# US 11,305,795 B2 · Methods for assessing contamination and cleaning of a rail, in particular for a railway vehicle

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- Number: US 11,305,795 B2
- Document ID: US11305795B2
- Status: Granted
- Kind: B2
- Application number: 16/620,909
- Filed: 2018-06-12
- Published: 2020-04-02
- Granted: 2022-04-19
- Earliest claimed: 2017-06-12
- Assignees: Faiveley Transport Italia S.P.A.
- Applicants: FAIVELEY TRANSPORT ITALIA S.p.A.
- Inventors: Matteo Frea; Luc Imbert
- Web page: https://patentgrep.com/patent/US11305795B2

## CPC

- B61L 23/04: for monitoring the mechanical state of the route
- B60L 3/10: Indicating wheel slip {; Correction of wheel slip}
- B60T 8/1705: {for rail vehicles}
- B60T 8/172: Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters {(B60T8/17551 takes precedence)}
- B61C 15/00: Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels (propelling locomotives or motor railcars by special means B61C11/00; driving wheels with non-slipping devices B60B; brakes B61H; wetting or lubricating rails B61K)
- B61L 15/0072: {On-board train data handling}
- B60L 2200/26: Rail vehicles
- B60L 2240/64: Road conditions
- B60T 17/228: {for railway vehicles}
- B60T 2210/12: Friction
- B60T 2270/406: Test-mode; Self-diagnosis
- Y02T 90/16: Information or communication technologies improving the operation of electric vehicles
- B61L: GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC (brakes or auxiliary equipment B61H, B61K; point or crossing construction E01B)
- B60L: PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES (arrangements or mounting of electrical propulsion units or of plural diverse prime-movers for mutual or common propulsion in vehicles B60K1/00, B60K6/20; arrangements or mounting of electrical gearing in vehicles B60K17/12, B60K17/14; preventing wheel slip by reducing power in rail vehicles B61C15/08; dynamo-electric machines H02K; control or regulation of electric motors H02P); SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES (electric coupling devices combined with mechanical couplings of vehicles B60D1/64; electric heating for vehicles B60H1/00); ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL (control or regulation of electric motors H02P); MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60T: VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL (electrodynamic brake systems for vehicle, in general B60L; brakes per se, i.e. devices where braking effect occurs, including ultimate brake actuators, F16D); ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B61C: LOCOMOTIVES; MOTOR RAILCARS (vehicles in general B60; frames or bogies B61F; special railroad equipment for locomotives B61J, B61K)
- Y02T: CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION

## Abstract

A method for assessing contamination of a rail, in particular for a railway vehicle, comprises the steps of imposing a first sliding value lower than a first threshold between the wheels of a first controlled axle and the rail, the first controlled axle being the head axle of the railway vehicle, imposing a second sliding value greater than a second threshold between the wheels of a second controlled axle and the rail, the second axle following the first axle and the second threshold being greater than the first threshold, and determining the trend of an adhesion curve between the wheels belonging to a plurality of controlled axles and the rail, based on a first adhesion value between the wheels of the first axle and the rail, and a second adhesion value between the wheels of the second axle and the rail.

## Claims

### Claim 1

A method for assessing contamination of a rail, in particular for a railway vehicle, the method comprising the steps of:
imposing a first sliding value lower than a first predetermined threshold between the wheels of a first controlled axle of a railway vehicle and the rail, the first controlled axle being the head axle of the railway vehicle according to a direction of travel of the railway vehicle;
imposing a second sliding value greater than a second predetermined threshold between the wheels of a second controlled axle and the rail, the second axle following said first axle according to the direction of travel of the, railway vehicle and the second predetermined threshold being greater than said first predetermined threshold;
determining trend of an adhesion curve between the wheels belonging to a plurality of controlled axles of the railway vehicle and the rail, based on a first adhesion value between the wheels of said first axle and the rail, and a second adhesion value between the wheels of said second axle and the rail.

### Claim 2 (depends on 1)

The method of claim 1, wherein the step of determining the trend of the adhesion curve between the wheels belonging to a plurality of controlled axles of a railway vehicle and the rail comprises the steps of:
measuring the first adhesion value between the wheels of said first axle and the rail, and the second adhesion value between the wheels of said second axle and the rail;
determining that the adhesion curve between the wheels belonging to the plurality of controlled axles of a railway vehicle and the rail is an adhesion curve having an adhesion peak at a sliding value greater than the second predetermined threshold, if the second adhesion value is greater than the first adhesion value; and
determining that the adhesion curve between the wheels belonging to a plurality of controlled axles of a railway vehicle and the rail is an adhesion curve having an adhesion peak at a sliding value lower than said first predetermined threshold, if the second adhesion value is lower than the first adhesion value.

