EP2888146B1 - Dispositif pour véhicule ferroviaire - Google Patents

Dispositif pour véhicule ferroviaire Download PDF

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Publication number
EP2888146B1
EP2888146B1 EP13763211.3A EP13763211A EP2888146B1 EP 2888146 B1 EP2888146 B1 EP 2888146B1 EP 13763211 A EP13763211 A EP 13763211A EP 2888146 B1 EP2888146 B1 EP 2888146B1
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EP
European Patent Office
Prior art keywords
monitoring
signals
monitoring device
combined control
sensors
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EP13763211.3A
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German (de)
English (en)
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EP2888146A1 (fr
Inventor
Michael Harrer
Manfred Wiesand
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Siemens Mobility GmbH
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Siemens Mobility GmbH
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Publication of EP2888146A1 publication Critical patent/EP2888146A1/fr
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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
    • 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
    • B61K9/08—Measuring installations for surveying permanent way

Definitions

  • the invention relates to a device for a rail vehicle, comprising a control device with an electronic control unit and a first rotational speed sensor and a monitoring device with an electronic monitoring device, a first temperature sensor and a first acceleration sensor, wherein the one electronic control unit and the one electronic monitoring device to a structural Unit, which forms a combined control and monitoring device, and wherein the first sensors are arranged on a first bogie of a carriage of the rail vehicle and output first signals to the combined control and monitoring device, and in which the control means a further second rotational speed sensor and the monitoring device has a further second temperature sensor and a further second acceleration sensor, wherein the further second sensors at a further Drehges tell of a car are arranged and spend more second signals.
  • Such a generic device is for example from the document EP 2 050 639 B1 known.
  • chassis monitoring devices gain more and more importance and that these are standardized for safety reasons in guidelines.
  • TTI Technical Specification for Interoperability
  • the technical Specification for Interoperability (TSI) of the Official Journal of the European Union for high-speed trains on board calls for systems to detect unstable running or defective dampers.
  • TTI Technical Specification for Interoperability
  • the known device only the one combined control and monitoring device is provided in the car, so that in addition to the first signals and the other second signals are output directly to the one combined control and monitoring device.
  • a measuring device for a measuring vehicle in which on the one hand a first displacement sensor and a first acceleration sensor, which are arranged on a first bogie, their first measurement signals to a first control unit and a further displacement sensor and a further acceleration sensor, which are arranged on a further bogie output their further measurement signals to a further first control unit.
  • the first control unit and the further first control unit convert the measurement signals of the sensors assigned to them into standardized and digitized measurement data on the basis of scaling data stored in memories of the assigned sensors.
  • a first acoustic sensor which is arranged on the first bogie
  • a further acoustic sensor which is arranged on the further bogie
  • the measurement data of the first control unit and the further first control unit and the measurement data of the first acoustic sensor and the further acoustic sensor are queried by the second control device and subjected to preprocessing, this preprocessing, for example, the generation of events (warnings, alarms, error and Status messages, etc.).
  • the object of the invention is to improve this device with regard to its control function and / or its monitoring function.
  • control device has a further electronic control device and a further electronic monitoring device, which are combined to form a further structural unit, which forms another combined control and monitoring device, the further second sensors output their other second signals to the other combined control and monitoring device.
  • the particular advantage of the new device is that in such a design, both the sensor and the electronic devices are redundant, so that the device is particularly secure.
  • control device has a second rotational speed sensor and the monitoring device has a second temperature sensor and a second acceleration sensor, wherein the second sensors are arranged on the one bogie of the rail vehicle and output second signals to the further combined control and monitoring device ,
  • control device has a further first rotational speed sensor and the monitoring device has a further first temperature sensor and a further first acceleration sensor, wherein the further first sensors are arranged on the further bogie of the rail vehicle and further first signals to the one output combined control and monitoring device.
