EP1523436B1 - Procede et dispositif de diagnostic a bord d'elements de guidage des essieux - Google Patents

Procede et dispositif de diagnostic a bord d'elements de guidage des essieux Download PDF

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Publication number
EP1523436B1
EP1523436B1 EP03712065A EP03712065A EP1523436B1 EP 1523436 B1 EP1523436 B1 EP 1523436B1 EP 03712065 A EP03712065 A EP 03712065A EP 03712065 A EP03712065 A EP 03712065A EP 1523436 B1 EP1523436 B1 EP 1523436B1
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EP
European Patent Office
Prior art keywords
wheelset
monitoring
diagnosis
guiding elements
rail vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP03712065A
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German (de)
English (en)
Other versions
EP1523436A1 (fr
Inventor
Mario SÄGLITZ
Yong Guo
Rudibert King
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DB Fernverkehr AG
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DB Fernverkehr AG
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
    • B61F5/305—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes incorporating rubber springs

Definitions

  • the invention relates to a method for condition diagnosis and monitoring of Radsatz entrysvorraumen on rail vehicles and a device for Implementation of the procedure.
  • DE 196 11 775 proposes the comparison of location-dependent determined acceleration spectra with a defined as normal "Rüttelprofil" of a rail vehicle to be traveled route. In this case, however, not individual components of the vehicle are monitored, but only the summary spectrum of all components is examined together. Also DE 195 02 670 is limited to the evaluation of a related to the entire chassis acceleration signal with the aim to detect a possible derailment of the chassis.
  • DE 101 45 433 discloses a method in which the acceleration behavior of at least two rolling damper consoles assigned to a car body of a rail vehicle is monitored by forming a correlation coefficient from both acceleration values, comparing it with a desired value and, if this is exceeded, outputting an alarm message.
  • the method utilizes the dynamics of the landing gear with respect to the body and appropriately correlates the resulting accelerations on the right and left dolly side rollator brackets. Due to the different dynamics of the chassis and Radsatz Entrysbuchse this method (including the mounting location of the sensors) for monitoring the Radsatz exitsbuchsen is not suitable.
  • DE 199 53 677 teaches the use of a method for detecting a derailment of a rail vehicle, wherein an acceleration of a directly or indirectly in contact with the lane component of the rail vehicle is determined vertically to a direction of travel, the acceleration measured by means of acceleration sensor, integrated twice over time and finally compared to an upper and / or lower limit.
  • This is a method in which a path difference is estimated from a measured acceleration signal and an elimination of a linear tendency to be carried out during the calculation.
  • the estimation accuracy of the path signal achievable in this way is insufficient in its diagnostic quality for coupling to a vehicle controller.
  • the leadership of the wheelsets against the bogie frame of the rail vehicle is a highly stressed system component that could not be detected with these previously known diagnostic systems in the required quality.
  • the invention is therefore based on the object, a method for condition diagnosis and monitoring of wheelset guiding devices on rail vehicles, as well as to develop a device for carrying out the method.
  • a robust and railway concept suitable conception a high diagnostic quality and reliable Ensure alarm rates.
  • This object is in accordance with the preamble of claim 1 according to the invention solved in that the condition of the Radsatz Equipmentsbuchse the Rail vehicle - especially the game - by evaluating one in the area monitored at least one axlebox currently measured acceleration signal is by taking this acceleration signal by integrating twice after each median exemption made an estimate of a path signal becomes.
  • This estimated path signal w (t) represents a state variable, the at least one coordinate of the current spatial position of the wheelset in relation clearly describes the surrounding surrounding components of the bogie. at an enlarged game of Radsatz Equipmentsbuchse or even inadmissible Stiffness changes in the operating state compared to the good state significant change in position with respect to this spatial coordinate can be expected.
  • the subject invention is from the Wegsignalab pressen w (t) at least two, a bogie rail vehicle associated wheelsets the span of the distance of these wheelsets w S, A determined each other (variant A).
  • This method is particularly advantageous due to the high significance of the detected signal and the associated high degree of error detection.
