EP2701962B1 - Véhicule ferroviaire doté d'un dispositif de surveillance de boîte chaude - Google Patents

Véhicule ferroviaire doté d'un dispositif de surveillance de boîte chaude Download PDF

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Publication number
EP2701962B1
EP2701962B1 EP12715690.9A EP12715690A EP2701962B1 EP 2701962 B1 EP2701962 B1 EP 2701962B1 EP 12715690 A EP12715690 A EP 12715690A EP 2701962 B1 EP2701962 B1 EP 2701962B1
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Prior art keywords
threshold
temperature
signal
speed
continuous operation
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EP12715690.9A
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German (de)
English (en)
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EP2701962A1 (fr
Inventor
Armin Luzi
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Alstom Transportation Germany GmbH
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Bombardier Transportation GmbH
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K9/00—Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles
    • B61K9/04—Detectors for indicating the overheating of axle bearings and the like, e.g. associated with the brake system for applying the brakes in case of a fault
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems

Definitions

  • the present invention relates to a method for the method for monitoring hot runner in a rail vehicle, wherein in a first step at least one temperature signal is determined which is representative of a current temperature of a component of a unit of the rail vehicle, in particular a wheel bearing unit of the rail vehicle, and in a second step, comparing the at least one temperature signal with at least one threshold temperature signal representative of a threshold temperature relevant to safe operation of the unit, and generating a component state signal in response to the result of the comparison.
  • a method is z. B. by the DE 10 2010 044 899 A1 known.
  • the invention further relates to a method for operating a rail vehicle, a corresponding device for monitoring hot runners and a rail vehicle, in which such a hot runner monitoring is implemented.
  • Critical driving situations can occur, among other things, if individual components of a wheel unit overheat (for whatever reason) and therefore, with continued operation, a failure of the relevant component occurs. For example, in the area of the wheel bearings of the wheel units, such overheating may occur, which can then lead to failure of the wheel bearing and, for example, to blockage of the wheel unit, which can lead to extremely critical driving situations, especially at high driving speeds. Furthermore, of course, the overheating caused by blocking a brake or the like can lead to similarly critical situations.
  • a warning is issued to the driver from a certain predetermined first temperature level of a wheel bearing usually that the wheel bearing has reached a critical first limit temperature. If a further predetermined and even higher second temperature level is reached, a correspondingly more critical danger message is issued to the vehicle driver. In both cases, the driver can then or must initiate appropriate countermeasures. It is also possible that corresponding countermeasures are automatically initiated.
  • the specified limit temperatures apply to the entire speed range of the vehicle, so ultimately to their determination the rated operating speed (ie the maximum speed at which the vehicle can be operated in normal operation) must be used, since at this speed the most critical driving situations occur and therefore it must be ensured that even at this speed it is possible to react sufficiently early to bring the vehicle safely to a standstill.
  • comparatively low limit temperatures must be set here, so that the vehicle driver or the vehicle reacts even at lower, less critical speeds even at these comparatively low limit temperatures and possibly brings the vehicle to a standstill or has to bring it to a halt.
  • the present invention is therefore based on the object to provide a method, a device for carrying out the method and a rail vehicle of the type mentioned which or which does not bring the above-mentioned disadvantages or at least to a lesser extent and in particular allows in a simple manner a hot runner monitoring with increased flexibility of the reaction to such a hot runner.
  • the present invention solves this problem starting from a method according to the preamble of claim 1 by the features stated in the characterizing part of claim 1. It solves this problem further starting from a device according to the preamble of claim 9 by the features stated in the characterizing part of claim 9.
  • the present invention is based on the technical teaching that a reliable and more flexible hot runner monitoring can be realized in a simple manner if the temperature limit value which is to trigger a corresponding reaction is selected as a function of the driving speed. This advantageously makes it possible to provide a higher temperature limit at lower speeds at which failure of the particular hot-run component can lead to less critical situations.
  • the relevant unit of the rail vehicle can not be just one wheel unit. Rather, other units of the rail vehicle can be monitored, in which it can come to such hot runners. These include, for example, gearboxes, motors, brake systems (eg brake discs, brake pads, etc.), actuators, dampers, etc.
  • gearboxes motors
  • brake systems eg brake discs, brake pads, etc.
  • actuators dampers
  • dampers etc.