  • the device is even safer if the two combined control and monitoring devices are connected via a device bus, wherein the one combined control and monitoring device transmits the first signals and / or the further first signals via the device bus to the further combined control and monitoring devices and / or if the further combined control and monitoring device transmits the second signals and / or the further second signals via the device bus to the one combined control and monitoring device.
  • the rotational speed sensors are preferably disposed on wheelset bearings of the bogies and provide rotational speed signals to the combined control and monitoring devices.
  • the temperature sensors are preferably arranged on wheelset bearings of the bogies and output temperature signals to the combined control and monitoring devices.
  • acceleration sensors are preferably arranged on bogie frames of the bogies, in particular such that their detection directions extend in the transverse direction of the rail vehicle, and output acceleration signals to the combined control and monitoring devices.
  • control device comprises a third rotational speed sensor and the monitoring device has a third temperature sensor
  • the third sensors are arranged on the one bogie of the car of the rail vehicle and third signals to the one combined control and Issue monitor, and / or when the control device comprises a further third rotational speed sensor and the monitoring device has a further third temperature sensor, wherein the further third sensors are arranged on the further bogie of the car of the rail vehicle and further third signals to spend a combined control and monitoring device.
  • control device has a fourth rotation speed sensor and the monitoring device has a fourth temperature sensor, wherein the fourth sensors are arranged on the one bogie of the car of the rail vehicle and fourth signals to the other combined control and Output monitor, and / or if the control device has a further fourth rotational speed sensor and the monitoring device has a further fourth temperature sensor, wherein the further fourth sensors are arranged on the further bogie of the car of the rail vehicle and output another fourth signals to the further combined control and monitoring device ,
  • the monitoring device has four additional temperature sensors on each bogie, each two of the four additional temperature sensors of each of the bogies spend their signals to the one combined control and monitoring device, and wherein each of the other two of the four additional Temperature sensors each of the bogies spend their signals to the other combined control and monitoring device.
  • the invention also relates to a rail vehicle with at least one carriage, in which the at least one carriage has a device according to one of claims 1 to 10.
  • FIG. 1 shows a rail vehicle 1 according to the invention with a plurality of carriages 2, 3, 4.
  • Each carriage has one of two Bogies 5, 6 formed landing gear and a car body 7 on.
  • the bogies 5 and 6 each have two sets of wheels 8, 9 and 10, 11, which are attached via a primary suspension 12, 13 and 14, 15 to a bogie frame 16 and 17 respectively.
  • the car body 7 is supported by a secondary suspension 18, 19 of the bogie frame 16, 17.
  • Each of the wheelsets 8, 9, 10, 11 has a shaft 28, 29, 30, 31 rotatably mounted via two wheelset bearings 20 and 21, 22 and 23, 24 and 25, 26 and 27, on which two wheels 32 and 33, 34 and 35, 36 and 37, 38 and 39 and two brake discs 40 and 41, 42 and 43, 44 and 45, 46 and 47 are fixed (see also FIG. 2 ).
  • Each of the carriages 2, 3, 4 is equipped with a device 48 according to the invention.
  • Each of the devices 48 according to the invention comprises two combined electronic control and monitoring devices SG / ÜG.1, SG / ÜG.2 and two electronic diagnostic devices DG.1, DG.2.
  • Each of the devices 48 according to the invention further comprises four acceleration sensors 49 to 52 for chassis monitoring, which according to FIG. 7 via acceleration signal lines 53 to 56 to electronic running stability monitors LSÜ.1, LSÜ.2 of the combined control and monitoring devices SG / ÜG.1, SG / ÜG.2 acceleration signals a y .Ü1.1, a y .Ü2.1, a y . Ü1.2, output a y .Ü2.2 for chassis monitoring.
  • each of the devices 48 according to the invention comprises eight rotational speed sensors 57 to 64, which according to FIG. 4 via speed signal lines 65 to 72 to electronic roll monitors RÜ.1, RÜ.2 of the combined control and monitoring devices SG / ÜG.1, SG / ÜG.2 speed signals n.1.1, n.2.1, n.3.1, n.4.1, n .1.2, n.2.2, n.3.2, n.4.2 output for chassis monitoring.