  • w S, A the result is statically adjusted between the two wheelset bearings by the constructively predetermined distance w A.
  • the object is further solved by a device having the features mentioned in claim 11.
  • Characterized in that means for detecting the acceleration behavior of at least one Radsatz enclosuresbuchse on at least one Radsatzlagergephaseuse the rail vehicle are present, by means of which a currently measured acceleration signal can be detected and the span w S one of this acceleration signal by twice integration after each median exemption estimated path signal w (t) can be subjected to a monitoring, can advantageously provide a device for condition diagnosis and monitoring of Radsatz entrysvorraumen on rail vehicles.
  • an evaluation device for monitoring the estimated displacement signal is an integral part of a vehicle-implemented on the rail vehicle superordinate device for monitoring the driving characteristics of the rail vehicle. As a result, a further step is taken towards a powerful in-vehicle on-board diagnostic system.
  • Figure 1 shows schematically (top view) a bogie frame (1) and two wheelsets (2, 3), wherein the bogie frame via a primary suspension system (not shown here for clarity) and two wheelset bearings (4, 5, 6, 7 ) is supported on the two wheelsets.
  • a primary suspension system not shown here for clarity
  • two wheelset bearings 4, 5, 6, 7
  • the span w S, A of the distance w A between the two wheelsets is monitored.
  • w A w 4 ( t ) - w 6 ( t ) respectively.
  • w A ( t ) w 5 ( t ) -w 7 ( t )
  • the space coordinate to be examined coincides with the direction of travel of the rail vehicle.
  • the rail vehicle (not shown) comprises a data acquisition and evaluation device connected to the acceleration sensors.
  • the evaluation unit of the rail vehicle controls warning displays for the driver and / or error messages to the operating plants and / or actuators for acting on the vehicle control.
  • the construction and mode of operation of such data acquisition and evaluation devices are well known as those of acceleration sensors and are not further explained in this context.
  • the path signal is determined from the speed signal.
  • the accelerations on the bogie frame are much lower and are additionally dominated by low-frequency components.
  • This specific oscillation phenomenon can be utilized to the effect now that the signal A r is freed to the linear trend, and the offset and the resulting signal - a sufficiently short period of time required - as a good approximation for the difference size of a r - may be a d used.
  • the sequence of signal processing is as follows: the sensors in the area of the wheelset bearing housings ([4 and 5] or [6 and 7]) supply the required acceleration signals as an input variable. Preferably, all data processing steps are applied to a data window length of 2 seconds.
  • the two acceleration signals of a bogie side are each time-subtracted from each individual signal and the differential value is then subjected to further data processing steps.
  • the desired span w S A of the estimated one is subsequently evaluated Path signal w A determined and cached. After calculation and intermediate storage of a sufficient number of span values, the mean value is formed from this.
  • the depth of diagnosis extends to the detection of defective guide bushes in the region of a wheel.
  • the monitored variable also exhibits fluctuations in the faultless GOOD state, which can be attributed to the travel of the wheelset guide bushing.
  • the DEFECT state the error-related increased wheelset guidance game is superimposed on this system-related basic game. It has been proven experimentally that only above a minimum speed of the rail vehicle, this discrepancy or superposition can be detected in a sufficiently significant manner. For example, with a travel of 0.3 to 0.5 mm, a minimum speed of 120 km / h was required.
  • An expedient development of the inventive variant B according to claim 5 provides that by means of an automatic feature selection, for example by means of SVM (Support Vector Machine) a driving speed-dependent selection of additional features is made.
  • SVM Serial Vector Machine
  • the lower significance of the monitored feature w B - caused by the use of approximate solutions in subtraction and double integration - can be compensated.
  • Numerous test series have shown, however, that the result of the automated feature selection depends largely on the considered driving speed range as well as on the averaging time. Thus, it has been found to be advisable to work in graduated speed ranges, each with specific additional features. The error detectability rate is thereby increased with a tendency to longer averaging times and narrower speed ranges.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Length Measuring Devices With Unspecified Measuring Means (AREA)
  • Testing Of Devices, Machine Parts, Or Other Structures Thereof (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Claims (12)

