U.S. patent application number 13/872768 was filed with the patent office on 2014-05-22 for system and method for fleet wheel-rail lubrication and noise management.
This patent application is currently assigned to IGRALUB NORTH AMERICA, LLC. The applicant listed for this patent is IGRALUB NORTH AMERICA, LLC. Invention is credited to Kurt A. Boehni, Andre Kofmehl.
Application Number | 20140142791 13/872768 |
Document ID | / |
Family ID | 49483959 |
Filed Date | 2014-05-22 |
United States Patent
Application |
20140142791 |
Kind Code |
A1 |
Boehni; Kurt A. ; et
al. |
May 22, 2014 |
SYSTEM AND METHOD FOR FLEET WHEEL-RAIL LUBRICATION AND NOISE
MANAGEMENT
Abstract
The present invention is a system and method for the control of
applying lubrication to the wheels of a fleet of railed-based
vehicles and the rails on which the railed-based vehicles travel.
In an aspect, the wheel-rail lubrication fleet management system is
configured to analyze and optimize the application of wheel/rail
lubrication within a whole fleet to the best possible efficiency.
In an additional aspect, the wheel-rail lubrication fleet
management system is further configured to manage the noise created
by the interaction between the wheels and rails of the whole fleet.
In such aspects, the wheel-rail lubrication fleet management system
can monitor the real results of the application of lubricant of
rail-wheel systems that utilize the lubrication fleet management
system.
Inventors: |
Boehni; Kurt A.; (Roswell,
GA) ; Kofmehl; Andre; (Zuerich, CH) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
IGRALUB NORTH AMERICA, LLC; |
|
|
US |
|
|
Assignee: |
IGRALUB NORTH AMERICA, LLC
Marietta
GA
|
Family ID: |
49483959 |
Appl. No.: |
13/872768 |
Filed: |
April 29, 2013 |
Related U.S. Patent Documents
|
|
|
|
|
|
Application
Number |
Filing Date |
Patent Number |
|
|
61639772 |
Apr 27, 2012 |
|
|
|
Current U.S.
Class: |
701/19 |
Current CPC
Class: |
B61K 9/12 20130101; B61K
3/02 20130101; B61K 9/08 20130101; B61K 3/00 20130101; F16N 29/00
20130101 |
Class at
Publication: |
701/19 |
International
Class: |
B61K 3/00 20060101
B61K003/00 |
Claims
1. A wheel-rail lubrication and noise fleet management system
configured to control the lubrication needs of a fleet of
rail-based vehicles comprising: a. At least one central fleet
management server comprising a lubrication application; b. At least
one lubrication system; and c. At least one lubrication controller,
wherein the at least one lubrication controller is associated with
the at least one lubrication system and configured to control the
at least one lubrication system, wherein the at least one
lubrication controller is further configured: i. to communicate
with the at least one lubrication system; ii. to communicate with
at least one sensor; and iii. to communicate with the central fleet
management server; and wherein the lubrication application of the
central server is configured to control the operation of the at
least one lubrication controller and receive communications from
the at least one lubrication controller.
2. The wheel-rail lubrication and noise fleet management system of
claim 1, wherein the at least one lubrication system and the at
least one lubrication controller are associated with at least one
rail-based vehicle.
3. The wheel-rail lubrication and noise fleet management system of
claim 2, wherein the at least one lubrication system further
comprises a plurality of lubrication systems, the at least one
lubrication controller comprises a plurality of lubrication
controllers, wherein the plurality of lubrication systems and the
plurality of lubrication controllers are further associated with a
plurality of rail-based vehicles and at least one wayside.
4. The wheel-rail lubrication and noise fleet management system of
claim 1, wherein the central server further comprises a vehicle
database, a track database, and a lubricant database, wherein the
lubrication application is configured to access information from
the vehicle database, the track database, and the lubricant
database in order to develop and implement lubrication plans.
5. The wheel-rail lubrication and noise fleet management system of
claim 4, wherein the lubricant database comprises lubricant
properties specific to lubricants utilized by the wheel-rail
lubrication and noise fleet management system, wherein the track
database comprises track properties of tracks used by the
rail-based vehicles of the fleet, and vehicle database comprises
vehicle properties of the rail-based vehicles of the fleet, wherein
the lubrication application utilizes the lubricant properties, the
track properties, and the rail-based vehicle properties to develop
and implement lubrication plans.
6. The wheel-rail lubrication and noise fleet management system of
claim 5, wherein the lubricant properties comprise physical
properties and specific performance properties, the track
properties comprise rail types, curve locations, lengths, degree of
curve, and speed restraints, and the vehicle properties comprise
vehicle types, wheel types, wheel profile types, and speed
limitations, wherein the lubrication application utilizes the
physical properties, specific performance properties, rail types,
curve locations, lengths, degree of curve, speed restraints,
vehicle types, wheel types, wheel profile types, and speed
limitations to develop and implement the lubrication plans.
7. The wheel-rail lubrication and noise fleet management system of
claim 5, wherein the lubrication application is further configured
to receive feedback information from the at least one controller
and wherein the lubrication application is further configured to
update the lubrication plans using the feedback information.
8. The wheel-rail lubrication and noise fleet management system of
claim 4, wherein the at least one lubrication controller further
comprises a lubrication management application, wherein the
lubrication management application is configured to implement at
least one of the lubrication plans from the lubrication
application.
9. The wheel-rail lubrication and noise fleet management system of
claim 8, wherein the at least one of the lubrication plans is sent
wirelessly from the lubrication application of the central server
to the lubrication controller.
10. The wheel-rail lubrication and noise fleet management system of
claim 4, wherein the central server further comprises an
optimization application configured to allow a user to request
outside help to optimize the lubrication plans.
11. The wheel-rail lubrication and noise fleet management system of
claim 1, wherein the wheel-rail lubrication and noise fleet
management system is further configured to operate as an open
platform for third party devices, and comprises at least one
software plug-in interface to run functions specific to the third
party devices.
12. A computer-based method for implementing lubrication plans for
a plurality of rail-based vehicles of a rail-wheel system,
comprising: a. providing at least one lubrication plan to a central
fleet management server; b. selecting the at least one lubrication
plan; and c. wirelessly transmitting the lubrication plan to the
plurality of rail-based vehicles.
13. A method for controlling the lubricating needs of multiple
vehicles on a track with a wheel-rail lubrication and noise fleet
management system, the method comprising: a. providing at least one
central server comprising a lubrication application; b.
transmitting instructions from the central server to a lubrication
controller associated with one vehicle on the track; c. providing
at least one lubrication system with the vehicle and in electrical
communication with the lubrication controller; d. transmitting
instructions from the central server to the lubrication controller
for dispersion of lubricant according to the lubrication
application; e. monitoring operations of the lubrication system
with at least one sensor, the at least one sensor transmitting a
sensor signal to the lubrication controller; and f. transmitting
the signal from the lubrication controller to the central server.
Description
CLAIM OF PRIORITY
[0001] This application claims priority from U.S. Provisional
Patent Application No. 61/639,772 filed on Apr. 27, 2012, which is
relied upon and incorporated herein in its entirety by
reference.
BACKGROUND OF THE INVENTION
[0002] 1. Technical Field
[0003] The present invention is in the technical field of
wheel/rail wear and noise management among rail vehicles. More
particularly, the present invention is in the technical field of a
fleet lubrication operating system.
[0004] 2. Related Art
[0005] Old or poorly maintained rail infrastructure, train wheels,
or a combination of both can increase "wheel-climbing" and other
known unfortunate wheel/rail dynamic occurrences, increasing the
chances of a rail vehicle derailing event. Rail-vehicle derailments
are always events that should be avoided, considering the high
probability of loss of lives, as well as the costs resulting from
the damage and subsequent repairs. For example, as published, the
average derailment cost in the United States is currently estimated
to be $1.4 million per derailment incident.
[0006] The normal wear and tear on rails and wheels is a common
problem that all rail-based vehicles face. The corrugation and
normal wear and tear requires the wheels and rails to be
re-profiled and re-grinded throughout the life of the wheels and
rails, as well as frequent replacement when such rails and wheels
are no longer able to be repaired.
[0007] Further, the friction experienced between the wheels and
rails, also called a wheel/rail interface, has a great impact on
the performance and safety of the rail-based vehicles, including
the number of engines needed to pull or push a collection of
rail-based vehicles, as well as the increase in energy needed.
Further, a common problem that occurs between the interaction
between the rails and the wheels of the rail-based vehicles is
curve squeaking, the noise resulting from the interaction of rails
and wheels in curved portions of a track. Curve squeaking is an
undesirable nuisance for those residences and businesses in the
vicinity of rail tracks.
[0008] The two main frictions occurring between rail-based vehicles
and rails are the enormous vertical force 4 and lateral force 5
applied to the interface between the wheel 1 and rail 2, as
illustrated in FIG. 1. The lateral forces 5 cause friction between
the flange 3 of any wheel 1 and the rail 2. The vertical forces 4
cause friction along the top of the rail 2 which engages the wheel
1. These frictions are greatly increased at curves occurring in the
rail 2, with much the greater vertical friction occurring along the
outer rail and as well as on the top of the inner rail, as shown in
FIG. 2. As discussed above, curve squeaking is a result of both of
these frictions, with each type of friction contributing specific
noise characteristics which can be combined into a single heard
sound, as shown in FIG. 3.
[0009] The lubrication of the wheels 1 of the railed-based vehicles
as well as the rails 2 themselves can reduce the problems discussed
above. Based on the physics and dynamics of the wheel/rail
interface among all rail vehicles, and the needs to protect the
rail vehicle components, the industry differentiates between four
different wheel/rail lubrication applications: Wheel-Flange
Lubrication, Top of Rail (TOR) or Rail-Head lubrication, Wheel/Rail
Conditioning, and Component Lubrication.