  • any maintenance aspects or repair aspects may prevail in order to achieve an increase in the availability or reliability of the entire vehicle by timely detection of impending failure and, where appropriate, avoiding such a failure of the monitored component.
  • the invention therefore relates to a method for monitoring hot runners in a rail vehicle, in which in a first step at least one temperature signal is determined which is representative of a current temperature of a component of a unit of the rail vehicle, in particular a wheel bearing unit of the rail vehicle.
  • the at least one temperature signal is compared with at least one threshold temperature signal representative of a threshold temperature relevant to safe operation of the unit, and a component state signal is generated in response to the result of the comparison.
  • a limit temperature signal dependent on a current travel speed of the rail vehicle is used in the second step as the at least one limit temperature signal.
  • the speed dependence of the limit temperature signal and the limit temperature represented thereby can basically have any suitable course.
  • the limit temperature increases with reduced speed of the vehicle.
  • several limit temperatures are monitored or can be taken into account in order to realize different warning levels or escalation levels of the reaction to such conditions.
  • the at least one temperature signal is compared with a first limit temperature signal, which is representative of a first limit temperature, which then preferably increases with decreasing vehicle speed.
  • the at least one temperature signal is compared with a second limit temperature signal, which is representative of a second limit temperature, which then preferably also increases with decreasing vehicle speed, the second limit temperature is above the first limit temperature.
  • the course of the limit temperature as a function of the driving speed can basically be designed arbitrarily.
  • the respective limit temperature also has an at least partially progressively rising gradient as the driving speed decreases.
  • the variation of the relevant limit temperature can basically be arbitrarily large. This depends in particular on the circumstances of the monitored component, in particular its temperature sensitivity. In this case, it can be considered in particular that the component in question is particularly sensitive to certain loads in certain temperature ranges, while the temperature range in question is not critical under other load. This may for example be due to the material properties of the component. In particular, the behavior of materials in which sudden phase transitions or microstructural changes etc. take place in a certain temperature range under a certain load situation can be taken into account with the present invention.
  • the relevant limit temperature insofar as a function of the time profile of the temperature signal, as the limit temperature is lowered after a certain period of time in which a predetermined operating temperature limit of the monitored component has been exceeded.
  • certain predetermined periods allow exceeding of predetermined operating temperature limits of the monitored component.
  • the respective lifetime of the monitored component at the respective operating temperature can be considered. For example, for a certain period of time, the exceeding of a Continuous operating temperature limit of the monitored component (ie the operating temperature limit up to which the component in question can be operated permanently) is permitted to a certain extent. If this predetermined period is exceeded, then the limit temperature can be lowered in order to trigger appropriate reactions if necessary. If appropriate, the predefined period of time may extend to a predetermined service life for the relevant component at the respective operating temperature or a predetermined operating temperature range.
  • thermal inertias in the system can be taken into account.
  • the change in the relevant limit temperature increases with increasing driving speed in order to be able to initiate notifications or countermeasures in good time before critical situations arise.
  • the distance between the first limit temperature and the second limit temperature increase with increasing travel speed.
  • the variation of the relevant limit temperature is adjusted to the continuous operating temperature limit of the weakest element of the component in question, which is relevant for safe operation of the component or whose failure in sufficiently high probability a failure of the component entails.
  • the component comprises at least one temperature-sensitive element which defines a continuous operating temperature limit of the component.
  • the first limit temperature and / or the second limit temperature between a lower speed limit of the vehicle speed, in particular a speed equal to zero, and an upper speed limit of the vehicle speed, in particular the rated operating speed, by at least 10% of the continuous operating temperature limit, preferably by at least 15% of Continuous operating temperature limit, more preferably by 15% to 30% of the continuous operating temperature limit varies. This can be good results. In particular, frequent unnecessary temporary shutdowns of the vehicle can be reliably avoided.
  • the height of the respective limit temperature is preferably matched to the continuous operating temperature limit of this weakest, safety-relevant element.
  • the first limit temperature at the lower speed limit of the vehicle speed is at least 85% of the steady-state temperature limit, preferably at least 95% of the steady-state temperature limit, more preferably 90% to 100% of the steady-state temperature limit.
  • the first limit temperature at the upper speed limit of the vehicle speed may be at most 80% of the steady-state temperature limit, preferably at most 70% of the steady-state temperature limit, more preferably 65% to 75% of the steady-state temperature limit.
