameter with the historical data.

[0086] Alternatively it possible for system 1, in particular controller 10, to have a second computing device 13 which is arranged externally to rail vehicle 3, in particular remotely from it, wherein second computing device 13 is optionally designed as a central service provider or as a decentralized data cloud, that is to say as a cloud 15. This second computing device 13, which is external with respect to rail vehicle 3, can also be designed to conduct the method described below.

[0087] Particularly optional, however, is an embodiment of system 1 as shown in FIG. 1, in which system 1, in particular controller 10, includes first computing device 11 arranged in rail vehicle 3, in particular the control unit, and second computing device 13 arranged externally from rail vehicle 3. First computing device 11 and second computing device 13 are optionally in data-transmitting operative connection with each other, as indicated schematically here by a double arrow P. In particular, it is possible that the method is conducted in a manner, distributed on first computing device 11 and on second computing device 13. In particular, it is possible that part of the method is performed on first computing device 11 and another part of the method is performed on second computing device 13.

[0088] Drive 9 is optionally designed as a multi-motor system and in this respect has a plurality of drive units 17, in this example four drive units, in particular a first drive unit 17.1, a second drive unit 17.2, a third drive unit 17.3 and a fourth drive unit 17.4. Of course, a different, in particular smaller or larger number of drive units 17 is possible. It is also possible that drive 9 has only one drive unit 17 or is itself designed as a single drive unit 17.

[0089] Drive 9 or each of the drive units 17 can be designed in particular as an internal combustion engine, as a combustion-electric drive, as a combustion-hydraulic drive, as a hybrid drive, in particular a parallel hybrid, or as an electric machine with fuel cell or battery as energy supplier. It is possible that all drive units 17 are designed the same. It is, however, also possible that different types of drive units 17 are combined with each other. A combustion-electric drive is optionally a diesel-electric drive. A combustion-hydraulic drive is optionally a diesel-hydraulic drive. In particular, a diesel engine may be used as the internal combustion engine. However, it is also possible that a gas engine or another suitable type of engine with internal or external combustion is used as the internal combustion engine.

[0090] In the design example shown here, all four drive units 17 are optionally designed as hybrid drive units 17. Respectively, they include in particular, an internal combustion engine 19 and an electric machine 21, which for the sake of clarity is shown here explicitly with reference signs only for first drive unit 17.1. Internal combustion engine 19 and electric machine 21 respectively, can each individually or jointly provide propulsive power for rail vehicle 3.

[0091] First computing device 11 is in particular operatively connected to each of the drive units 17, in particular individually or jointly, in particular via a bus system 23 suitable for this purpose. However, each drive unit 17 can always be addressed optionally separately by first computing device 11.

[0092] FIG. 2 depicts a schematic representation of a first embodiment of a method for monitoring the operability of a rail vehicle, in particular according to the first aspect of the invention. Here, in a first step S1, specified route 7 is traveled by the vehicle 3. Optionally, in an optional second step S2, it is determined on which route rail vehicle 3 is traveling. First step S1 and optional second step S2 do not necessarily have to be conducted in the sequence shown. In particular, it is possible that the determination of the route 7 is performed by route specification, in particular by an operator of rail vehicle 3 or by a driver of rail vehicle 3, for example by the driver of rail vehicle 3 entering specified route 7 into first computing device 11 before the start of the journey. However, detection of route can also occur while traveling on same, in particular by way of optionally satellite-supported navigation and/or pattern matching.

[0093] In a third step S3, at least one power parameter of rail vehicle 3 is detected, which is characteristic in particular for a current or route-related power of drive 9. In a fourth step S4, the at least one detected power parameter is compared with historical data along traveled route 7 in a first comparison, this first comparison being conducted in particular with respect to route-section related manner.