[0010] Wheel-Flange lubrication involves lubricant (or a friction
modifier) being applied to the inner flange 3 of a vehicle's wheel
1 to address lateral friction 5 (as shown in FIG. 1), which is
caused by the centrifugal forces applied by the wheel flange 3 to
the inner side of the outer rail 1. The centrifugal forces are at
the greatest when a train goes travels through a curve. Wheel
flange lubrication also addresses many issues created by the
general wheel/rail dynamic, where lateral and vertical forces
between the inner wheel-flange 3 and the inner rail 2 constantly
occur. When groove-rails are employed, usually in instances where
rail 2 shares paths with other transportation vehicles (e.g.,
street cars and trams traveling on streets), lubricant is applied
on both sides of the wheel-flange.
[0011] TOR lubrication involves lubricant being applied only to the
top of the rail 2. TOR lubrication addresses specifically the
lateral wheel movement on the inner rail in a curve, as well as the
slip-slide and creeping effect, which is caused by the wheel/rail
dynamics. TOR lubrication deals with very different application
requirements than wheel-flange lubrication. The TOR application
method and strategies require a much higher quality
lubricant/friction modifier, which are much more costly than
lubricants/friction modifier utilized in the wheel-flange
lubrication. Only lubricants designed specifically TOR application
can handle the higher forces. Therefore, more advanced application
systems are needed to keep the needed friction coefficient on top
of the rail intact and to guarantee that breaking distance is not
extended. Many rail-operators today are still afraid to apply
lubricant on top of the rail, believing the rail-based vehicle may
lose traction as a result.
[0012] Wheel/rail conditioning occurs when lubricant is to not only
prevent friction and noises, but also to control the correct or
ideal friction coefficient as well as to prevent/reduce corrosion,
reduce wheel/rail interface driving noises, and improve overall
safety and passenger comfort of a rail vehicle. In some situations,
both wheel/flange and TOR lubrications may also be included
wheel/rail conditioning.
[0013] Last, component lubrication occurs when lubrication is
applied to other friction causing components, such as track
switches, turnouts, frogs and guardrails or vehicle couplers which
require their own lubrication systems or manual lubrication
maintenance.
[0014] Many lubrication components and systems have been used to
perform the application of lubricants when needed. Such components
can be include on-board lubrication systems, including, but not
limited to on-board lubrication systems controlled by curve, speed,
sensors or time depended lubrication systems, accelerometers, or
simple mechanically applied (e.g., spring-loaded) friction modifier
sticks, such as the Kelsan.TM. friction modifier stick. In
addition, stationary lubrication systems (also known as track-side
or wayside systems), which apply lubricant to the wheel/rail
interface, can be used. Such stationary systems can apply lubricant
when a rail vehicle drives over it, or can be controlled by simple
algorithms, which can count the vehicles, axles, number of trains,
and/or the time period has passed.
[0015] While the industry does have various applications and
devices to apply the lubrication in these different manners, none
meet all four engineering principals for properly lubricating two
metallic surfaces when they interface. The four engineering
principals are (1) lubricating at the right location; (2)
lubricating at the right time; (3) lubrication with the right
lubricant; and (4) lubricating in the right amount. Further, such
systems are configured to be installed, controlled and managed on
an independent, individual basis, with no cross-management or
control between them. Individual configurations, setups, and
optimizing changes have to be applied to each of these single
lubrication or friction modifier systems or equipment.
[0016] Therefore, transit authorities have to operate and monitor
these systems individually, including maintenance tasks on each
individual lubrication component, which is very time-consuming and
costly. Optimizing and changes of lubrication strategies, operation
modes or collecting fleet wide lubrication data involves visits to
each single lubrication system, installed wayside or onboard to
apply fleet-wide adjusting. Such optimization is not only costly,
but also requires time and manpower, which most fleet operators do
not have. Therefore, the adjustment/collection can take months or
even years, to apply a fleet-wide change. Such measures are
extremely inefficient, especially when considering fleet operations
which receive new vehicles with onboard lubrication or a series of
new wayside lubricators, which most likely have to be adjusted
after the initial startup phase. Therefore, there is a need for a
system and method to apply lubricants and other friction modifiers
to the wheels and rails of a fleet of rail-based vehicles according
to the four engineering principals. In addition, there is a need
for a system that can centrally manage and monitor, control and
optimize all lubricant controls and systems utilized by a fleet
authority.
SUMMARY OF INVENTION
[0017] The present invention is a system and method for the control
of applying lubrication to the wheels of a fleet of railed-based
vehicles and the rails on which the railed-based vehicles
travel.
[0018] In an aspect, wheel-rail lubrication and noise fleet
management system is configured to analyze and optimize the
application of wheel/rail lubrication within a whole fleet to the
best possible efficiency. In an additional aspect, the wheel-rail
lubrication and noise fleet management system is further configured
to manage the noise created by the interaction between the wheels
and rails of the whole fleet. In such aspects, the wheel-rail
lubrication and noise fleet management system can monitor the real
time results of the application of lubricant of rail-wheel systems
that utilize the lubrication fleet management system.
[0019] In an aspect, the wheel-rail lubrication and noise fleet
management system can control lubrication systems utilizing
lubrication controllers. In an aspect, lubrication plans can be
implemented for an entire wheel-rail fleet. In such aspects, the
lubrication plans can be sent remotely from a fleet management
server to all lubrication controllers of the wheel-rail fleet. In
an aspect, an initial lubrication plan can be generated for a
wheel-rail system by the wheel-rail lubrication and noise fleet
management system. In such an aspect, a lubrication management
application can generate a lubrication plan based upon various
characteristics of the components of the wheel-rail fleet and
specific properties of lubricants.
[0020] In an aspect, changes can be made to a lubrication plan from
the fleet management server that can be sent remotely to all
lubricant controllers. In an aspect, the lubrication controllers
can monitor conditions of the rail-based vehicles, the rails, the
lubrication systems, and the surrounding environment. In an aspect,
the lubrication fleet management system can apply changes
immediately in the case of certain events (e.g., weather,
accidents, and performance of vehicles).
[0021] These and other objects and advantages of the invention will
become apparent from the following detailed description of the
preferred embodiment of the invention.
[0022] Both the foregoing general description and the following
detailed description are exemplary and explanatory only and are
intended to provide further explanation of the invention as
claimed. The accompanying drawings are included to provide a
further understanding of the invention and are incorporated in and
constitute part of this specification, illustrate several
embodiments of the invention, and together with the description
serve to explain the principles of the invention.
BRIEF DESCRIPTION OF THE DRAWINGS
[0023] FIG. 1 is a cross-sectional view of a rail wheel and rail
known in prior art.
[0024] FIG. 2 is a view of a rail known in the prior art.
[0025] FIG. 3 is a schematic representation of curve squeaking
known in the prior art.
[0026] FIG. 4 is a schematic view of a lubrication fleet management
system according to an aspect.
[0027] FIG. 5 is a schematic view of an onboard lubrication system
and a lubrication controller of the system of FIG. 4 according to
an aspect.
[0028] FIG. 6 is another schematic view of an onboard lubrication
system and a lubrication controller of the system of FIG. 4
according to an aspect.
[0029] FIG. 7 is a schematic view of a lubrication controller of
the system of FIG. 4 according to an aspect.
[0030] FIG. 8 is a schematic view of a server of the system of FIG.
4 according to an aspect.
[0031] FIG. 9 is a schematic view of components of the system
according to an aspect.
[0032] FIG. 10 is a schematic view of a database according to an
aspect.
[0033] FIG. 11 is a block diagram of a vehicle profile according to
an aspect.
[0034] FIG. 12 is a block diagram of a track profile according to
an aspect.
[0035] FIG. 13 is a block diagram of a lubricant profile according
to an aspect.
[0036] FIG. 14 is a flow diagram of a method performed by
components of the system according to an aspect.
[0037] FIG. 15 is a block diagram of a lubrication plan profile
according to an aspect.
[0038] FIG. 16 is a flow diagram of a method performed by
components of the system according to an aspect.
[0039] FIG. 17 is a flow diagram of a method performed by
components of the system according to an aspect.
[0040] FIG. 18 is a flow diagram of a method performed by
components of the system according to an aspect.
[0041] FIG. 19 is a flow diagram of a method performed by
components of the system according to an aspect.
[0042] FIG. 20 is a flow diagram of a method performed by
components of the system according to an aspect.
[0043] FIG. 21 is a flow diagram of a method performed by
components of the system according to an aspect.
[0044] FIG. 22 is a flow diagram of a method performed by
components of the system according to an aspect.
[0045] FIG. 23 is a flow diagram of a method performed by
components of the system according to an aspect.
[0046] FIG. 24 is a flow diagram of a method performed by
components of the system according to an aspect.
[0047] FIG. 25 is a flow diagram of a method performed by
components of the system according to an aspect.
DETAILED DESCRIPTION OF THE EMBODIMENTS
[0048] In the following detailed description of the preferred
embodiments, reference is made to the accompanying drawings, which
form a part hereof, and within which are shown by way of
illustration specific embodiments by which the invention may be
practiced. It is to be understood that other embodiments may be
utilized and structural changes may be made without departing from
the scope of the invention.
[0049] Referring to FIG. 4, the present invention is directed to a
wheel-rail lubrication and noise fleet management system 10. The
wheel-rail lubrication and noise fleet management system 10 assists
in the application of lubricants to components of rail-wheel
systems 12. In an aspect, the components of rail-wheel systems 12
can include rails/tracks 14, rail-based vehicles 16, and stationary
waysides 18. The wheel-rail lubrication and noise fleet management
system 10 includes lubrication systems 20. The lubrication systems
20 can be found at locations along the rails 14, on rail-based
vehicles 16, and stationary waysides 18, and can be configured to
apply lubrication to the various rail and wheel components. In an
aspect, a rail-based vehicle 16 can have more than one lubrication
system 20, as shown in FIG. 4. The different lubrication systems 20
found on the same rail-based vehicle 16 can perform different
lubricant applications, with one in control of TOR application and
the other in control of wheel/flange application.