  • the speed sensors 57 to 64 are hereinafter referred to as rotational speed sensors, the speed signal lines 65 to 72 as rotational speed signal lines and the speed signals as rotational speed signals.
  • each of the devices 48 according to the invention comprises sixteen temperature sensors 73 to 88 for chassis monitoring, which according to the Figures 5 and 6 via temperature signal lines 89 to 104 to electronic hot-runner monitors HLÜ.1, HLÜ.2 of the combined control and monitoring devices SG / ÜG.1, SG / ÜG.2 temperature signals T.1a.1, T.2a.1, T.3a.1 , T.4a.1, T.1a.2, T.2a.2, T.3a.3, T.4a.2, T.1b.1, T.2b.1, T.3b.1, T Output .4b.1, T.1b.2, T.2b.2, T.3b.3, T.4b.2 for chassis monitoring.
  • each of the devices 48 according to the invention comprises twenty-four acceleration sensors 105 to 128 for chassis diagnosis, which according to FIG. 9 via acceleration signal lines 129 to 152 to the diagnostic devices DG.1, Dg.2 acceleration signals a x .D1.1, a x .D2.1, a x .D3.1, a x .D4.1, a x .D5.1 , a x .D6.1, a x .D7.1, a x .D8.1, a x .D9.1, a x .D10.1, a z .D11.1, a z .D12.1, a x .D1.2, a x .D2.2, a x .D3.2, a x .D4.2, a x .D5.2, a x .D6.2, a x .D7.2, a x .D8.2, a x .D9.2, a x .D1.1,
  • the two combined control and monitoring devices SG / ÜG.1, SG / ÜG.2 of the device 48 according to the invention of a carriage are arranged in the vehicle body 7.
  • the sensors 49 to 52, 57 to 64, 73 to 88 and 105 to 128, however, are distributed to the bogies 5, 6 of the respective car.
  • connectors 153, 154, 155, 156 are provided in the course of the signal lines 53 to 56, 65 to 72, 89 to 104 and 129 to 152, which connect the sensors of the bogies with the combined control and monitoring devices of the car bodies.
  • the connectors 153, 154, 155, 156 consist of carriage box-side connectors and associated bogie-side connectors.
  • the bogie frame 16 and 17 comprises two longitudinal beams 157, 158 and 159, 160 extending in the longitudinal direction (travel direction) x of the rail vehicle 1 and at least one cross member 161 and 162 extending in the transverse direction y of the rail vehicle 1 extends.
  • the one SG / ÜG.1 of the combined control and monitoring devices comprises an electronic control unit SG.1 in the form of a brake control device and an electronic monitoring device ÜG.1, the electronic control device SG.1 and the electronic monitoring device ÜG .1 are combined into a structural unit.
  • the electronic control unit SG.1 also includes an electronic anti-skid control GS.1 in addition to an electronic brake control BS.1.
  • the electronic monitoring device ÜG.1 comprises an RÜ.1 of the electronic roll monitoring, an HLÜ.1 of the electronic hot-runner monitoring and an LSÜ.1 of the electronic running stability monitoring.
  • the electronic anti-skid control GS.1 and the electronic roll monitoring RÜ.1 are also combined to form an electronic unit, so that the rotational speed signals are also processed by the electronic anti-skid control GS.1. About this electronic unit, the rotational speed signals reach the brake control BS.1.
  • the further SG / ÜG.2 of the combined control and monitoring devices in each of the devices 48 according to the invention comprises a further electronic control unit SG.2 in the form of a brake control unit and a further electronic monitoring device ÜG.2, wherein the further electronic control unit SG.2 and the further electronic monitoring device ÜG.2 are combined to form another structural unit.
  • the further electronic control unit SG.2 comprises a further electronic brake control BS.2.
  • the further electronic monitoring device ÜG.2 comprises a further RÜ.2 of the electronic roll monitoring, another HLÜ.2 of the electronic hot runner monitoring and a further LSÜ.2 of the electronic running stability monitoring.