  1. Procédé de diagnostic d'état et de surveillance de dispositifs de guidage de jeux de roues de véhicules ferroviaires,
    caractérisé en ce que
    l'état du manchon de guidage de jeu de roues (4, 5, 6, 7) du véhicule ferroviaire -notamment le jeu- est surveillé en exploitant un signal d'accélération mesuré momentanément au niveau d'au moins un palier de jeu de roues, en procédant, à partir de ce signal d'accélération, par intégration à deux reprises, après délivrance respective de valeur moyenne, à une estimation d'un signal de course w(t) qui, en tant que variable d'état, décrit clairement au moins une coordonnée de la position spatiale momentanée du jeu de roues (2, 3) par rapport aux autres composantes l'entourant du véhicule ferroviaire.
  2. Procédé de diagnostic et de surveillance de dispositifs de guidage de jeux de roues selon la revendication 1, caractérisé en ce qu'à partir des estimations de signal de course w(t) d'au moins deux jeux de roues (2, 3) faisant partie du bogie du véhicule ferroviaire, on détermine l'amplitude wSA de la distance entre ces jeux de roues.
  3. Procédé de diagnostic et de surveillance de dispositifs de guidage de jeux de roues selon la revendication 1, caractérisé en ce qu'à partir de l'estimation de signal de course w(t) d'un jeu de roues (2), on détermine l'amplitude wS,B de la distance entre ce jeu de roues et un point fixe (8) du châssis de bogie correspondant (1) du véhicule ferroviaire.
  4. Procédé de diagnostic et de surveillance de dispositifs de guidage de jeux de roues selon la revendication 3, caractérisé en ce qu'on élimine du signal d'accélération les tendances linéaires et le décalage dus à des opérations de démarrage et de freinage du véhicule ferroviaire.
  5. Procédé de diagnostic et de surveillance de dispositifs de guidage de jeux de roues selon au moins une des revendications 3 ou 4, caractérisé en ce qu'au moyen d'une sélection automatique de caractéristiques, on procède à une sélection de caractéristiques supplémentaires en fonction de la vitesse de circulation.
  6. Procédé de diagnostic et de surveillance de dispositifs de guidage de jeux de roues selon au moins une des revendications 1 à 5, caractérisé en ce que l'exploitation du signal d'accélération intégré à deux reprises est réalisée au cours d'un intervalle d'intégration préférentiel t = 2 secondes.
  7. Procédé de diagnostic et de surveillance de dispositifs de guidage de jeux de roues selon au moins une des revendications 1 à 6, caractérisé en ce que les intervalles d'intégration ti ti+1 commencent en succession séquentielle.
  8. Procédé de diagnostic et de surveillance de dispositifs de guidage de jeux de roues selon au moins une des revendications 1 à 7, caractérisé en ce qu'à partir de plusieurs amplitudes ws,t(t) du signal de course wi(t) déterminées au moyen des intervalles d'intégration ti en succession séquentielle, on constitue des valeurs moyennes qui sont comparées, en continu ou à des intervalles de temps prescriptibles, à une valeur limite déterminée dans le cadre du paramétrage et qu'en fonction du dépassement de ces valeurs limites prédéfinies, des procédures d'alarme sont déclenchées.
  9. Procédé de diagnostic et de surveillance de dispositifs de guidage de jeux de roues selon au moins une des revendications 1 à 8, caractérisé en ce que le procédé de diagnostic n'est activé qu'à partir une vitesse minimale du véhicule ferroviaire.
  10. Procédé de diagnostic et de surveillance de dispositifs de guidage de jeux de roues selon au moins une des revendications 1 à 9, caractérisé en ce que le procédé est appliqué en tant que partie intégrante d'un procédé préposé mis en oeuvre sur le véhicule ferroviaire pour le diagnostic et la surveillance des propriétés de circulation du véhicule ferroviaire.
  11. Dispositif de diagnostic d'état et de surveillance des dispositifs de guidage de jeux de roues de véhicules ferroviaires,
    caractérisé par
    des moyens d'enregistrement des caractéristiques d'accélération d'au moins un manchon de guidage de jeux de roues (4, 5, 6, 7), qui permettent d'enregistrer un signal d'accélération mesuré momentanément au niveau d'au moins un palier de jeu de roues du véhicule ferroviaire et de soumettre l'amplitude d'une longueur de course obtenue à partir de ce signal d'accélération par intégration à deux reprises, après délivrance respective de moyenne, à une surveillance du dépassement de valeur limite.
  12. Dispositif de diagnostic d'état et de surveillance de dispositifs de guidage de jeux de roues selon la revendication 11, caractérisé en ce qu'un dispositif d'exploitation servant à la surveillance du signal de course fait partie intégrante d'un dispositif préposé mis en oeuvre sur le véhicule ferroviaire pour la surveillance des propriété de circulation du véhicule ferroviaire.
EP03712065A 2002-07-23 2003-03-20 Procede et dispositif de diagnostic a bord d'elements de guidage des essieux Expired - Lifetime EP1523436B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10233527A DE10233527B4 (de) 2002-07-23 2002-07-23 Verfahren zur Onboard Diagnose von Radsatzführungselementen
DE10233527 2002-07-23
PCT/EP2003/002937 WO2004009420A1 (fr) 2002-07-23 2003-03-20 Procede et dispositif de diagnostic a bord d'elements de guidage des essieux