[0050] The lubrication systems 20 are controlled by lubrication
controllers 30. In an aspect, the lubrication controllers 30 can
communicate with other components of the rail-wheel systems 12,
discussed further below. The lubrication controllers 30 can also
communicate with a central fleet management server 40. In an
aspect, the central fleet management server 40 can manage the
lubrication systems 20 through the lubrication controllers 30. The
central fleet management server 40 can send commands and receive
information from the lubrication controllers 30. In an aspect, the
central fleet management server 40 can be accessed centrally or
remotely by remote devices 70, discussed in further detail below.
In an aspect, the communication between the central fleet
management server 40 and the lubrication controllers occurs over a
network 50. In an aspect, the network 50 can comprise multiple
networks 50a, 50b, 50c, and 50d. Such networks 50 can include cell
networks or the like, and are discussed in more detail below. In an
aspect, the lubrication controllers 30 can be configured to
communicate with GPS satellites 60, or any other type of location
determining apparatus or application.
[0051] The wheel-rail lubrication and noise fleet management system
10 can be utilized by all types of rail-wheel systems 12. As
discussed above, the rail-wheel systems 12 include rail 14 on which
rail-based vehicles 16 travel. The type of rail 14 can determine
what type of rail-based vehicles 16 are utilized by the rail-wheel
systems 12. In an aspect, rail-wheel systems 12 can include, but
are not limited to, rail freight, street car, light rail, metro,
high speed, and commuter rail-wheel systems 12 (Such rail-wheel
systems 12 can include a variety of rail-based vehicles 16,
including, but not limited to, streetcars, light-rail, passenger,
commuter, and high speed rails vehicles, engines, and freight
cars). In an aspect, the rail-wheels systems 12 can include any
type of system that uses a combination of rails and wheels. For
example, such systems 12 can also include container-crane systems
that can be found at rail yards and ports, escalator systems,
automated moving systems, roller-coasters, and the like. In
addition, the rail-wheel systems 12 can utilize a variety of
stationary waysides 18. The stationary waysides 18 can include, but
are not limited to, top of the rail, side of the rail, or
combination of both waysides 18.
[0052] In an aspect, as shown in FIGS. 4, 5 and 5A, the wheel-rail
lubrication and noise fleet management system 10 can include
lubrication systems 20 controlled by the lubrication controller 30.
The wheel-rail lubrication and noise fleet management system 10 can
use a variety of lubrication systems 20. In an aspect, the
wheel-rail lubrication and noise fleet management system 10 can be
used with lubrication systems 20 configured for use with rail-based
vehicles 16 and stationary waysides 18. In an aspect, the
wheel-rail lubrication and noise fleet management system 10 can be
configured to use lubrication systems 20 that are known in the art.
For example, the lubrication management system 10 can use Igralub
lubrication systems, other rail-approved lubrication systems,
including, but not limited to, lubrication systems from REBS,
Delimon, and SKF. In an aspect, the lubrication management system
10 can utilize a lubrication system as disclosed in U.S. Pat. No.
4,711,320, incorporated herein by reference.
[0053] In as aspect, the lubrication systems 20 can include
lubricant containers, dosage pumps, spray-nozzles, and solenoid
valves used to house and control the dispersement of a lubricant.
In an aspect, the lubrication systems 20 can also include sensors
that are normally associated with lubrication systems 20,
including, but not limited to curve sensors, ambient temperature
sensors, accelerometers, and distance/speed sensors. In another
aspect, the sensors discussed above can be separate from the
lubrication systems 20, but associated with components of the
rail-wheel system (e.g., the rail-based vehicles, rail, and/or
stationary waysides). In an aspect, the lubrication systems 20 can
include a friction modifier (e.g., friction modifier sticks) and
other components that are associated with wheel conditioning.
[0054] In an aspect, a sanding system can be associated with the
lubrication system 20. The sanding system can be utilized when more
friction at the rail/wheel interface by dispersing sand or other
friction-creating substances onto the rails 2 to create friction
with the wheels 1. For example, the sanding system can be activated
when an emergency stop is necessary, or when the rail-based vehicle
16 is experiencing a loss in friction, which can be detected if
such sensors are installed and enabled within the wheel-rail
lubrication and noise fleet management system 10.
[0055] FIGS. 5-6 illustrate components of a lubrication system 20
according to an aspect. The lubrication system 20 can be found on
numerous positions within a rail-based vehicle 16. For example, as
shown in FIG. 5, components of the lubrication system 20 can be
located within the car-body 160 and the trucks/bogies 162 of the
rail-based vehicle 16. The lubrication system 20 can also be
configured to receive power from the power source of the rail-based
vehicle 164, which can be controlled by a circuit breaker 166. The
lubrication system 20 can include a lubrication valve 200, which
can be connected to a lubricant reservoir 201 and metering pump
202. The lubricant reservoir and metering pump 202 can be connected
to flow dividers 204 and spray nozzles 206 that apply the lubricant
at the desired location. The spray nozzles 206 can be placed based
upon the needed application(s) (e.g., top of rail or wheel flange)
on the truck/bogies 162 accordingly. The lubrication system 20 can
also include a compressed air unit power distributor 208, a
compressor 210, purge valves 212 that have access to ambient
atmosphere 213, filters 214 (e.g., suction and airline), pressure
switches/sensors 216, and a compressed air tank 218.
[0056] In other aspects, the lubrication system 20 can contain
other components, including, but not limited to a sanding system
and independent friction modifiers (e.g., sticks and the like). The
sanding system may be one known in the art, and controlled for
operation in a manner similar to the lubrication system 20.
Further, while the lubrication system of FIG. 5 is illustrated in
use on a rail-based vehicle 16, the wheel-rail lubrication and
noise fleet management system 10 of the present invention is also
configured to control lubrication systems 20 associated with
stationary waysides 18. Accordingly, such lubrication systems 20
can include the needed components to ensure operation at stationary
waysides 18.
[0057] As shown in FIGS. 4-7, the rail lubrication fleet management
system 10 includes lubrication controllers 30. The lubrication
controllers 30 are configured to control the lubrication systems
20. In an aspect, the lubrication controllers 30 are configured to
control the lubrication systems 20 as allowed and required by the
operating systems of the wheel-based vehicle 16 or wayside station
18.
[0058] In an aspect, as shown in FIG. 6, the lubrication controller
30 is configured to be integrated into the systems of the
rail-based vehicle 16. For example, the lubrication controller 30
can be configured to connect and utilize the vehicle power supply
164 of the rail-based vehicle 16. The lubrication controller 30 can
also utilize a power supply unit 330. In addition, the lubrication
controller 30 can be connected to various sensors and devices 172
that can provide valuable information to the controller 30. Such
sensors can include those discussed above in addition to others.
Also, the devices 172 can include other controls and loads of the
rail-based vehicle 16. In addition, the vehicle controller 30 can
also be connected to a bus 174 of the rail-based vehicle 16. The
connection to the bus 174 allows the controller 30 to utilize the
communication means available on the rail-based vehicle 16 if
needed. In addition, the bus 174 can provide a connection to
network connections and other components of the rail-based vehicle
16, including, but not limited to, GPS antennas utilized by global
positioning systems, and or other location determination
technologies used in modern train-localization methods (e.g.,
Fahrleit-Systeme, Train Control").
[0059] In an aspect, the controller 30 can be connected to the
lubrication system 20 through interface relays and feedback
connections 176 associated with the rail-based vehicle 16. Also,
the rail-based vehicle 16 can also control when the lubrication
controller 30 can operate the lubrication systems 20 to apply the
lubricant through an enable/disable component 178. The
enable/disable component 178 can ensure that the lubrication
controller 30 has clearance to operate the lubrication system 20.
For example, if the rail-based vehicle 16 experiences an emergency
breaking situation, or is off-loading passengers at a train
station, the relays 176 between the lubrication system 20 and the
lubrication controller 30, which can be supplied by the rail-based
vehicle 18, can be cut-off by the enable/disable component 178 of
the rail-based vehicle 16. In an aspect, the enable/disable
component can selectively cut-off the relays 176 only from the
lubrication controller 30, and not to other controlling mechanisms
employed by the rail-based vehicle 16 to activate components of the
lubrication system. For example, returning to the emergency braking
example, another controlling mechanism can activate the sanding
system when needed. While the integration above is discussed in
terms of being integrated into the various systems of a rail-based
vehicle 16, it should be understood that integration can apply as
equally to stationary waysides 18 and its relevant components
according to aspects of the present invention.
[0060] According to an aspect, as shown in FIG. 7, the lubrication
controller 30 includes a combination wireless interface controller
300 and radio transceiver 302. The wireless interface controller
("W.I. Cont.") 300 is configured to control the operation of the
radio transceiver 302, including the connections of the radio
transceiver 302, as well as the receiving and sending of
information from the central fleet management server 40 via the
network 50 discussed in more detail below. In one aspect, the
wireless interface controller 300 and radio transceiver 302 can be
contained within the lubrication controller 30, or can be
associated with the component of the rail system 10 to which the
lubrication controller 30 is dedicated (e.g., the communication
system of the rail vehicle).
[0061] The radio transceiver 302 may communicate on a wide range of
public frequencies, including, but not limited to, frequency bands
2.4 GHz and/or 5 GHz-5.8 GHz. In addition, the radio transceiver
302, with the assistance of the wireless interface controller 300,
may also utilize a variety of public protocols. For example, in
some embodiments of the present invention, the combination wireless
interface controller 300 and radio transceiver 302 may operate on
various existing and proposed IEEE wireless protocols, including,
but not limited to, IEEE 802.11b/g/n/a/ac, with maximum theoretical
data transfer rates/throughput of 11 Mbps/54 Mbps/600 Mbps/54
MBps/1 GBps respectively. In an aspect, the wireless interface
controller 300 and the radio transceiver 302 of the lubrication
controller 30 are configured to send and receive data at the same
time.
[0062] In an aspect, the radio transceiver 302 can include a
wireless cellular modem 302 configured to communicate on cellular
networks 50. The cellular networks 50 can include, but are not
limited to, GPRS, GSM, UMTS, EDGE, HSPA, CDMA2000, EVDO Rev 0, EVDO
Rev A, HSPA+, WiMAX, LTE, and the like.