  • the rotational speed signals pass through the further electronic roll monitoring RÜ.2 to the further electronic brake control BS.2.
  • the further combined control and monitoring devices SG / ÜG.2 can also be designed in the same way as the one combined control and monitoring device SG / ÜG.1 - ie also have an electronic anti-slip control.
  • control units SG.1 and SG.2 the rotational speed sensors 57 to 64 and the rotational speed signal lines 65 to 72 of the inventive device 48 of a carriage together form a control device SE for controlling a braking device BE of the respective car.
  • the brake control BS.1 controls brake control signals bs.1.1, bs.2.1, bs.3.1, bs.4.1 via brake control signal lines 163 to 166 to valve devices 167 to 170 of the brake device BE. To these valve devices 167 to 170 are connected via supply lines 171 to 174 not shown here pneumatic supply facilities.
  • the anti-skid control GS.1 controls the anti-skid signal lines 175 to 178 to provide anti-skid control signals gs.1.1 gs.2.1, gs.3.1, gs.4.1 to the valve devices 167 to 170.
  • the valve devices 167 to 170 regulate based on the Brems Kunststoff- and Gleitschutzsignale the pressure in brake cylinders 179 to 186 of the braking device BE, by means of which at a Brake request provided with brake pads brake shoes come into frictional engagement with the brake discs 40 to 47.
  • the brake cylinders 179 to 186 are connected via pneumatic lines 187 to 194 with the valve devices 167 to 170.
  • the further brake control BS.2 can redundantly control further brake control signals bs.1.2, bs.2.2, bs.3.2, bs.4.2 to the valve devices 167 to 170 via further brake control signal lines 195 to 198.
  • the monitoring devices ÜG.1 and ÜG.2 the rotational speed sensors 57 to 64, the temperature sensors 73 to 88 and the acceleration sensors 49 to 52 and the corresponding signal lines 65 to 72, 89 to 104 and 53 to 56 of the inventive device 48 of a carriage together a monitoring device UE of the chassis of the respective carriage formed here from the two bogies 5, 6.
  • the two combined control and monitoring SG / ÜG.1, SG / ÜG.2 are assigned to a bogie 5 on the one hand.
  • a first 57 of the rotational speed sensors on a first 20 of the axlebox of the wheel 8 of a bogie 5 is arranged.
  • This first rotational speed sensor 57 outputs its first rotational speed signal n.1.1 to the antiskid control GS.1 and the brake control BS.1 of the one electronic control unit SG.1.
  • a first 73 of the temperature sensors is likewise arranged on the first wheel set bearing 20 and outputs its first temperature signal T.1a.1 to the one electronic monitoring device ÜG.1.
  • a second 58 of the rotational speed sensors is arranged on a second 23 of the wheelset bearing of the wheelset 9 of a bogie 5 and outputs its second rotational speed signal n.2.1 to the further electronic control unit SG.2.
  • a second 82 of the temperature sensors is likewise arranged on the second wheelset bearing 23 and outputs its second temperature signal T.2b.1 to the further electronic monitoring device ÜG.1.
  • a second of the acceleration sensors 50 is also arranged on the bogie frame 16 and outputs its second acceleration signal a y .Ü2.1 to the further electronic monitoring device ÜG.2.
  • the two combined control and monitoring devices SG / ÜG.1, SG / ÜG.2 are assigned to the further bogie 6 of the rail vehicle.
  • a further first 61 of the rotational speed sensors is arranged on a first 24 of the wheelset bearing of the wheelset 10 of the second bogie 6 and outputs its further first n.1.2 rotational speed signal to the one electronic control unit SG.1.
  • a further first 85 of the temperature sensors is likewise arranged on the first wheelset bearing 24 of the further bogie 6 and outputs its further first temperature signal T.1b.2 to the one electronic monitoring device ÜG.1.