[0094] In a fifth step S5, the operational capability of rail vehicle 3 is evaluated on the basis of the first comparison. It can thus be advantageously determined in a simple manner, and in particular without exact knowledge of the output power actually provided by rail vehicle 3 in comparison with the historical data whether rail vehicle 3 is fully operational or whether it is restricted or impaired with regard to its operability.

[0095] A target power specification for rail vehicle 3 along traveled route 7 is optionally compared in a second comparison with the at least one detected power parameter, wherein the operability of rail vehicle 3 is additionally evaluated in particular in fifth step S5 on the basis of the second comparison.

[0096] A comparison result of the second comparison is particularly optionally compared with historical data, and this comparison is also used to evaluate the operability of rail vehicle 3.

[0097] According to a optional embodiment, traveled route 7 is verified when rail vehicle 3 travels along route 7. This can occur in particular on the basis of satellite-supported navigation data. Alternatively, or in addition, verification of route 7 occurs optionally based on a pattern match comparison of the detected at least one power parameter with historical data or data patterns of the at least one power parameter.

[0098] As the at least one power parameter, the third step S3 optionally detects a parameter selected from a group consisting of: target power setting; speed of the rail vehicle 3; acceleration of rail vehicle 3; injection time of an internal combustion engine 19 of drive 9; rotational speed of the internal combustion engine 19; and an engaged or selected gear of a transmission of drive 9. At least two of these parameters are detected especially optionally as power parameters. Particularly optionally, all of the parameters mentioned here are detected as power parameters and used to evaluate the operability of rail vehicle 3.

[0099] Optionally, the first comparison and/or the second comparison considers a loading of rail vehicle 3, in particular a current loading. The loading is optionally determined by reading out historical loading data subject to time and location of rail vehicle 3, and/or by evaluating recuperated energy if rail vehicle 3 has a recuperating drive as drive 9.

[0100] If an impairment of the operability of rail vehicle 3 is detected in fifth step S5, it is optionally checked whether the impairment is present in drive 9 or in a brake system 25 of rail vehicle 3 shown in FIG. 1. This check is optionally conducted on the basis of a slope descent behavior and/or a deceleration behavior of rail vehicle 3, in particular when rail vehicle 3 is coasting. Optionally, the current slope descent behavior and/or the current deceleration behavior is compared with the corresponding historical data. Alternatively or additionally, recuperated energy is compared with expended energy of the rail vehicle in a third comparison if rail vehicle 3 has a recuperating drive, in particular by considering historical data, and the corresponding check is performed in this way. In this way, it can be determined in particular whether the impairment of operability is present in drive 9, or whether, for example, a brake 27 of brake system 25 is jammed.

[0101] When traveling on specific route 7, data from rail vehicle 3 or for rail vehicle 3, in particular on rail vehicle 3, is optionally detected and stored along route 7. In particular, drive data of drive 9, loading data for rail vehicle 3 and/or ambient data such as air pressure and air temperature are optionally detected. The data is optionally detected in a route section-related manner and assigned to the respective route section on or for which it is detected. It is then optionally stored with route-sectional information for the respective assigned route section.

[0102] FIG. 3 is a schematic representation of a second embodiment of the method, in particular according to the second aspect of the invention. Here, an operability of a drive unit 17 of the plurality of drive units 17 which are to be checked is assessed—optionally during regular driving operation of rail vehicle 3—based on a behavior of the other drive units 17. In particular, in a first step S1 drive unit 17 which is to be checked is switched off, and in a second step S2 it is checked on the basis of the behavior of the drive units that have not been switched off as to whether there is any impairment in drive unit 17 that has been switched off. In this way, it can be determined, in particular individually for drive unit 17 whether there is an impairment of the operability. Optionally, the driving power, in particular the speed of rail vehicle 3, is kept constant during this check, whereby in particular the driving power, in particular the speed after switching off drive unit 17 which is to be checked is the same as before switching off drive unit 17 to be checked.