[0063] The lubrication controllers 30 may have one or more software
applications 304, including a lubrication management application
(Lub. Mgt. App.) 306 and a location verification application 307
(Loc. Ver. App.). In an aspect, the lubrication management
application 306 controls the lubrication system 20 and the
application of lubrication to the components of the associated rail
systems 12. The lubrication controllers 30 includes system memory
308, which can store the various applications 304, including, but
not limited to, the operating system 310 of the lubrication
controller 30 and the lubrication management application 306. The
system memory 308 may also include data 312 accessible by the
various software applications. The system memory 308 can include
random access memory (RAM) or read only memory (ROM). Data 312
stored on the lubrication controller 30 may be any type of
retrievable data. The data may be stored in a wide variety of
databases, including relational databases, including, but not
limited to, Microsoft Access and SQL Server, MySQL, INGRES, DB2,
INFORMIX, Oracle, PostgreSQL, Sybase 11, Linux data storage means,
and the like.
[0064] The lubrication controller 30 can include a variety of other
computer readable media, including a storage device 314. The
storage device 314 can be used for storing computer code, computer
readable instructions, program modules, various databases 316, and
other data for the lubrication controller 30, and the storage
device 314 can be used to back up or alternatively to run the
operating system 310 and/or other applications 304, including the
file lubrication management application 306. In an aspect, one of
the databases 316 of the lubrication controller 30 can store
lubrication commands and/or lubrication plan profiles, discussed in
detail below. The storage device 314 may include a hard disk,
various magnetic storage devices such as magnetic cassettes or
disks, solid-state flash drives, CD-ROM, DVDs or other optical
storage, random access memories, and the like.
[0065] The lubrication controller 30 may include a system bus 318
that connects various components of the lubrication controller 30
to the system memory 308 and to the storage device 314, as well as
to each other. Other components of the lubrication controller 30
may include one or more processors or processing units 320, a user
interface 322, and one or more input/output interfaces 324. In an
aspect, at least one of the input/output interfaces 324 is
configured to connect with the lubrication system 20. In such an
aspect, the connection with the lubrication system 20 can include
connections to a spray nozzle and solenoid valves, as well as any
sensors associated with the lubrication system 20 or the rail-wheel
systems 12. In another aspect, the input/output interfaces 324 can
also be configured to connect with other sensors that are
associated with the component of the rail system 12 to which the
lubrication system 20 is dedicated. In another aspect, the
input/output interfaces 324 can be configured to connect to other
components, including additional control systems of the rail system
components. In such an aspect, the input/output interface 324 can
provide connections to the vehicle controls of a train vehicle, the
propulsion system, microphone systems, the communication systems of
the components, and the like.
[0066] The input/output interfaces 324 are configured to allow the
lubrication controller 30 to receive signals from various sensors
and systems associated with the wheel-rail system 12. For example,
such signals can provide information related to, but not limited
to, speed of the rail-based vehicle 16, lubricant levels in the
lubricant tanks 201, slip/slide information from a vehicles
propulsion system, noise recordings from microphone systems for
determining the types of noises created by interactions between
wheels and rails by various forces, the direction of the vehicle,
weather conditions, and the like. In addition, the signals can
include information related to the experiences of the trains,
including, but not limited to, doors opening, the application of
emergency brakes, ambient temperature, directional heading of the
vehicle, errors performed by the lubrication systems, lubrication
controllers, and the rail-wheel vehicle, and the like. The signals
provided can include any information that is useful in the
lubrication management of the rail-based system 12.
[0067] In addition, the lubrication controller 30 may include a
network adapter 326 configured to communicate with other devices
over various networks. In an aspect, the lubrication controller can
include a GPS module 328 to obtain the location information of the
lubrication controller 30 and rail-based vehicle 16 on which it is
found. The GPS module 328 is configured to be connected to a GPS
antenna, which communicates with the GPS satellites 60. In an
aspect, the lubrication controller 30 can be configured to contain
the GPS module 328 and antenna. In another aspect, the GPS module
328 and antenna can be associated with the rail-based vehicle 16
and configured to be connected to the lubrication controller
30.
[0068] The lubrication controller 30 includes a power source unit
330. In an aspect, the power source 330 can be provided by the
rail-based vehicle 16 or stationary wayside 18 to which the
lubrication controller 30 is dedicated. In another aspect, the
power source 330 can be included within the lubrication controller
30. For example, the self-contained power source 330 can be
utilized when there is a safety concern with having the lubrication
controller 30 being attached to the power source of the rail system
component or there is no such additional power source
available.
[0069] As shown in FIGS. 4 and 7, the wheel-rail lubrication and
noise fleet management system 10 may include a central fleet
management server 40. Referring to FIG. 7, the central fleet
management server 40 may have several applications 406, including,
but not limited to, a fleet lubrication application 408 that
corresponds to the lubrication management application 308 of the
lubrication controller 30. The central fleet management server 40
and its applications 406 may utilize elements and/or modules of
several nodes or servers. In any event, the central fleet
management server 40 should be construed as inclusive of multiple
modules, software applications, servers and other components that
are separate from the lubrication controllers 30.
[0070] The central fleet management server 40 includes its own
system memory 402, which stores the operating system 404 and
various software applications 406, including the lubrication
application 408. The central fleet management server 40 may also
include data 410 that is accessible by the software applications
406. The central fleet management server 40 may include a mass
storage device 412. The mass storage device 412 is configured to
store data associated with the components of the wheel-rail system
12, the lubrication system 20, and the lubrication controllers 30
of the overall system 10, discussed in more detail below. In
addition, the mass storage device 412 can be used for storing
computer code, computer readable instructions, program modules,
various databases 414, and other data for the central fleet
management server 40. The mass storage device 412 can be used to
back up or alternatively to run the operating system 404 and/or
other software applications 406, including the lubrication
application 408. The mass storage device 412 may include a hard
disk, various magnetic storage devices such as magnetic cassettes
or disks, solid state-flash drives, CD-ROM, DVDs or other optical
storage, random access memories, and the like.
[0071] The central fleet management server 40 may include a system
bus 416 that connects various components of the central fleet
management server 40 to the system memory 402 and to the mass
storage device 412, as well as to each other. In an aspect, the
mass storage device 412 can be found on the same server 40. In
another aspect, the mass storage device can comprise multiple mass
storage devices 412 that are found separate from the central fleet
management server 40. However, in such aspects the central fleet
management server 40 can be provided access.
[0072] Other components of the central fleet management server 40
may include one or more processors or processing units 418, a user
interface 420, an input/output interface 422, and a network adapter
424 that is configured to communicate with other devices,
including, but not limited to, the lubrication controllers 30 and
the components of the rail system 12. The network adapter 424 can
communicate over various networks 50. In addition, the central
fleet management server 40 may include a display adapter 426 that
communicates with a display device 428, such as a computer monitor
and other devices that present images and text in various formats.
A system administrator can interact with the central fleet
management server 40 through one or more input devices (not shown),
which include, but are not limited to, a keyboard, a mouse, a
touch-screen, a microphone, a scanner, a joystick, and the like,
via the user interface 418. In an aspect, for the end users,
respectively operators of wheel-rail based vehicles 16, the fleet
wheel/rail lubrication and noise management system 10 will be
delivered and installed as a fully web-enabled and web-hosted
application hosted by central fleet management server 40. The
web-enable and web-hosted application can be accessed by remote
devices 70 through the various networks 50 available to the end
users.
[0073] In an aspect, the various databases 414 of the central fleet
management server 40 can include a vehicle database 500, a track
database 600, a lubricant database 700, and a lubrication plan
database 800 (discussed in more detail below), as illustrated in
FIGS. 9-10. The vehicle database 500, track database 600, and
lubricant database 700 can contain relevant properties of the
various components of the fleet lubrication operating system 10
from which the lubrication application 408 requests and updates
information used in the control of the lubrication controllers
30.
[0074] The vehicle database 500 contains information relevant to
the rail-based vehicles 16 utilized by the rail-wheel system 12.
For example, the vehicle database 500 can include information
related to the vehicles 16, including, but not limited to, the
types of vehicles and their number, the type bogies used by
individual vehicles, the wheel type and wheel properties for the
individual vehicles, the maintenance record of each vehicle, the
power voltage associated with the rail-based vehicle 16, the amount
traveled by the vehicle per year, the life expectancy of the
vehicle, including its components (e.g., wheels, couplers, etc.),
the performance characteristics of the vehicles, the lubrication
systems 20 used by each vehicle, the type of and amount remaining
of the lubricant with each lubrication system, level of compressed
air, the lines or engines to which the vehicle/car is assigned,
performance specification and limitations, and other similar
information.
[0075] In an aspect, the vehicle database 500 can contain vehicle
profiles 502 of the vehicles 16 associated with the rail-wheel
system 12 that utilizes the fleet management system 10. In an
aspect, as illustrated in FIG. 11, a vehicle profile 502 can
include a vehicle identifier 504. The vehicle identifier 504 is
used to identify an individual rail-based vehicle 16. The vehicle
profile 502 can also include a vehicle type identifier 506. The
vehicle type identifier 506 identifies the type of rail-based
vehicle 16. For example, the vehicle type identifier 506 would
identify the individual rail-based vehicle 16 associated with the
vehicle identifier 504 as an engine, freight car, and the like. The
vehicle type identifier 506 of the vehicle profile 502 can include
the vehicle type information directly, or can use a vehicle type
identifier 506 to call upon a vehicle type database to obtain the
information.
[0076] The vehicle profile 502 can also include other types of
relevant rail-based vehicle, including, but not limited to, a bogie
identifier 508, and a wheel-type identifier 510. A wheel-type
identifier 510 can indicate that type of wheel and wheel-rail
profile being utilized, with each wheel type having different worn
profiles and maintenance intervals that can be used to optimize the
performance and maintenance of the rail-based vehicles 16. The
profile 502 can include other information 512 of the vehicle 16.