  • a further first 51 of the acceleration sensor is arranged on the bogie frame 17 of the further bogie 6 and outputs its further first acceleration signal a y .Ü1.2 to the one electronic monitoring device ÜG.1.
  • another second 62 of the rotational speed sensors is arranged on a second 27 of the wheelset bearing of the wheel 11 of the second bogie 6 and outputs its second second rotational speed signal n.2.2 to the further electronic control unit SG.2.
  • Another second 78 of the temperature sensors is disposed on the second wheelset bearing 27 of the further bogie 6 and gives his other second temperature signal T.2a.2 to the other electronic monitoring device ÜG.2 off.
  • a further second of the acceleration sensors 52 is arranged on the bogie frame 17 of the further bogie 6 and outputs its further second acceleration signal a y .Ü2.2 to the further electronic monitoring device ÜG.2.
  • the two combined control and monitoring devices SG / ÜG.1, SG / ÜG.2 are connected via a data bus in the form of a device bus GBUS.Ü.
  • the combined control and monitoring unit SG / ÜG.1 transmits the first signals n.1.1, T.1a.1, a y .Ü1.1 and the other first signals n.1.2, T.1b.2, a y. Ü1.2 via the device bus GBUS.Ü to the further combined control and monitoring device SG / ÜG.2.
  • a combined control and monitoring device SG / ÜG.1 also transmits the signals n.3.1, T.2a.1, T.3a.1, T.4a.1, n.3.2, T.2b.2, T .3b.2, T.4b.2 via the device bus GBUS.Ü to the further combined control and monitoring device SG / ÜG.2.
  • the other combined control and monitoring unit SG / ÜG.2 transmits the second signals n.2.1, T.2b.1, a y .Ü2.1 and the further second signals n.2.2, T.2a.2, a y .Ü2.2 via the device bus GBUS.Ü to the one combined control and monitoring device SG / ÜG.1.
  • the further combined control and monitoring device SG / ÜG.2 also transmits the signals n.4.1, T.1b.1, T.3b.1, T.4b.1, n.4.2, T.1a.2, T .3a.2, T.4a.2 via the device bus GBUS.Ü to the one combined control and monitoring device SG / ÜG.1.
  • Each of the acceleration sensors 49 to 52 is arranged on its associated bogie frame 16 or 17 such that its detection direction runs in the transverse direction y of the rail vehicle.
  • the first acceleration sensors 49 and 51 are each at a first 157 or 159 in the direction of travel x of the rail vehicle extending longitudinal beam of the respective bogie frame, in particular on one of the outside of the first wheel 32 and 36 of the respective bogie opposite end portion 199 and 203 of this first long carrier, respectively.
  • the second acceleration sensors 50 and 52 are respectively at the second 158 and 160 of extending in the direction of travel x of the rail vehicle long carrier of the respective bogie frame, in particular at a second end portion 200 and 204 of this second long carrier, the first end portion of the first long carrier on the central axis A.1 and A.2 of the bogie frame 16 and 17 diagonally opposite, arranged.
  • the device according to the invention comprises 48 rotational speed signal lines, temperature signal lines and acceleration signal lines.
  • the device 48 according to the invention comprises terminal boxes 207 to 214, which are arranged on the end sections 199 to 206 of the elongate carriers.
  • the first rotational speed sensor 57 is connected by means of a first 65 of the rotational speed signal lines, the first temperature sensor 73 by means of a first 89 of the temperature signal lines and the first 49 of the acceleration sensors by means of a first 53 of the acceleration signal lines to the one combined control and monitoring device SG / ÜG.1.
  • a first 207 of the terminal boxes is arranged.
  • the three first signal lines 65, 73 and 89 are laid together as a first cable harness from the first terminal box 207 to the one combined control and monitoring device SG / ÜG.1.
  • the further first rotational speed sensor 61 is the further first temperature sensor by means of a further first 69 of the rotational speed signal lines 85 connected by means of a further first 101 of the temperature signal lines and the further first 51 of the acceleration sensors by means of a further first 55 of the acceleration signal lines to the one combined control and monitoring device SG / ÜG.1.