[0103] First step S1 and second step S2 can be iterated for further drive units 17 to be checked, in particular until either an impairment is detected in one of drive units 17, or until each of the drive units 17 has been treated at least once as a drive unit to be checked in other words, has been switched off.

[0104] FIG. 4 is a schematic representation of a third embodiment of the method, in particular according to the second aspect of the invention. Here, in a first step S1, at least one power parameter of a drive unit 17 of the plurality of drive units 17 to be checked is compared—optionally in regular driving operation of rail vehicle 3—with an expectation range, the expectancy range optionally being determined from historical data of drive unit 17 which is to be checked or of the other drive units 17. In a second step S2, this comparison is used to determine whether drive unit 17 to be checked has an impairment of its operability. In this manner, it can also be checked individually whether one of the drive units 17 has an impairment of its operability, and which one this is. In this case, too, first step S1 and second step S2 can be iterated, in particular until either an impairment of the operability of one of the drive units 17 has been determined, or until each of the drive units 17 has been treated at least once as a drive unit 17 to be checked in which case, in particular, the at least one power parameter for this drive unit 17 to be checked has been compared with the corresponding expectancy range and the operability has been checked on the basis of this comparison.

[0105] FIG. 5 is a schematic representation of a further development of the first embodiment of the method according to FIG. 2. Herein, first five steps S1 to S5 are consistent with the five steps S1 to S5 according to FIG. 2. If, in fifth step S5 an impairment is detected in drive 9, sixth step S6 and seventh step S7 are then used—optionally still on same traveled section 7—to check in which drive unit 17 of the plurality of drive units 17 the impairment is present, wherein the second embodiment of the method according to FIG. 3 is used in this first further development. Thus, sixth step S6 corresponds with first step S1 according to FIG. 3, and seventh step S7 corresponds with second step S2 according to FIG. 3. Thus, in sixth step S6, a drive unit 17 of the plurality of drive units 17 to be checked is switched off, and in seventh step S7, based on the behavior of drive units 17 that have not been switched off a check is conducted, as to whether the impairment is present in drive unit 17 that has been switched off. Also in this case, sixth step and seventh step S6, S7 can be iterated as previously explained in connection with FIG. 3. Thus, it can be individually verified in which of the drive units 17 the detected impairment is present.

[0106] FIG. 6 is a schematic representation of a second further development of the first embodiment of the method according to FIG. 2. Here again, the first five steps S1 to S5 correspond to the five steps S1 to S5 according to FIG. 2. If an impairment of the operability of rail vehicle 3 in drive 9 is now detected here in the fifth step S5, a sixth step S6 and a seventh step S7—optionally still on the same traveled route 7—are used to check in which drive unit 17 of a plurality of drive units 17 the impairment is present. In this design it is therefore also possible to identify precisely in which drive unit 17 the impairment is present. Here, sixth step S6 and seventh step S7 correspond with the third embodiment of the method according to FIG. 4; in other words, sixth step S6 corresponds with first step S1 according to FIG. 4, and seventh step S7 corresponds with second step S2 according to FIG. 4. Thus, in sixth step S6, at least one power parameter of a drive unit 17 that is to be checked of the plurality of drive units 17 is compared in a fourth comparison with an expectancy range, which is optionally determined from historical data of drive unit 17 that is to be checked or of the other drive units 17. In seventh step S7, the fourth comparison is used to determine whether the impairment is present in drive unit 17 that is to be checked. Also in this case, sixth step S6 and seventh step S7 may be iterated until either it is determined in which of the drive units 17 the impairment is present, or until each of the drive units 17 has been used at least once as the drive unit 17 that is to be checked.

[0107] While this invention has been described with respect to at least one embodiment, the present invention can be further modified within the spirit and scope of this disclosure. This application is therefore intended to cover any variations, uses, or adaptations of the invention using its general principles. Further, this application is intended to cover such departures from the present disclosure as come within known or customary practice in the art to which this invention pertains and which fall within the limits of the appended claims.