Such information 512 can include, but is not limited to, the
maintenance history of the vehicle, the miles traveled by the
vehicle, the weight of the vehicle, the performance specifications
of the vehicle (e.g., weight limits, speed limits, etc.), and the
like. In addition, the profile 502 can also include custom
information 513, allowing an administrator to create an additional
field to capture information that can be fleet-specific, such as
last wheel/rail interface reprofiling, assigned maintenance
facility, maintenance schedule information etc.
[0077] The vehicle profile 502 can also include a use identifier
514 which indicates whether or not the vehicle 16 is actually in
use. Further, the profile can include a line identifier 515, which
identifies which route/train to which the vehicle 16 has been
assigned. The line identifier 515 can also include a track
identifier 515a that identifies what track 14 the rail-based
vehicle 16 is on. In an aspect, the profile 502 can also include a
location identifier 516, which can use GPS coordinates or the
like.
[0078] In an aspect, the vehicle profile 502 can also include
information related to the lubrication system 20 found on the
vehicle 16. The information related to the lubrication system can
include, but is not limited to, the type(s) of lubrication
system(s) 20 on the vehicle (520) (e.g., a rail-based vehicle 16
can include a top of the rail lubrication system and a wheel flange
lubrication system), the type of lubrication(s) (522) used by the
lubrication system 20, the amount of the lubrication (524)
currently available for use by the lubrication system 20, the
amount of lubricant that a lubrication system 20 can apply in a
given cycle, and the status of the lubrication system 20 and
controller 30 (e.g., whether the two have experienced errors,
etc.).
[0079] Referring to FIG. 12, the track database 600 can retain
information regarding the tracks/rail 14 used by the rail-wheel
system 12. In an aspect, the information can include certain
characteristics of the track, such as the location of the track,
the length of the track, the type of rail, type of track (e.g.,
guard rail, check rail, turnouts, frogs, cog rails, etc.), the
curvature of the track, including the length and degree of the
curve along sections, the elevation and change in elevation of the
track along sections, locations and lengths of where the track goes
through tunnels or stations, locations and lengths of where the
track is used by different vehicle types, the location of switches,
frogs, the location(s) of stationary wayside lubrication systems
16, the type(s) and amount of lubricant available for use by the
stationary way-side lubrication system 16, and other relevant
information.
[0080] In an aspect, the track database can include track profiles
602. As illustrated in FIG. 12, the track profiles 602 can include
a track identifier 604 which can be used to identify a specific
track 14 used by the rail-wheel system 10. In an aspect, the track
profile 602 can also include track portion sections 605. The track
profile 602 can include the distance 606 of the track 14 and the
location 608 of track. The location 608 can be defined by using GPS
coordinates. In an aspect, the track profiles 602 can be formed of
individual track portions, or a profile 602 can contain information
specifically for each identified portion of the track 14.
[0081] The track profile 602 can also include other characteristics
of the track 14. In an aspect, the track profile 602 can include a
curve section indicator 610, which can include the degree of the
curve 612 at a section of the track 14, the length 613 of the curve
at that given degree 612, the speed range 614 of a section of track
that which a rail-based vehicle can safely travel, and the location
616 of the curve. In addition, the curve section indicator 610 can
also include the elevation 618 of the particular section. The
profile 602 can also include event elements 619 that are associated
at given sections 605 of the track 14. For example, the event
elements 619 can include curve squeak indicators (e.g., complaints
about squeaks, remarks from specialists to certain track sections),
known adhesion problem areas, the presence of tunnels, and the
like. The event elements 619 themselves can also include
information related to their location as well.
[0082] In an aspect, the track profile 602 can also include a
vehicle type indicator 620 which identifies the type(s) of vehicles
that use the track and at what locations. In an aspect, the track
profile 602 can also include stationary wayside sites elements 622,
which can identify a specific stationary wayside site 623, its
location 624, the type(s) of lubrication controller(s) 30 being
used at that location 625, and the type and amount of lubricant
available 626 to the lubrication controller.
[0083] Looking to FIG. 13 and Table 1 below, the lubricant database
700 can retain information regarding the types of lubricants being
used by the lubrication systems 20 of the rail-wheel system 12. The
lubricant database can include the types of lubricants used by the
rail-wheel, the physical properties of the lubricant(s), such as
the chemical composition, the materials for which the lubricant
best reacts, the optimal temperature range of the lubricant, and
the like. In addition, the costs, name of the manufacturer, and the
amount of in which the lubricant can be purchased can also be
retained by the lubricant database. For example, the properties and
characteristics that can be kept by the lubricant database for a
given lubricant can include, but are not limited to, the following
properties shown in Table 1 below.
TABLE-US-00001 1 MSDS Location 2 Form: 3 Color: 4 Odor: 5 NLGI 6
Biodegradable 7 Biodegradable Certificate 8 Solid Content 9 Solid
Content % 10 Transport Information 11 Packaging-Type 12
Packaging-Unit 13 Density at 20.degree. C.: 14 Realitve Density 15
Vapour Density 16 Evaporation Rate 17 Solubility in Water: 18 Pour
Point 19 Drip Point 20 Viscosity at 20.degree. C.: 21 Viscosity at
0.degree. C.: 22 Viscosity at -5.degree. C.: 23 Penetration at
25.degree. C.: 24 Dropping point: 25 Flash point: 26 Solubility in
water: 27 Decomposition point: 28 Solvent content: 29 Organic
Solvents 30 Solvent Water 31 Toxity Class 32 Toxic on Skin 33 Toxic
on Eye 34 Water Hazard Class 35 Waste Disposal 36 Custom Property1
37 Custom Property 2 38 Custom Property 3 39 Custom Property 4 40
Custom Property 5 41 Custom Property 6 42 Application/ Manuf.
[0084] As shown above in Table 1, the known physical properties of
the lubricant can also include custom properties. In an aspect, the
custom properties can include specific performance information that
is known for the lubricant. The specific performance information
can include information about a specific lubricant or known
requirements for application of lubricants based upon the
characteristics of the track (curvature, length, switches present,
etc.), the vehicle (speed), and environmental conditions
(temperature, precipitation). For example, 1 cm.sup.3 of lubricant
A can be good for a 20 m curve, lubricant B for a 50 m curve, and
lubricant C for a 150 m curve. In another example, a 2.degree.
curve high rail of 50 m can need X cm.sup.3 of a specific
lubricant, whereas a 3.degree. curve of 150 m needs 3X cm.sup.3 of
the same lubricant. In another example, switch D may need to have
lubricant A applied 20 m prior to a curve, whereas switch F needs
lubricant A applied 50 m prior to a curve. In another example, a
specific lubrication system 20 needs to apply lubricant B once
every 50 m when the vehicle is traveling at 50 km/h, whereas a
different lubrication system 20 needs to apply lubricant B twice
every 50 m when the vehicle is traveling at 40 km/h. The specific
performance information is not limited to the examples listed
above. The specific performance information can include any known
or unknown characteristic of a specific lubricant in different
applications and conditions. The specific performance information
can be updated and added to for each lubricant at any time.
[0085] In an aspect, the lubricant database 700 can include
lubricant profiles 702. As illustrated in FIG. 13, the lubricant
profiles 702 can include a lubricant identifier 704 which can be
used to identify a specific lubricant used by or available to the
rail-wheel system 12. The lubricant profile 702 can also include
physical properties 706 (e.g., chemical components, form, color,
odor, etc.), commercial properties 708 (costs, unit size, supplier,
etc.), and specific performance properties 710, which can include
the parameters under which the specific lubricant should be
optimally used. For example, the specific performance information
elements 710 can include the temperature ranges in which the
lubricant can be used, whether or not the lubricant is effective in
rainy, snowy, windy, or dry conditions, whether the lubricant is
effective with certain types of axle weight, for wheel-flange or
top of rail application or can be used for certain types of
waysides 18 or rail-based vehicles 16, whether the lubricant is
effective for rail in curves of a certain length, degree,
elevation, and other influencing factors, whether the lubricant is
effective at a given speed, and other similar types of performance
parameters.
[0086] The wheel-rail lubrication and noise fleet management system
10, utilizing the components and information described above, can
create lubrication plans to be applied uniformly across a fleet,
optimize such plans based upon the demands of the fleet, and
continuously monitor and control the lubrication of the rail-based
vehicles 16 and rails 14 based upon the real-time conditions. In an
aspect, the central fleet management server 40, using the
information organized and contained within the vehicle database
500, the track database 600, and the lubricant database 700, as
well as information continuously received and updated from the
lubrication controllers 30, can formulate commands to be delivered
to the lubrication controllers 30 for application, by the
lubrication systems 20, of the optimal lubricant in the right
amount at the right location at the right time. In an aspect, as
shown in FIG. 9, the lubrication application 408 can utilize the
vehicle, track, and lubricant databases 500, 600 and 700 to develop
such lubrication plans that are sent over various networks 50
(e.g., Wi-Fi, GSM, 4G LTE, and rail-based communication systems) to
then be implemented by the lubrication management application 308
of the controllers 30 at the rail-based vehicles and stationary
waysides 18.
[0087] In an aspect, as shown by the method (1000) illustrated in
FIG. 14, the lubrication application 408 can determine the
characteristics of the track 14 on which the rail-based vehicles 16
are traveling (step 1100), determine characteristic of available
lubricant (step 1200), determine the characteristics of the
rail-based vehicles 16 (step 1300), determine the appropriate type,
amount, and location(s) for application of the lubricant for each
rail-based vehicle 16 (step 1400), send the appropriate type,
amount, and location information of application for each rail-based
vehicle (step 1500), receive feedback information (step 1600), and
update information for the rail-based vehicle 16 and track 14 based
on feedback information (step 1700).
[0088] The lubrication application 408 can determine the
characteristics of the track(s) 14 of which the fleet system 10
utilizes (step 1100). In an aspect, the lubrication application can
refer to the track database 600 to obtain the characteristics of
the track 14. In an aspect, the lubrication application can call on
the track profiles 602 to obtain such information. The lubrication
application 408 can obtain the characteristics of the portions 605
of the track, including, but not limited to, whether there is a
curve 610, the degree 612 of the curve, the length 613 of the
curve, the speed range 614, the type of track 605, location 616,
the elevation 618, and any known events 619 (e.g., tunnel, squeaky
section, etc.) of sections of the track, the length of such
curvatures, the track type, and the like.