  • a further first 211 of the terminal boxes is arranged.
  • the three further first signal lines 69, 101 and 55 are laid together as another first cable harness from the further first terminal box 211 to the one combined control and monitoring device SG / ÜG.1
  • the second rotational speed sensor 58 is connected to the further combined control and monitoring device SG / ÜG.2 by means of a second one of the temperature signal lines and the second acceleration sensor 50 by means of a second one of the acceleration signal lines.
  • a second 208 of the terminal boxes is arranged. The three second signal lines are laid together as a second cable harness from the second terminal box 208 to the other combined control and monitoring device SG / ÜG.2.
  • the further second rotational speed sensor 62 is connected to the further combined control and monitoring device by means of a further second 70 of the rotational speed signal lines, the further second temperature sensor 78 by means of a further second 94 of the temperature signal lines and the further second acceleration sensor 52 by means of a further second 56 of the acceleration signal lines SG / ÜG.2 connected.
  • a further second 212 of the terminal boxes is arranged.
  • the three further second signal lines 70, 94 and 56 are together as another second cable harness from the second terminal box 208 to the another combined control and monitoring device SG / ÜG.2 laid.
  • the first terminal box 207 is attached to the first long beam 157 of the bogie frame 16 and the second terminal box 208 is fixed to the second long beam 158 of the bogie frame 16.
  • the further first terminal box 211 is fastened to the first longitudinal carrier 159 of the bogie frame 17 and the further second terminal box 212 is fastened to the second longitudinal carrier 160 of the bogie frame 17.
  • the acceleration sensors 49 to 52 are attached directly to the longitudinal beams 157 to 160
  • the acceleration sensors 49 'to 52' in the in the FIG. 8 shown modified embodiment 48 'of the device according to the invention in the terminal boxes 207, 208, 211, 212 arranged.
  • the first acceleration sensor 49 ' is thus arranged in the first terminal box 207 and the second acceleration sensor 50' is arranged in the second terminal box 208.
  • the further first acceleration sensor 51 ' is arranged in the terminal box 211 and the further second acceleration sensor 52' is arranged in the terminal box 212.
  • the device 48 has a third rotational speed sensor 59, which is arranged on a first wheel set bearing 22 of the second wheel set and outputs a third rotational speed signal n.3.1 to the one electronic control unit SG.1.
  • the device has a fourth rotational speed sensor 60, which is arranged on a second wheelset bearing 21 of the first gearset and outputs a fourth rotational speed signal n.4.1 to the further electronic control unit SG.2.
  • a further third rotational speed sensor 63 is provided, which is arranged on a first wheel set bearing 26 of the second wheel set of the further bogie and outputs a further third rotational speed signal n.3.2 to the one electronic control unit SG.1.
  • Another fourth rotational speed sensor 64 is arranged on the second wheelset bearing 25 of the first gearset of the further bogie and outputs another fourth rotational speed signal n.4.2 to the further electronic control unit SG.2.
  • each one of the two temperature sensors which are assigned to a wheelset, outputs its temperature signal to an electronic monitoring device ÜG.1 and the respective second temperature sensor its temperature signal the second electronic monitoring device ÜG.2 outputs.
  • the third and fourth rotational speed sensors are connected to the monitoring devices assigned to them by means of rotational speed signal lines 67, 68 or 71, 72.
  • the additional temperature sensors 73 to 88 are correspondingly connected via the temperature signal lines 89 to 104 with their associated monitoring devices.
  • the one electronic control unit SG.1 outputs its control signals as a function of a desired value, which is output by a central control unit SPCS.
  • a desired value which is output by a central control unit SPCS.
  • an actual value determined from the determined rotational speed signals is regulated to the predetermined desired value by means of the control signals.