Publications (2)

Publication Number Publication Date
EP1523436A1 EP1523436A1 (fr) 2005-04-20
EP1523436B1 true EP1523436B1 (fr) 2005-12-14

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EP03712065A Expired - Lifetime EP1523436B1 (fr) 2002-07-23 2003-03-20 Procede et dispositif de diagnostic a bord d'elements de guidage des essieux

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EP (1) EP1523436B1 (fr)
AT (1) ATE312742T1 (fr)
AU (1) AU2003216862A1 (fr)
DE (2) DE10233527B4 (fr)
ES (1) ES2252663T3 (fr)
WO (1) WO2004009420A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8649921B2 (en) 2009-08-14 2014-02-11 Knorr-Bremse Systeme Fur Schienenfahrzeuge Gmbh Method and electronic device for monitoring the state of components of railway vehicles

Families Citing this family (6)

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Publication number Priority date Publication date Assignee Title
DE10356402B4 (de) * 2003-12-03 2005-12-15 Zf Friedrichshafen Ag Verfahren zur Bestimmung der Absolutposition von einem beweglichen Bauteil
DE102005053223A1 (de) * 2005-11-08 2007-05-10 Bayerische Motoren Werke Ag Fahrwerksdiagnosesystem für ein Fahrzeug mit Auswertung des Schwingungsverhaltens
DE102012217721A1 (de) 2012-09-28 2014-04-03 Siemens Aktiengesellschaft Vorrichtung für ein Schienenfahrzeug
EP3785007B1 (fr) * 2018-04-23 2023-06-07 Volvo Truck Corporation Procédé de test de points d'interaction de composants de véhicule au moyen d'un appareil de test de véhicule et appareil de test de ce type
AT521877B1 (de) * 2018-10-31 2023-12-15 Siemens Mobility Austria Gmbh Verfahren und Vorrichtung zur Detektion eines Entgleisungszustands eines Schienenfahrzeugs
DE102022204758A1 (de) 2022-05-16 2023-11-16 Siemens Mobility GmbH Anordnung zur Sicherstellung eines Abstands eines Sensors

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DE19611775A1 (de) * 1996-03-14 1997-09-18 Siemens Ag Verfahren zur Eigenortung eines spurgeführten Fahrzeugs und Einrichtung zur Durchführung des Verfahrens
DE69732183T3 (de) * 1996-09-13 2009-07-16 The Timken Co., Canton Lager mit einem sensormodul
DE19826422C2 (de) * 1998-06-05 2002-09-26 Bernd Woop Vorrichtung zur kontinuierlichen Kontrolle der Radsätze von Schienenfahrzeugen auf mechanische Defekte und fehlerhaften Radlauf, sowie Detektion von gefährlichen Fahrzuständen
DE29811354U1 (de) * 1998-06-25 1999-03-11 MTM Motoren-Technik-Mayer GmbH, 85139 Wettstetten System zur Überwachung der Räder eines Schienenfahrzeugs
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DE19953677C1 (de) * 1999-11-09 2001-06-21 Deutsche Bahn Ag Verfahren und Vorrichtung zur Erkennung einer Entgleisung eines spurgebundenen Fahrzeugs
DE10145433C2 (de) * 2000-09-15 2003-11-27 Db Reise & Touristik Ag Verfahren und Vorrichtung zur Fehlerüberwachung von Komponenten von Schienenfahrzeugen
DE10161283B4 (de) * 2000-12-12 2004-04-15 Db Reise & Touristik Ag Verfahren und Vorrichtung zum Überwachen des Fahrverhaltens von Schienenfahrzeugen und der Diagnose von Komponenten von Schienenfahrzeugen

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8649921B2 (en) 2009-08-14 2014-02-11 Knorr-Bremse Systeme Fur Schienenfahrzeuge Gmbh Method and electronic device for monitoring the state of components of railway vehicles

Also Published As

Publication number Publication date
DE10233527A1 (de) 2004-02-12
ES2252663T3 (es) 2006-05-16
DE10233527B4 (de) 2004-07-22
WO2004009420A1 (fr) 2004-01-29
ATE312742T1 (de) 2005-12-15
AU2003216862A1 (en) 2004-02-09
DE50301945D1 (de) 2006-01-19
EP1523436A1 (fr) 2005-04-20

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