[0089] Once the characteristics of the track 14 have been obtained,
the lubrication application 408 can then determine the
characteristics of the lubricants available to the system 10 (step
1200). In an aspect, the lubrication application 408 can call upon
the lubricant database 700 to provide information regarding the
lubricants available to the system 10. In an aspect, the
lubrication application 408 can obtain such information from the
lubricant profiles 702 found in the lubricant database 700. The
lubrication application 408 can then obtain the characteristics of
the available lubricants 704, including the physical properties
706, commercial properties 708, and specific performance properties
710.
[0090] The lubrication application 408 can then determine what
lubricants are available on the rail-based vehicle 14 and the
characteristics of the vehicle (step 1300). In an aspect, the
lubrication application 408 can turn to the vehicle database 500 to
find what types and the amount of lubricant are available on the
rail-based vehicle 16, the types and number of lubrication systems
20 and lubrication controllers 30 associated with each rail-based
vehicle 16, and the important physical characteristics of the
rail-based vehicle 16. As discussed above, these physical
characteristics can include, but are not limited to, wheel type,
weight and speed restrains, and the like.
[0091] In an aspect, the lubrication application 408 can call on
the vehicle database 500 to produce the corresponding vehicle
profile 502 to gain this information. For example, the lubrication
application 408 can obtain the type(s) of lubrication system(s) 30
on the vehicle (520), the type of lubrication(s) (522) used by the
lubrication system 30, the amount of the lubrication (524)
currently available for use by the lubrication system 30, the wheel
type 510, and other information 512 (e.g., speed and weight
limits).
[0092] After the lubrication application 408 has identified the
characteristics of the track (step 1100), the characteristics of
the lubricants available to the system 10 (1200), and the
characteristics of the rail-based vehicles 16 of the fleet (step
1300), including the lubricants available to each rail-based
vehicle 16, the lubrication application 408 can then determine the
appropriate type, amount, and location(s) for application of
lubricant for each rail-based vehicle 16 (step 1400). In an aspect,
the lubrication application 408 can utilize the specific
performance properties 710 to find the correct parameters
(location, amount, type of lubrication) for lubrication application
to the tracks 14 for each rail-based vehicle 16. As discussed
above, the specific performance properties 710 can include the
temperature ranges in which the lubricant can be used, the length
and degree at which a lubricant is effective in a curve, whether
the lubricant is effective at a given speed, and the like. The
lubrication application 408 can then match the most effective
lubricants, the amount, and locations for application of the
lubricants based upon the characteristics of the track (a curve
610, the degree 612 of the curve, the length 613 of the curve, the
speed range 614, the type of track 605, location 616, the elevation
618, and any known events 619, etc.) and vehicle (vehicle type 506,
use 514, wheel type 510, vehicle information 512, custom
information 513, lubricant system 520, type 522, and amount
available 524) that correspond to the specification performance
properties 710.
[0093] After determining the appropriate amount of lubricant for
each lubrication system 20 with each rail-based vehicle 16 to apply
at each location, the lubrication application 408 can create the
lubrication plan. In an aspect, the lubrication application 408
creates a lubrication plan profile 802 for each rail-based vehicle
16 to implement the lubrication plan, as shown in FIGS. 10 and 15.
The lubrication plan profile 802 is made for each vehicle 16 and
includes the appropriate vehicle identifier 504. The lubrication
plan profile 802 can include specific instructions for the amount
of lubricant to be applied at each location 804 determined by the
lubrication application 408. Each plan profile 802 can include a
plurality of locations 804. For each location 804, instructions are
generated for the correct lubrication system 520, the type of
lubricant 522, and the amount to apply 806. In an aspect, the
amount to apply 806 is given by a volume. After creation, the
lubrication plan profiles 802 can be saved on the lubrication plan
database 800.
[0094] In an aspect, the lubrication plans for each stationary
wayside 18 can be determined in same manner as discussed for the
rail-based vehicles 16 above. In an aspect, the lubrication plans
for the stationary waysides 18 from accessing the information
contained in the track profiles 602 (location 624, the lubrication
available 625, and the level 626) and the lubrication profiles
702.
[0095] Once the application parameters have been determined (step
1400), the lubrication application 408 can then send the
appropriate type, amount, and location information for application
of the lubricant to the rail-based vehicles 16 (step 1500). In an
aspect, the parameters can be sent in the form of the lubrication
plan profile 802. In an aspect, the parameters are sent to the
lubrication controller 30 for the appropriate rail-based vehicle
16. The commands can be sent over the various networks 50 described
above.
[0096] Once the parameters have been delivered to the appropriate
lubrication controller(s) 30 (step 1500), the lubrication
application 408 is prepared to receive feedback information (step
1600). The feedback information can include information from the
lubrication controller 30 and sensors found on the rail-based
vehicles 16 and wayside stations 18. For example, such information
can include, but is not limited to, the current amount of lubricant
available for each lubrication system 20, the ambient temperature
at the lubrication systems 20 (on the rail-based vehicle 16 or the
wayside station 18), the noise recorded from microphones at a
particular location, a friction co-efficient, and increase in
energy use, a difference in the RPMs of adjacent axels of a
rail-base vehicle, the status of the lubrication applicator/spray
(e.g., whether it is functioning, available, etc.) and the
like.
[0097] In an aspect, upon receiving this information, the
lubrication application 408 can then update information stored in
the various databases 500, 600 700 of the central fleet management
server 40. This information can then be updated (1700) in the
various databases. In an aspect, the information can be updated in
the appropriate profiles. Such updated information can then be used
to optimize the lubrication plans, discussed in more detail
below.
[0098] In another aspect, the lubrication application 408 can
create lubrication plans to be sent to rail-based vehicles 16 and
stationary waysides 18 of a fleet according to a method 2000
illustrated in FIG. 16. In an aspect, the lubrication application
408 can identify the location of the rail-based vehicle 16 (step
2100), identify the lubricant(s) found on the rail-based vehicle 16
and the rail-based vehicle's characteristics (step 2200), determine
the upcoming characteristics of the track 14 on which the
rail-based vehicle 16 is traveling (step 2300), determine the
appropriate type, amount, and location for application of the
lubricant (step 2400), send the appropriate type, amount, and
location information of application to the rail-based vehicle (step
2500), receive feedback information (step 2600), and update
information for the rail-based vehicle 16 and track 14 based on
feedback information (step 2700) before returning to step 1100.
[0099] In an aspect, the lubrication application 408 can call on
the vehicle database 500 in order to determine the location of a
given rail-based vehicle 16 (step 2100). For example, for any given
rail-based vehicle 16, the lubrication application 408 can request
the vehicle profile 502 that corresponds to a selected vehicle
identifier 504. The identifier 504 can be selected based upon the
monitoring of a given track 14 and the knowledge that a given
line/train is on that particular track 14. For example, the
lubrication application 408 can refer to the line identifier 515 to
determine the particular line 515a on which the vehicle is
assigned. The lubrication application 408 can then look to see the
location identifier 516 to determine the location of the rail-based
vehicle 16. In an aspect, the location identifier 516 can be in the
form of GPS coordinates and the like. In another aspect, the
lubrication application 408 can receive directly from a specific
rail-based vehicle 16 its current location on a given track 14
directly, which can trigger the process (2000) as well.
[0100] The lubrication application 408 can then determine what
lubricants are available on the rail-based vehicle and the
characteristics of the vehicle (step 2200). In an aspect, the
lubrication application 408 can turn to the vehicle database 500 to
find what types and the amount of lubricant are available on the
rail-based vehicle 16, the types and number of lubrication systems
20 and lubrication controllers 30 associated with each rail-based
vehicle 16, and the important physical characteristics of the
rail-based vehicle 16. As discussed above, these physical
characteristics can include, but are not limited to, wheel type,
weight and speed restrains, and the like.
[0101] In an aspect, the lubrication application 408 can call on
the vehicle database 500 to produce the corresponding vehicle
profile 502 to gain this information. For example, the lubrication
application 408 can obtain the type(s) of lubrication system(s) 30
on the vehicle (520), the type of lubrication(s) (522) used by the
lubrication system 30, the amount of the lubrication (524)
currently available for use by the lubrication system 30, the wheel
type 510, and other information 512 (e.g., speed and weight
limits).
[0102] Once the location and characteristics of the rail-based
vehicle 16 have been determined (steps 2100 and 2200), the
lubrication application 408 can determine the upcoming
characteristics of the track 14 (step 2300). In an aspect, the
lubrication application 408 can turn to the track database 600 to
find corresponding information. The lubrication application 408 can
obtain the characteristics of the approaching sections of the track
14, including, but not limited to, the curvature of the approaching
track 14, the length of such curvatures, whether or not the section
ahead is being occupied by other vehicles, the track type, and the
like.
[0103] In an aspect, the lubrication application 408 can use the
line identifier 515a associated with the rail-based vehicle profile
502 of the particular vehicle 16 to find the corresponding track
profile 602. Once the track profile 602 has been determined, the
lubrication application 408 can use the location identifier 516 of
the rail-based vehicle 16 to determine the upcoming sections of the
track 14. For example, the lubrication application 408 can obtain
the degree of the curve 612 and length 613 of the section, the
speed range 614, as well as the location(s) was to where the
section begins and ends. In addition, the lubrication application
408 can also obtain the elevation 618 as well, and event elements
619 for which the lubrication application 408 needs to be aware.
The lubrication application 408 can also determine whether or not
any stationary wayside sites 622 are present, which can identify a
specific stationary wayside site 623, its location 624, the type(s)
of lubrication controller(s) 30 being used at that location 625,
and the type and amount of lubricant available to the lubrication
controller.