  • the two combined control and monitoring devices SG / ÜG.1 and SG / ÜG.2 are via a data bus in the form of a train bus ZBUS, the PN interfaces 220, 221 of the two combined control and monitoring devices SG / ÜG.1 and SG / ÜG.2 connects to a PN interface 223 of the central control unit SPCS, connected to the central control unit SPCS.
  • a display device (display) 224 and a voice output device 225 are also connected to the train bus ZBUS.
  • the two combined control and monitoring devices are connected via power connections 226, 227 to a Bordenergynetz 228.
  • the two combined control and monitoring devices SG / ÜG.1, SG / ÜG.2 each have an I / O interface 229 or 230, a channel evaluation unit 231 or 232 and a channel state evaluation unit 233 or 234 on.
  • the sections of the signal lines which each connect one of the plug-in connections 153 to 156 to one of the I / O interfaces 229 and 230 form in each case one of the strands designated here by the reference symbols 235 to 242.
  • the portions of the signal lines connecting the connector 153 to the I / O interface 229 form a first 235 of the strings through which the signals from the sensors 49, 57, 73 and 76 reach the I / O interface 229 ,
  • the two combined control and monitoring devices SG / ÜG.1, SG / ÜG.2 also each have a device bus interface 243 or 244, via which they are connected to the GBUS.Ü.
  • the incoming signals there via the channel evaluation unit 231 and the channel state evaluation unit 233 reach the monitoring device ÜG.1.
  • the incoming signals there also arrive via the channel evaluation unit 231 to the device bus interface 243 and from there via the device bus GBUS.Ü to the device bus interface 244.
  • the signals arriving there arrive via the channel state evaluation unit 233 to the monitoring device ÜG.1.
  • the monitoring devices ÜG.1 and ÜG.2 generate warning signals and / or alarm signals which are evaluated in an evaluation unit 245 of the central control unit SPCS on the basis of the respectively incoming signals, the central control unit SPCS, as a result of the evaluation, for example, reducing the maximum speed of the rail vehicle (train) and / or the issuance of messages via the display device 224 and / or the voice output device 225 can cause.
  • the electronic diagnostic devices DG.1 and DG.2 are arranged on the chassis of the individual carriages.
  • an electronic diagnostic device DG.1 is arranged in each case on the one bogie 16.
  • the further electronic diagnostic device DG.2 is in each case arranged on the second bogie 17.
  • the diagnostic devices each have a separate power connection 246 or 247 and are connected via connecting lines 248, 249 and a current transformer 250 to the Bordenergynetz 228 connected.
  • the diagnostic devices furthermore each have a device bus interface 251 or 252. Furthermore, the two combined control and monitoring devices SG / ÜG.1, SG / ÜG.2 each have a device bus interface 253 or 254, wherein the diagnostic device DG.1 and DG.2 and the two combined control and monitoring devices SG /ÜG.1, SG / ÜG.2 are connected via their interfaces 250 to 254 to a data bus in the form of another device bus for diagnosis GBUS.D.
  • each one of the designated by the reference numerals 105 to 108 and 117 to 120 acceleration sensors for suspension diagnosis is arranged such that its detection direction in the longitudinal direction x of the rail vehicle.
  • the acceleration sensors for chassis diagnosis are on the bogie frame 16 and another four - here by the reference numerals 125 to 128 designated - the acceleration sensors for chassis diagnosis are arranged on the bogie frame 17.
  • a first 115 on the first longitudinal beam 157 of the bogie frame 16 extending in the direction of travel of the rail vehicle is arranged on the end section 201.
  • a second 116 is arranged at the end portion 202 on the second longitudinal beam 158 of the bogie frame 16 extending in the direction of travel of the rail vehicle.
  • a third 113 is arranged centrally on the first longitudinal beam 157 and a fourth 114 is arranged centrally on the second longitudinal beam 158.
  • a first 127 is provided on the first longitudinal carrier 159 of the bogie frame 17 extending in the direction of travel of the rail vehicle 17 arranged at the end portion 205.
  • a second 128 is arranged at the end portion 206 on the second longitudinal member 160 of the bogie frame 17 extending in the direction of travel of the rail vehicle.