  • the second limit temperature at the lower speed limit of the driving speed is at least 95% of the continuous operating temperature limit, preferably at least 105% of the continuous operating temperature limit, more preferably 100% to 110% of the continuous operating temperature limit.
  • the second limit temperature at the upper speed limit of the travel speed is at most 90% of the continuous operating temperature limit, preferably at most 80% of the continuous operating temperature limit, more preferably 75% to 85% of the continuous operating temperature limit.
  • the assessment of the state of the relevant component can be based exclusively on the currently recorded temperature values of the component.
  • the assessment of the state of the relevant component on the data or signals of a plurality of measurements, Therefore, based on a sufficiently long collection period.
  • the development of the respective limit temperature can find appropriate influence. Therefore, it is preferably provided that the generation of the component state signal takes place as a function of a time profile of the at least one temperature signal and / or of the at least one limit temperature signal.
  • the assessment of the state of the component can take place as a function of the speed at which the temperature of the component changes. For example, reacting differently to a rapid increase in temperature of the component (other messages are output to the driver or other automatic reactions are initiated) than with a slow increase in temperature.
  • the variation of the limit temperature in dependence on the rate of change in temperature of the component can be made.
  • the generation of the component state signal takes place as a function of a rate of change of the at least one temperature signal.
  • the limit temperature signal can be varied as a function of a rate of change of the at least one temperature signal.
  • the temperature gradient (expressed in K / min, for example) of the at least one temperature signal that is to say the first time derivative or the slope of the temperature curve
  • the second time derivative of the at least one temperature signal can be used as relevant information for the current temperature development and taken into account. From this it can be derived, in particular, whether an increase in temperature accelerates or delays.
  • the effectiveness of an initiated countermeasure eg a speed reduction
  • it is then possible to influence the countermeasure that is, for example, to slow down more if the effect to be achieved does not occur to the desired extent).
  • the at least one temperature signal and / or the at least one limit temperature signal and / or the component state signal is logged in a protocol. This makes it possible, at a later time, a corresponding evaluation of the state of the component and to derive further measures from this (maintenance, replacement, etc.).
  • the present invention further relates to a method for operating a rail vehicle, in which a method according to the invention generates a component state signal and outputs the component state signal to the driver, so that the latter is able to initiate appropriate measures if necessary.
  • the rail vehicle can also be controlled directly as a function of the component state signal, it being possible in particular for a drive device of the rail vehicle and / or a brake device of the rail vehicle to be activated in dependence on the component state signal.
  • the present invention further relates to a device for monitoring hot runner in a rail vehicle with a detection device, which is designed to detect at least one temperature signal, which is representative of a current temperature of a component of a unit of the rail vehicle, in particular a wheel bearing unit of the rail vehicle, and a A processing device configured to compare the at least one temperature signal with at least one limit temperature signal representative of a threshold temperature relevant to safe operation of the device and to generate a component state signal depending on the result of the comparison.
  • the processing device is designed to use as the at least one limit temperature signal dependent on a current travel speed of the rail vehicle limit temperature signal.
  • the rail vehicle is preferably a vehicle for high-speed traffic with a nominal operating speed above 250 km / h, in particular above 300 km / h Up to 380 km / h, trained, since the benefits described here come particularly strong effect.
  • the current temperature signal can be determined in any suitable manner.
  • sensors such as thermocouples or the like, may be provided for the respective component, that is to say, for example, the respective wheel bearing.
  • a multi-channel (eg a two-channel) temperature measurement can be provided for each component to be monitored, whereby the measuring system is naturally optimized with regard to possible redundancies, measured value differences or contradictory measurement data and the behavior in the event of sensor failure in order to produce erroneous results. To exclude reactions as far as possible.
  • the vehicle 101 comprises an end car 102 with a car body 102.1, which is supported in the region of both ends in a conventional manner in each case on a chassis in the form of a bogie 103.
  • a chassis in the form of a bogie 103.
  • the present invention may be used in conjunction with other configurations in which the body is supported on a chassis only.
  • the car bodies 104.1 are also supported on bogies 103.
  • FIG. 1 a vehicle coordinate system x, y, z (predefined by the wheel contact plane of the bogie 103) in which the x-coordinate denotes the longitudinal direction, the y-coordinate the transverse direction and the z-coordinate the height direction of the rail vehicle 101.