[0104] After the lubrication application 408 has identified the
characteristics of the upcoming portions of the track (step 2300),
the lubrication application can then determine the appropriate
type, amount, and location for application of the lubricant (step
2400). In an aspect, the lubrication application 408 can call on
the lubricant database 700 to provide the specific performance
information of the available lubricants to the rail-based vehicle
to determine the appropriate type, amount, and location for the
application of the best lubricant. In an aspect, the lubrication
application 408 can compare the specific performance information of
the available lubricants to the characteristics of the vehicle and
approaching portions of track to find the type and conditions
(amount (e.g., 2 dosages for 3 seconds), placement) for which to
apply the lubricant.
[0105] In an aspect, the lubrication application 408 can call on
the lubricant database 700 to deliver the lubricant profiles 702
that correspond to the lubricants available to the rail-based
vehicle 16. For example, the lubricant profiles 702 having
lubricant identifiers 704 that correspond to the lubricant types
522 found on the rail-based vehicle 16 or the lubricants 626
available at stationary waysides 622. From here, the lubrication
application 408 can then find the specific performance information
elements 706 that correspond to the other information already
obtained about the rail-based vehicle and the characteristics of
the track 14 ahead.
[0106] Once the application parameters have been determined (step
2400), the lubrication application 408 can then send the
appropriate type, amount, and location information of application
of the lubricant to the rail-based vehicle (step 2500). In an
aspect, the parameters are sent to the appropriate lubrication
controller 30. For example, the lubrication controller 30 can be
found on the rail-based vehicle 16 or at a wayside station 18. The
commands can be sent over the various networks 50 described
above.
[0107] In an aspect, if the lubrication application 408 determines
that certain event elements 619 are approaching, such as, a tunnel
where no communication is available, the lubrication application
408 can include multiple application parameters in the command that
the lubrication controller 30 can receive and follow. For example,
the command can instruct the lubrication controller 30 to apply a
first and second application every 100 m on the track within the
tunnel. Other similar parameters can be given as well.
[0108] Once the parameters have been delivered to the appropriate
lubrication controller(s) 30 (step 2500), the lubrication
application 408 is prepared to receive feedback information (step
2600). The feedback information can include information from the
sensors found on the rail-based vehicles 16 and wayside stations
18. For example, such information can include, but is not limited
to, the current amount of lubricant available for each lubrication
system 20, the ambient temperature at the lubrication systems 20
(on the rail-based vehicle or the wayside station), the noise
recorded form microphones at a particular location, a friction
co-efficient, and increase in energy use, a difference in the RPMs
of adjacent axels of a rail-base vehicle, the status of the
lubrication applicator/spray (e.g., whether it is functioning,
available, etc.) and the like. This information can then be updated
(2700) in the various databases. In an aspect, the information can
be updated in the appropriate profiles.
[0109] In an aspect, the lubrication controller 30 can control the
lubrication systems 20 and the application of lubricants based upon
the commands received from the central fleet management server 40.
In an aspect, the lubrication controller 30 utilizes the
lubrication management application 306 to control the lubrication
systems 20. The lubrication management application 306 can take the
application parameters from the command(s) received, identify the
correct lubrication system 20 and lubricant to use, and apply the
amount of lubricant for a specified time at a given location. In an
aspect where the commands are directed to a controller 30 on a
rail-based vehicle 16, the initiation of the application can be
based upon the rail-based vehicle 16 arriving at the location. In
such an aspect, when the coordinates obtained by the GPS module 328
correspond to the location coordinates of the command, the
lubrication management application 306 can then initiate the
application of the specified lubricant by the lubrication system
20.
[0110] FIG. 17 illustrates a method (3000) performed by the
lubrication management application 306 according to an aspect. The
lubrication management application 306 can receive commands (3100),
apply lubrication based upon the commands (3200), and send feedback
information (3300).
[0111] In an aspect, the lubrication management application 306 can
receive commands (3100) from the central fleet management server 40
via the communication networks 50. The commands can be received by
the transceiver 302, which can then direct the commands to the
lubrication management application 306 at the direction of the
controller 300. In an aspect, the commands can take the form of the
lubrication plan profiles 802 discussed above, including the
specific locations, the specific lubricant to use, and the amount
as determined by the lubrication application 408.
[0112] Once the commands are received, the lubrication management
application 306 can apply the lubrication based upon the commands
(3200). In an aspect, as illustrated in FIG. 18, the lubrication
management application 306 can apply the lubrication by determining
the location of the rail-based vehicle (step 3210) and then execute
the commands (step 3220).
[0113] As shown in FIG. 18, the lubrication management application
306 can determine the location of the rail-based vehicle 16 (step
3210). In an aspect, the location can be determined by calling on
the GPS module 328 to provide the coordinates of the rail-based
vehicle 16. However, in other aspects, other location determination
means, including those discussed above, can be called upon to
determine the location. The provided location can then be verified
(step 3212). The lubrication management application 306 can call
upon various components of the controller 30 or the rail-based
vehicle 16 to verify the location. In an aspect, the lubrication
management application 306 can call upon the location verification
application 307 to verify the location of the rail-based vehicle
16. In an aspect, the verification application 307 can verify the
current location of the rail-based vehicle 16 by using the
previously verified location of the rail-based vehicle 16, the
speed of the rail-based vehicle 16, and the time since the last
verification to verify the location. If it cannot verify the
location, it will record it and return to check the location
(3210).
[0114] If the location verification application 307 verifies the
location, then lubrication management application 306 will then see
if the current location matches a location that matches one found
in the commands (step 3214). If a match is found, the commands will
be executed (step 3220). If not, the commands will not be executed,
and will wait until a matching location is found (step 3210).
[0115] Once the lubricant has been applied (step 3200), the
lubrication management application 306 can then direct the
lubrication controller 30 to monitor and record information (step
3300). The information that is recorded and monitored can include
alerts and other statistics associated with the application of
lubrication. In an aspect, the lubrication controller 30 can
collect information from the signals produced by the various
sensors associated with the lubrication system and lubrication
controller 30. In an aspect, the information can be recorded in a
log. file. In an aspect, the controller 30 can be configured to
report back such information at regular intervals, or when a
certain event, such as with determined error classes or 3.sup.rd
party plug-in commands that reports require.
[0116] In an aspect, the lubrication controllers 30 can receive
updated lubrication plans from the central fleet management server
40. In an aspect, the lubrication controller 30 can verify whether
the new plan is appropriate for it, as shown by the method 4000
illustrated in FIG. 19. As shown, the lubrication controller 30
receives a new lubrication plan (step 4100). In an aspect, the plan
can take the form of a lubrication plan profile 802. In an aspect,
the lubrication controller 30 can call on the lubrication
management application 306 to determine whether if the plan is
acceptable for the given rail-based vehicle (step 4200). For
example, the lubrication management application 306 can look to see
if the updated plan is applicable to that rail-based vehicle (e.g.,
can the lubrication system 20 apply the lubricant as requested). If
the plan can be implemented, the lubrication management application
306 can then implement the changes to the commands/profiles and
confirm the changes (step 4300). In an aspect, the lubrication
management application 306 can store the new commands/profiles 306
one of the databases 316 of the controller 30. If the new
commands/profiles cannot be verified as being performable, the
lubrication management application 306 will continue to apply the
previous plan, and record the denial of implementing the new plan
(step 4400).
[0117] In an aspect, as shown in FIG. 9, in addition the
lubrication application 408, the central fleet management server 40
can utilize an import/export application 407, monitoring and report
application 409, and an optimizing application 411 for the
efficient operation of the rail-wheel system 12.
[0118] The import/export application 407 allows a user to manage
the input and export different applications and interfaces to be
utilized by the wheel-rail lubrication and noise fleet management
system 10, according to the method (5000) shown in FIG. 20. The
installed interfaces can allow the control and monitoring of the
system from remote devices 60 as shown in FIG. 4. The applications
and information can include GIS-data and systems (e.g., NMEA 1.8,
NMEA 2000, XMAP, Google Earth, Master Navigator Software (MNS)--Map
and Navigation Software, seaPro Navigation Software, OrbitGPS,
ElectricCompass, Telogis GeoBase, NetStumbler, Nimble Navigator,
Rand McNally StreetFinder, Coastal Explorer by Rosepoint
Navigation, Magic e-Map, GPS 2 IP, NemaTalker NMEA instrument
simulation, Microsoft Streets & Trips, Microsoft MapPoint,
Serotonin Mango M2M, MapKing, gpsd--Unix GPS Daemon, GPSy X for Mac
OS X, Turbo GPS PC/PPC/Android, GRLevelX Weather Suite, Google Maps
Mobile Edition, JOSM--OpenStreetMap Map Editor, PolarCOM, Avia
Sail, VisualGPS, DeLorme Street Atlas, GPS TrackMaker, Java Marine
API, Vox Maris GMDSS Simulator, C_GPS2KML), predetermined
lubrication plans, actual geographic information (including the
information contained in the various databases above), and custom
interfaces. For example, the interfaces can include standard
interfaces for SQL, ASCII, ODBC, and the like, or custom interfaces
for various other systems. These interfaces allow the wheel-rail
lubrication and noise fleet management system 10 to have the
ability to have access to or communicate with other systems.
[0119] The import/export application 407 can first load command and
interface applications 5100. The applications can be found on the
central fleet management server 40, or can be uploaded to the
central fleet management server 40 through other means. The
import/export application 407 can then allow the user/system
administrator to select the interfaces to be applied or edited
(step 5200). Such interfaces can import/export existing vehicle,
track, lubricant, lubrication plans data or databases. The
import/export function can provide specific input conversion of the
today's many different available GIS application software programs,
with many cities already having their GPS data available. If
desired, the import/export application 407 allows the user to
modify, edit, or add to the interfaces desired (step 5300). Once
the interfaces have been selected and modified, the import/export
application 407 can install/activate the interfaces (step 5400).