### Claim 3 (depends on 2)

The method of claim 2, wherein:
a) if it has been determined that the adhesion curve between the wheels belonging to a plurality of controlled axles of a railway vehicle and the rail is an adhesion curve having an adhesion peak at a sliding value greater than the second predetermined threshold, said method comprises the step of:
imposing a sliding value greater than the second predetermined threshold between the wheels of all controlled axles and the rail;
b) if it has been determined that the adhesion curve between the wheels belonging to the plurality of controlled axles of a railway vehicle and the rail is an adhesion curve having an adhesion peak at a sliding value lower than the first predetermined threshold, said method further comprises the steps of:
calculating a value of an adhesion difference by means of the difference between the first adhesion value and the second adhesion value;
imposing the second sliding value greater than the second predetermined threshold between the wheels of at least one third axle and the rail; said at least one third axle following said second axle according to the direction of travel of the train;
calculating a value of an adhesion difference generated by a cleaning effect of the wheels of the second axle to the benefit of the wheels of the third axle; said value of the adhesion difference generated by the cleaning effect being obtained by means of the difference between a third adhesion value between the wheels of the third axle and the rail, and the second adhesion value between the wheels of the second axle and the rail;
imposing a sliding value greater than the second predetermined threshold between the wheels of all controlled axles and the rail, if the value of the adhesion difference generated by the cleaning effect of the wheels is predominant with respect to the value of the adhesion difference multiplied by an adaptive factor the value of which is inversely proportional to the number of axles;
imposing a sliding value lower than the first predetermined threshold between the wheels of all controlled axles and the rail, if the value of the adhesion difference generated by the cleaning effect of the wheels is not predominant with respect to the value of the adhesion difference multiplied by an adaptive factor the value of which is inversely proportional to the number of the axles.

### Claim 4 (depends on 3)

The method of claim 3, wherein if it has been determined that the adhesion curve of the wheels belonging to a plurality of controlled axles of a railway vehicle is an adhesion curve having an adhesion peak at a sliding value lower than the first predetermined threshold, said method further comprises the step of:
after having imposed a second sliding value greater than the second predetermined threshold between the wheels of all controlled axles and the rail, due to non-predominance of the value of the adhesion difference generated by the cleaning effect of the wheels with respect to the value of the adhesion difference multiplied by an adaptive factor the value of which is inversely proportional to the number of axles, if the adhesion value of the wheels of a previous axle is coincident with the adhesion value of the wheels of the next axle, imposing a first sliding value lower than the first predetermined threshold between the wheels of at least one following axle and the rail.

### Claim 5 (depends on 1)

The method of claim 1, wherein the method for assessment of contamination of a rail is repeated after a predetermined time interval.

### Claim 6 (depends on 1)

The method of claim 1, wherein the method for assessment of contamination of a rail is repeated after a predetermined distance has been traveled by the railway vehicle.

### Claim 7 (depends on 1)

The method of claim 1, wherein the first predetermined threshold has a sliding value lower than 5%, and the second predetermined threshold has a sliding value comprised between 15% and 25%.

### Claim 8

A method for assessing cleaning of a rail for a railway vehicle, comprising the steps of:
imposing a first sliding value lower than a first predetermined threshold between the wheels of a first controlled axle of a railway vehicle and the rail, the first controlled axle being the head axle of the railway vehicle according to a direction of travel of the railway vehicle;
imposing a second sliding value greater than a second predetermined threshold between the wheels of a second controlled axle and the rail; the second axle following said first axle according to the travel direction of the railway vehicle, and said second predetermined threshold being greater than said first predetermined threshold;
imposing a third sliding value equal to said second sliding value between the wheels of at least one third axle and the rail; said at least one third axle following said second axle according to the travel direction of the railway vehicle;
determining effectiveness of the cleaning of the rail generated by the sliding of the second axle to the benefit of the at least one third axle based on a first adhesion value between the wheels of said second axle and the rail and a second adhesion value between the wheels of said at least one third axle and the rail.

### Claim 9 (depends on 8)

The method of claim 8, wherein the step of determining the effectiveness of the cleaning of the rail comprises the steps of:
measuring the first adhesion value and the second adhesion value; and
determining the effectiveness of the cleaning by performing a subtraction operation between the second adhesion value and the first adhesion value.