  • the bogie 103 has conventionally two wheel units in the form of wheelsets 103.1, each comprising two wheel bearings 103.2.
  • the bogies 103 are partly driven engine bogies and partly non-driven bogies.
  • the wheelsets 103.1 of motor bogies are driven by a drive device 105, while the wheel sets of all bogies can be braked via brake devices 106.
  • the vehicle 101 has in the end car 102 processing means in the form of a central vehicle control 107, which in the present example is connected to removed components inter alia via a communication link extending in the form of a vehicle bus 108 through the entire vehicle 101. It is understood that in other variants of the invention, a different communication connection can be selected. In particular, a fixed wiring with the removed components may additionally or alternatively be provided (inter alia, depending on the specifications of certain safety guidelines or the like).
  • a hot runner monitoring is implemented in the present example, which monitors the condition of each of the wheel bearings 103.2 to see whether a temperature situation exists, which corresponding messages to the driver or possibly automatic reactions, eg. B. automatic intervention in the operation of the vehicle 101 requires.
  • the vehicle controller 107 analyzes the signals of a detection device with detection units in the form of temperature sensors 110, which are assigned to each wheelset 103.1, more precisely each rag bearing 103.2, and in a first step, a current temperature signals TSi representative of the current temperature Ti of the respective wheel bearing 103.2 of i wheelsets 103.1 deliver.
  • the current temperature signals TSi of the temperature sensors 110 are each transmitted from the respective chassis 103 and connected to the temperature sensors 110 communication unit 111 via the vehicle bus 108 to the vehicle controller 107.
  • the vehicle controller 107 compares the respective temperature signal TSi in a second step with a first limit temperature signal TGS1 and possibly also a second limit temperature signal TGS2.
  • the first limit temperature signal TGS1 is representative of a first limit temperature TG1, beyond which a so-called warm alarm is triggered, which will be described in more detail below.
  • the second limit temperature signal TGS2 is representative of a second limit temperature TG2, which is above the first limit temperature TG1 and when exceeded, a so-called hot alarm is triggered, which will also be described in more detail below.
  • the first limit temperature signal TGS1 or the first limit temperature TG1, as well as the second limit temperature signal TGS2 and the second limit temperature TG2, respectively, are dependent on the current driving speed V of the vehicle 101.
  • this is one of the first limit temperature TG1 associated first characteristic curve LTG1 and a second characteristic LTG2 assigned to the second limit temperature TG2, as described in US Pat FIG. 2 are shown.
  • FIG. 2 shows the respective on a continuous operating temperature limit DTG related first and second threshold temperature TG1 and TG2, depending on the current vehicle speed V of the vehicle based on the rated operating speed of the vehicle.
  • the continuous operating temperature limit DTG is the continuous operating temperature limit of the weakest thermal element of the wheel bearing 103.2, which is relevant for safe operation of the component or whose failure in sufficiently high probability a failure of the wheel bearing 103.2 entails.
  • this temperature-sensitive weakest element is a polymer cage of the wheel bearing 103.2 whose continuous operating temperature limit DTG is 120 ° C. It is understood, however, that in other variants of the invention, other elements of the wheel bearing may be relevant. In particular, a lubricant of the wheel bearing can represent the extent limiting part of the wheel bearing.
  • the course of the respective limit temperature TG1 or TG2 is selected depending on the driving speed so that the respective limit temperature TG1 or TG2 has a progressively decreasing course with decreasing speed.
  • This can be good results. In particular, frequent unnecessary temporary shutdowns of the vehicle 101 can be reliably avoided.
  • the first limit temperature TG1 at the lower speed limit V0 is 96% of the continuous operating temperature limit DTG. while at the upper speed limit VN, it is 71% of the steady-state temperature limit DTG.
  • the second limit temperature TG2 is 104% of the continuous operating temperature limit DTG at the lower speed limit V0, and 83% of the continuous operating temperature limit DTG at the upper speed limit VN.
  • the vehicle 101 may possibly also be operated beyond its upper speed limit VN, in which case a further drop in the respective limit temperature TG1 or TG2 may then possibly be provided.