The import/export application 407 can then report the results of
the installation/activation (step 5500). Upon reporting the
results, the import/export application 407 can then provide the
option of accepting the results or allowing the user to manage any
resulting errors (step 5600). After accepting or repairing the
errors, the user can determine if the import/export is satisfactory
(step 5700). If the import/export is satisfactory, the
import/export application 407 can then finalize the import and
export of data files, interfaces, and the like (step 5800). If not,
the application will return to step 5300.
[0120] In an aspect, the lubrication application 408 can also
provide predetermined lubrication plans according to the method
(6000) as illustrated in FIG. 21. In an aspect, the lubrication
application 408 can load commands and lubrication plans to the
central fleet management server 40 (Step 6100). In an aspect, the
commands can be found pre-loaded in the lubrication plan database
800, or can be imported from another source. The lubrication plans
can include a variety of types of plans. For example, the plans can
be focused on noise-reduction, wheel conditioning, or the
economical application of lubrication. Once provided, the
lubrication application 408 can display the available lubrication
plans (step 6200). The lubrication application 408 can call on the
display device of the central fleet management server 40 to display
to available lubrication plans to the user. The user can then
utilize the user-interface to add to, modify, or delete portions or
all of the lubrication plans (6300). Once the desired lubrication
plan has been found (through modification, addition, or the like),
the user can select and execute the lubrication plan (step 6400).
If the plan is satisfactory to the user (step 6600), the plan is
selected and saved/deployed/finished (step 6700). If the user
decides to deploy a new or edited lubrication plan, the lubrication
plan will send to the appropriate lubrication controller 30 on the
wheel-rail based vehicles 16 or appropriate wayside lubricator
systems 18. Otherwise, the user can return to step 6300.
[0121] In an aspect, as illustrated in method 7000 of FIG. 22, the
wheel-rail lubrication and noise fleet management system 10 can
allow a user to select and implement functions associated with
lubrication and noise management of rail systems 12. The functions
can include, but are not limited to, noise control functions,
conditioning functions, GPS exchange functions, adhesion-range
functions, and plug-in functions. In an aspect, the functions can
also supply predetermined lubrication plans. In an example of such
an aspect, the lubrication plans can include once a day lubricating
(useful for lines with very few vehicles pass), seasonal
lubricating (based upon seasonal/climate changes--one for winter
and one for summer), economic/environmentally friendly lubricating
(using the least amount of lubricant as possible), and the
like.
[0122] In an aspect, a plug-in function is a 3rd party application,
which utilizes the fleet wheel/rail lubrication and noise control
infrastructure. To run a 3rd party plug-in, a specific driver can
be provided. The lubrication application 408 can manage the
implementation/selection of the functions according to an aspect.
The lubrication application 408 can load the command and function
(step 7100). The lubrication application 408 can then display the
available functions/commands to a user (step 7200). The user
interface can also display the properties of the functions based
upon the selection of the user (step 7300). In an aspect, the
lubrication application 408 can call on a user-interface to provide
the user with the options to add, modify, or disable certain
functions, including the properties (step 7400). After the
properties have been modified or disabled, the lubrication
application 408 then allows the user to determine if the function
as modified is acceptable, including showing the modifications
(step 7500). If the functions are satisfactory (step 7600), the
functions are saved and deployed (step 7600). If the functions are
not satisfactory, the lubrication application can return to the
modification option (step 7400).
[0123] In an aspect, a user can customize the real time reporting
functions of the system according to an aspect illustrated by
method 8000 shown in FIG. 23. The system can call on the
monitoring/reporting application 409 (the M/R application). The M/R
application 409 can call on the system to provide various
monitoring, statistical, and reporting applications (step 8100).
These M/R functions 409 can be displayed on any fleet wheel/rail
lubrication and noise management access display or can be exported
for the applications can be supplied by the user, to be analyzed or
through other available means. The M/R application 409 can then
display the available monitoring/statistic/reporting applications
to the user and allow for their selection through an interface
(step 8200). Once selected, the M/R application 409 can display the
selected application (step 8300). The user can then modify how the
selected application displays the information (step 8400). The user
can change, add, modify, or delete certain display modes of the
selected application. After the modification, the user can then
modify/add/delete the display format (step 8500). If the
modifications made (step 8400, 8500) are satisfactory (step 8600),
the changes are saved, applied, and deployed (8700). If not, the
modification steps (8400, 8500) are repeated.
[0124] In an aspect, the wheel-rail lubrication and noise fleet
management system 10 can provide an optimization application 411 to
provide a method of optimizing the lubrication plans of the system
10 as illustrated by the method (9000) of FIG. 24. The wheel-rail
lubrication and noise fleet management system 10 can load the
command and optimization applications 411 (step 9100) that are
available to the system 10. The applications 411 can be found on
the memory or storage devices of the central fleet management
server 40, or can be supplied through an external source or through
a web-enabled interface. The optimization application 411 can then
display the lasted deployed optimizations to the user (step 9200).
The displayed optimizations can display the achieved differences
between previous settings and the current plans. Once displayed,
the optimization application can then allow a user to modify, add
to, or delete certain aspects of the current lubrication plan (step
9300). If the user finds the changes satisfactory (step 9400), the
changes are saved, applied, and deployed (step 9500). Otherwise,
the optimization application 411 returns to the user-interface to
allow additional changes (step 9300).
[0125] In an aspect, as illustrated in FIG. 25, the modification of
the plans (step 9300) can provide the user with more than one
option. In an aspect, the optimization application 411 can include
an option to call upon an outside service to optimize the plan.
Such an option can be referred to "Ask the Expert". In an example,
the user can be prompted with the option as to whether or not to
use the "Ask the Expert" function (step 9310). If the user declines
the use, the optimization application 411 will provide the user
with an interface that allows the user to modify, add to, or delete
from the optimization plan already in place (step 9320), which the
user can determine is satisfactory or not as discussed above (step
9400).
[0126] If the user wishes to use the function, the optimization
application 411 will call upon the an "Ask the Expert" interface
(step 9330) which can establish a connection with a remote server
through the various network connections 50a, 50b, 50c, and 50d,
available to the system to call on the remote service, as shown in
FIG. 25. In an aspect, the "Ask the Expert" interface can provide
two options for support for the user: (1) a live support person can
communicate/connect with the user, or (2) the user can select
offline support. If the user selects a live support person, a
connection can be established between the live support person and
user through online conferencing applications, including, but not
limited to NetMeeting, GotoMeeting and the like. In another aspect,
the live support person can initiate other communication and data
transferring means to carry out the support in a live fashion.
[0127] If the user selects the offline support option, the a
wheel-rail lubrication and noise fleet management system 10 can
send the previous optimization plan to the remote server, as well
as any other needed data. In an aspect, the remote service can also
request additional information and feedback form the optimization
application 411 through the "Ask the Expert" interface. The "Ask
the Expert" interface can then receive, with a time delay (next
day) the expert proposal from the remote service, with the
optimization application 411 providing the expert proposal to the
user (step 9340). The user can then determine if it is satisfactory
or not (step 9400).
[0128] The wheel-rail lubrication and noise fleet management system
10, as discussed above, allows for the efficient maintenance of
rail infrastructure and rail wheels which can decrease the of
"wheel-climbing" and other known unfortunate wheel/rail dynamic
occurrences, which can also lead to a decrease in the change of a
rail vehicle derailing event. Rail-vehicle derailments are always
events that should be avoided, considering the high probability of
loss of lives, as well as the costs resulting from the damage and
subsequent repairs. For example, the average derailment cost in the
United States is currently estimated to be $1.4 million per
derailment incident. Compared to prior wheel/rail lubrication or
friction modifier systems in place today, like all the single
operated devices or simple lubricant sticks, the efficiency and
effectiveness of the this fleet wheel-rail lubrication and noise
management systems can constitute a multiple on long-term cost
savings and increase rail safety.
[0129] Further, by applying lubrication properly, utilizing the
four principles discussed above, which are utilized by aspects of
the present invention, corrugation and other wear and tear and
rails and wheels can be reduced by 30% to 80%. By reducing the wear
and tear, the time between the re-profiling and regrinding
processed needed for wheels and rails can be increased by 1.4 to 2
time, or more in ideal circumstances. In addition, the life of the
wheels and rails are increased as well, thereby increasing the
cycle time for their replacement. These improvements lead to the
savings of millions of dollars for transit authorities as well as
preserving resources, including, but not limited to, steel, as well
as a large reduction in the pollution resulting from the
application of high-tech lubricants. Compared to prior wheel/rail
lubrication or friction modifier systems in place today, like all
the single operated onboard or wayside devices or simple lubricant
sticks, the efficiency and effectiveness of the fleet wheel-rail
lubrication and noise management systems can constitute a multiple
on long-term cost savings and increase rail safety.
[0130] In addition, the proper application of lubrication by the
systems and methods described above can lead to a reduction in
friction between rails and wheels. In an aspect, the friction can
be reduced by approximately 30-35%. Such a reduction in friction
can lead to a reduction in energy needs by approximately 12-15% as
well as reduce the number of engines (e.g., locomotives) needed to
pull the rail-based vehicles.
[0131] In another aspect, the proper application of lubricant by
the systems and methods described above can reduce curve squeaking,
reducing the nuisance that can be caused to those residences and
businesses in the vicinity of the rails. Such a reduction can
increase the acceptance of rail-transit systems in populated areas,
as well as improve an operator's image of using "quiet operating"
vehicles. Compared to prior wheel/rail lubrication or friction
modifier systems in place today, like all the single operated
devices or simple lubricant sticks, the efficiency and
effectiveness of the fleet wheel-rail lubrication and noise
management systems disclosed above can determine a rail operation
is accepted by the people.
[0132] To the extent necessary to understand or complete the
disclosure of the present invention, all publications, patents, and
patent applications mentioned herein are expressly incorporated by
reference therein to the same extent as though each were
individually so incorporated.
[0133] Having thus described exemplary embodiments of the present
invention, those skilled in the art will appreciate that the within
disclosures are exemplary only and that various other alternatives,
adaptations, and modifications may be made within the scope of the
present invention. Accordingly, the present invention is not
limited to the specific embodiments as illustrated herein, but is
only limited by the following claims.
* * * * *