  • the vehicle controller 107 determines that the current temperature T of the relevant wheel bearing 103.2 exceeds the first limit temperature TG1, the described warm alarm is triggered.
  • the vehicle controller 107 generates in the present example, a component state signal in the form of a corresponding warm alert message and outputs this via an output unit 112 to the driver.
  • This warm alert message can basically be designed in any suitable manner. In particular, it can identify the relevant wheel bearing and / or directly provide the driver with guidelines or instructions for the further course of action, in particular measures to be initiated.
  • the vehicle controller 107 determines that the current temperature T of the respective wheel bearing 103.2 also exceeds the second limit temperature TG2, the described hot alarm is triggered.
  • the vehicle controller 107 on the one hand in the present example, a component state signal in the form of a corresponding hot alarm message via the output unit 112 to the driver.
  • This hot alarm message can basically be designed in any suitable manner. In particular, it can identify the relevant wheel bearing and / or directly provide the driver with guidelines or instructions for the further course of action, in particular measures to be initiated.
  • the hot alarm includes automatic intervention in the operation of the vehicle 101.
  • the vehicle controller 107 may output another component state signal to the drive devices 105 and the brake devices 106. As a result, they can be controlled accordingly, for example to reduce the driving speed V accordingly.
  • the warm alarm can be suppressed when a hot alarm is triggered to avoid irritation of the driver by a flood of different information.
  • the correspondingly increased temperature limit value TG2 is again undershot, so that the vehicle 101 can continue to operate at the moderately reduced speed and is not forced to standstill until the temperature of the relevant wheel bearing 103.2 returns has reduced accordingly.
  • the vehicle controller 107 makes the judgment of the state of the respective wheel bearing 103.2 on the basis of a (short) history of the current temperature T, namely, based on a plurality of temperature measurement values of the current temperature T detected over a sufficiently long detection period. As a result, short-term measurement errors, malfunctions or the like caused incorrect reactions can be avoided.
  • an average value of the current temperature can be used in the vehicle controller 107 for comparison with the respective limit temperature TG1 or TG2.
  • the exceeding of the respective limit temperature TG1 or TG2 is ascertained if, for a predetermined number of successive measurements, an exceeding of the limit temperature and / or an exceeding of the limit temperature with a predetermined frequency is detected.
  • the vehicle controller 107 the assessment of the state of the respective wheel bearing 103.2 in dependence on the Speed at which the temperature T of the wheel bearing 103.2 changes. For example, with a rapid increase in temperature of the component, the vehicle controller 107 may react differently (eg, other messages may be output to the driver or other automatic responses may be initiated) than with a slow temperature increase.
  • the vehicle controller 107 at a first temperature gradient GRT1> 5 K / min asks the driver in a corresponding message via the output unit 112 to observe this temperature of this specific wheel bearing 103.2 and, for example, at constant vehicle speed V further increase to monitor the temperature of the respective wheel bearing 103.2.
  • the driving speed is preventively reduced, for example to a maximum of 200 km / h.
  • the assessment is based on measurements of a sufficiently long detection period (eg of the order of one minute).
  • the vehicle controller 107 makes the variation of the limit temperature TG1 or TG2 as a function of the speed of the temperature change of the relevant wheel bearing 103.2.
  • the vehicle control system continues to log both the course of the temperature signals TSi, the limit temperature signals TGSi and the corresponding reactions or the generated component status signals (hence the warm alarms and hot alarms) in a corresponding protocol.
  • This makes it possible to carry out a corresponding evaluation of the state of the respective wheel bearing 103.2 at a later time and to deduce further measures from this (maintenance, replacement, etc.).
  • this history of the state of the respective wheel bearing in the variation of the limit temperatures TG1 and TG2 and the generation of the Component state signal so therefore the reactions resulting from the monitoring to flow.
  • FIG. 3 shows for a variant of the method according to the invention for hot runner monitoring, which may also be implemented in the vehicle controller 107, three characteristics LTG1 to LTG3 for different limit temperatures TG1 to TG3, the exceeding of which has different reactions or alarms to the consequence.
  • this variant differs from the variant described above only in that the two curves LTG2 and LTG3 for the first hot alarm and the second hot alarm with increasing speed no gradual but have a steadily decreasing course.
  • the present invention can not be used only for vehicles composed of multiple cars. Rather, it can of course also be used on a vehicle that consists of a single car.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)

Claims (15)

  1. Procédé de surveillance de coureurs chauds dans un véhicule ferroviaire, dans lequel
    - dans une première étape, on détermine au moins un signal de température correspondant à la température actuelle d'un composant (103.2) d'une unité (103.1) du véhicule ferroviaire (101), en particulier d'une unité de palier de roue (103.2) du véhicule ferroviaire (101),
    - dans une deuxième étape, au moins un signal de température est comparé à au moins un signal de température limite représentatif d'une température limite pertinente au fonctionnement sûr de l'unité (103.1), et, dépendant du résultat de la comparaison, un signal d'état de composant est généré,
    caractérisé en ce que,
    - dans la deuxième étape, en tant que l'au moins un signal de température limite, un signal de température limite dépendant d'une vitesse de conduite réelle du véhicule ferroviaire (101) est utilisé.
  2. Procédé selon la revendication 1, caractérisé en ce que
    - l'au moins un signal de température est comparé à un premier signal de température limite, représentatif d'une première température limite, qui augmente en particulier avec la vitesse de conduite du véhicule diminuante,
    et/ou
    - l'au moins un signal de température est comparé à un deuxième signal de température limite représentatif d'une deuxième température limite, qui augmente en particulier avec la vitesse de conduite diminuante, la deuxième température limite étant supérieure à la première température limite,
    dans lequel
    - la première température limite et/ou la deuxième température limite, en particulier, avec la vitesse de conduite diminuante au moins par tronçons augmentant en continu et/ou ou a un parcours au moins par tronçons augmentant par étapes.
  3. Procédé selon la revendication 2, caractérisé en ce que
    - le composant (103.2) a au moins un élément sensible à la température qui définit une limite de température de fonctionnement continu du composant (103.2),
    - le véhicule ferroviaire (101) a une vitesse de fonctionnement nominale, et
    - la première température limite et/ou la seconde température limite, entre une limite inférieure de vitesse de la vitesse de conduite, en particulier une vitesse égale à zéro, et une limite de vitesse supérieure de la vitesse de conduite, en particulier la vitesse de conduite nominale, varie par au moins 10% de la limite de température de fonctionnement continu, de préférence par au moins 15% de la limite de température de fonctionnement continu, plus préférablement par 15% à 30% de la limite de température de fonctionnement continu,.
  4. Procédé selon la revendication 3, caractérisé en ce que
    - la première température limite, à la limite de vitesse inférieure de la vitesse de conduite, est au moins égale à 85% de la limite de température de fonctionnement continu, de préférence au moins 95% de la limite de température de fonctionnement continu, plus préférablement 90% à 100% de la limite de température de fonctionnement continu,
    et/ou
    - la première température limite, à la limite de vitesse supérieure de la vitesse de conduite, est d'au plus 80% de la limite de température de fonctionnement continu, de préférence d'au plus 70% de la limite de température de fonctionnement continue, plus préférablement de 65% à 75% de la limite de température de fonctionnement continu,
    et/ou
    - la seconde température limite, à la limite de vitesse inférieure de la vitesse de conduite, est d'au moins 95% de la limite de température de fonctionnement continu, de préférence d'au moins 105% de la limite de température de fonctionnement continu, plus préférablement de 100% à 110% de la limite de température de fonctionnement continu,
    et/ou
    - la deuxième température limite, à la limite de vitesse supérieure de la vitesse de conduite, est au plus de 90% de la limite de température de fonctionnement continu, de préférence au plus de 80% de la limite de température de fonctionnement continue, plus préférablement de 75% à 85% de la limite de température de fonctionnement continu.
  5. Procédé selon l'une des revendications précédentes, caractérisé en ce que la génération du signal d'état de composant est effectuée en fonction de l'évolution temporelle de l'au moins un signal de température et/ou de l'au moins un signal de température limite.
  6. Procédé selon l'une des revendications précédentes, caractérisé en ce que
    - le signal d'état de composant est généré en fonction d'un taux de variation de l'au moins un signal de température
    et/ou
    - le signal de température limite est varié en fonction du taux de variation de l'au moins un signal de température.
  7. Procédé selon l'une des revendications précédentes, caractérisé en ce que
    - on enregistre dans un protocole l'au moins un signal de température et/ou l'au moins un signal de température limite et/ou le signal d'état de composant, et,
    - en particulier, le signal de température limite et/ou le signal d'état de composant est généré en fonction du protocole.
  8. Procédé d'opération d'un véhicule ferroviaire, dans lequel
    - un procédé selon l'une des revendications précédentes génère un signal d'état de composant, et
    - le signal d'état de composant est transmis au conducteur du véhicule
    et/ou
    - le véhicule ferroviaire (101) est commandé en fonction du signal d'état de composant, dans lequel
    - en particulier, un dispositif d'entraînement (105) du véhicule ferroviaire (101) et/ou un dispositif de freinage (106) du véhicule ferroviaire (101) est contrôlé en fonction du signal d'état du composant.
  9. Dispositif de surveillance de coureurs chauds dans un véhicule ferroviaire, comportant
    - un dispositif de détection (110) configuré pour détecter au moins un signal de température qui représente la température actuelle d'un composant (103.2) d'une unité (103.1) du véhicule ferroviaire (101), en particulier une unité de palier de roue (103.2) du véhicule ferroviaire (101), et
    - des moyens de traitement (107) configurés pour comparer l'au moins un signal de température à au moins un signal de température limite représentatif d'une température limite pertinente au fonctionnement sûr de l'unité (103.1) et pour générer, en fonction du résultat de la comparaison, un signal d'état du composant,
    caractérisé en ce que
    - le dispositif de traitement (107) est configuré pour utiliser, comme l'au moins un signal de température limite, un signal de température limite dépendant d'une vitesse de conduite actuelle du véhicule ferroviaire (101).
  10. Dispositif selon la revendication 9, caractérisé en ce que
    - le dispositif de traitement (107) est configuré pour comparer l'au moins un signal de température à un premier signal de température limite, représentatif d'une première température limite, qui augmente en particulier avec la vitesse de conduite du véhicule diminuante,
    et/ou
    - le dispositif de traitement (107) est configuré pour comparer l'au moins un signal de température à un deuxième signal de température limite représentatif d'une deuxième température limite, qui augmente en particulier avec la vitesse de conduite diminuante, la deuxième température limite étant supérieure à la première température limite,
    dans lequel
    - la première température limite et/ou la deuxième température limite, en particulier, avec la vitesse de conduite diminuante au moins par tronçons augmentant en continu et/ou ou a un parcours au moins par tronçons augmentant par étapes.
  11. Dispositif selon la revendication 10, caractérisé en ce que
    - le composant (103.2) a au moins un élément sensible à la température qui définit une limite de température de fonctionnement continu du composant (103.2),
    - le véhicule ferroviaire (101) a une vitesse de fonctionnement nominale, et
    - le dispositif de traitement (107) est configuré pour varier la première température limite et/ou la seconde température limite, entre une limite inférieure de vitesse de la vitesse de conduite, en particulier une vitesse égale à zéro, et une limite de vitesse supérieure de la vitesse de conduite, en particulier la vitesse de conduite nominale, par au moins 10% de la limite de température de fonctionnement continu, de préférence par au moins 15% de la limite de température de fonctionnement continu, plus préférablement par 15% à 30% de la limite de température de fonctionnement continu.
  12. Dispositif selon la revendication 11, caractérisé en ce que
    - la première température limite, à la limite de vitesse inférieure de la vitesse de conduite, est au moins égale à 85% de la limite de température de fonctionnement continu, de préférence au moins 95% de la limite de température de fonctionnement continu, plus préférablement 90% à 100% de la limite de température de fonctionnement continu,
    et/ou
    - la première température limite, à la limite de vitesse supérieure de la vitesse de conduite, est d'au plus 80% de la limite de température de fonctionnement continu, de préférence d'au plus 70% de la limite de température de fonctionnement continue, plus préférablement de 65% à 75% de la limite de température de fonctionnement continu,
    et/ou
    - la seconde température limite, à la limite de vitesse inférieure de la vitesse de conduite, est d'au moins 95% de la limite de température de fonctionnement continu, de préférence d'au moins 105% de la limite de température de fonctionnement continu, plus préférablement de 100% à 110% de la limite de température de fonctionnement continu,
    et/ou
    - la deuxième température limite, à la limite de vitesse supérieure de la vitesse de conduite, est au plus de 90% de la limite de température de fonctionnement continu, de préférence au plus de 80% de la limite de température de fonctionnement continue, plus préférablement de 75% à 85% de la limite de température de fonctionnement continu.
  13. Dispositif selon l'une des revendications 9 à 12, caractérisé en ce que
    - le dispositif de traitement (107) est configuré pour générer le signal d'état de composant en fonction de l'évolution temporelle de l'au moins un signal de température et/ou de l'au moins un signal de température limite.
    et/ou
    - le dispositif de traitement (107) est configuré pour générer le signal d'état de composant en fonction d'un taux de variation de l'au moins un signal de température
    et/ou
    - le dispositif de traitement (107) est configuré pour varier le signal de température limite est en fonction du taux de variation de l'au moins un signal de température.
  14. Dispositif selon l'une des revendications 9 à 14, caractérisé en ce que
    - le dispositif de traitement (107) est configuré pour enregistrer dans un protocole l'au moins un signal de température et/ou l'au moins un signal de température limite et/ou le signal d'état de composant, et,
    - en particulier, le signal de température limite et/ou le signal d'état de composant est généré en fonction du protocole.
  15. Véhicule ferroviaire, en particulier pour le trafic à grande vitesse avec une vitesse de conduite nominale supérieure à 250 km/h, en particulier supérieure à 350 km/h, avec un dispositif selon l'une des revendications 9 à 15, dans lequel le dispositif de traitement (107) est configuré pour
    - fournir le signal d'état de composant au conducteur
    et/ou
    - commander le véhicule ferroviaire (101) en fonction du signal d'état de composant, en particulier pour commander, en fonction du signal d'état de composant, un dispositif de propulsion (105) du véhicule ferroviaire (101) et/ou d'un dispositif de freinage (106) du véhicule ferroviaire (101).
EP12715690.9A 2011-04-28 2012-04-12 Véhicule ferroviaire doté d'un dispositif de surveillance de boîte chaude Active EP2701962B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011002301A DE102011002301A1 (de) 2011-04-28 2011-04-28 Schienenfahrzeug mit einer Heissläuferüberwachung
PCT/EP2012/056719 WO2012146491A1 (fr) 2011-04-28 2012-04-12 Véhicule ferroviaire doté d'un dispositif de surveillance de boîte chaude

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EP2701962A1 EP2701962A1 (fr) 2014-03-05
EP2701962B1 true EP2701962B1 (fr) 2019-04-03

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DE102014201729A1 (de) * 2014-01-31 2015-08-06 Siemens Aktiengesellschaft Schienenfahrzeug
CN104890684B (zh) * 2015-06-25 2017-05-17 长春轨道客车股份有限公司 基于tcms的列车自动限速及限速解除方法
DE102016210719B3 (de) * 2016-06-16 2017-08-17 Siemens Aktiengesellschaft Fahrwerk für ein Schienenfahrzeug und damit ausgestattetes Schienenfahrzeug

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DE2534123C3 (de) * 1975-07-31 1986-02-20 Brown, Boveri & Cie Ag, 6800 Mannheim Einrichtung zur Früherkennung von Schäden an Radsatzlagern
DE2703071C2 (de) * 1975-07-31 1986-11-27 Brown, Boveri & Cie Ag, 6800 Mannheim Einrichtung zur Früherkennung von Schäden an Radsatzlagern
US4323211A (en) * 1980-04-28 1982-04-06 Servo Corporation Of America Self adjusting wheel bearing heat signal processing circuit
US4659043A (en) * 1981-10-05 1987-04-21 Servo Corporation Of America Railroad hot box detector
MXPA02006061A (es) * 1999-12-22 2002-12-05 Wabash Technology Corp Detector de velocidad de rueda del extremo del eje del vehiculo.
DE102005015312B4 (de) * 2005-04-01 2009-04-09 Db Netz Ag Verfahren und Vorrichtung zur Überwachung der Radsatzlagertemperatur an Schienenfahrzeugen zur Vermeidung von Heißläufer-Entgleisungen
CN102574534B (zh) * 2009-09-09 2015-02-11 克诺尔-布里姆斯轨道车辆系统有限公司 用于预测车辆的车轮的车轮轴承的温度的方法、装置及其应用

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EP2701962A1 (fr) 2014-03-05
DE102011002301A1 (de) 2012-10-31

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