  • a third 125 is arranged centrally on the first longitudinal beam 159 and a fourth 126 is arranged centrally on the second longitudinal beam 160.
  • the acceleration sensors 115, 116, 127, 128 are arranged such that their detection direction runs in the vertical direction z of the rail vehicle.
  • the acceleration sensors 113, 114, 125, 126 are arranged such that their detection direction runs in the longitudinal direction x of the rail vehicle.
  • Each of the axles 28 to 31 of a carriage is associated with a motor 257 to 260 which drives the respective axle via a gear 261 to 264.
  • a motor 257 to 260 which drives the respective axle via a gear 261 to 264.
  • one of each of the acceleration sensors for chassis diagnosis designated here by the reference numerals 109 to 112, 121 to 124, is arranged such that its detection direction runs in the longitudinal direction x of the rail vehicle.
  • the diagnostic devices DG.1 and DG.2 are each designed to subject the acceleration signals to a diagnostic procedure and to generate diagnostic data as a result of the diagnostic procedure.
  • the diagnostic method includes a vibration analysis of the acceleration signals.
  • the vibration analysis can be carried out, for example, on the basis of a Fourier transformation.
  • the two electronic diagnostic devices DG.1 and DG.2 are, in particular for the transmission of diagnostic data on the other device bus GBUS.D and the two combined control and monitoring devices SG / ÜG.1, SG / ÜG.2, which only serve as a gateway, connected to the train bus ZBUS of the rail vehicle.
  • the diagnostic devices DG.1 and DG.2 are designed to store the diagnostic data. For storing the diagnostic data, however, it is also possible to provide an additional device connected to the further device bus GBUS.D or the train bus ZBUS.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Claims (16)

  1. Système (48, 48') pour un véhicule (1) ferroviaire,
    - qui a un dispositif (SE) de commande, ayant un appareil (SG.1) électronique de commande et un premier capteur (57) de vitesse de rotation et un dispositif (UE) de contrôle, ayant un appareil (ÜG.1) électronique de contrôle, un premier capteur (73) de température et un premier capteur (49; 49') d'accélération, dans lequel le un appareil (SG.1) électronique de commande et le un appareil (ÜG.1) électronique de contrôle sont rassemblés en une unité de construction, qui forme un appareil (SG/ÜG.1) combiné de commande et de contrôle, et dans lequel les premiers capteurs (57, 73, 49; 49') sont montés sur un premier boggie (5) d'une voiture (3) du véhicule (1) ferroviaire
    et envoient des premiers signaux (n.1.1, T.1a.1, ay.Ü1.1; a'y.Ü1.1) à l'appareil (SG/ÜG.1) combiné de commande et de contrôle et
    - dans lequel le dispositif (SE) de commande a un deuxième autre capteur (62) de vitesse de rotation et le dispositif (UE) de contrôle a un deuxième autre capteur (78) de température et un deuxième autre capteur (52; 52') d'accélération, les deuxièmes autres capteurs (62, 78, 52; 52') étant montés sur un autre boggie (6) de la une voiture (3) et envoyant des deuxièmes autres signaux (n.2.2, T.2a.2, ay.Ü2.2; a'y.Ü2.2),
    caractérisé en ce que
    le dispositif (SE) de commande a un autre appareil (SG.2) électronique de commande et un autre appareil (ÜG.2) électronique de contrôle, qui sont rassemblés en une autre unité de construction, qui forme un autre appareil (SG/ÜG.2) combiné de commande et de contrôle, les deuxièmes autres capteurs (62, 78, 52; 52') envoyant (SG/Ü.2) leurs deuxièmes autres signaux (n.2.2, T.2a.2, ay.Ü2.2; a'y.Ü2.2) à l'autre appareil combiné de commande et de contrôle.
  2. Système (48, 48') suivant la revendication 1, caractérisé
    - en ce que le dispositif (SE) de commande a un deuxième capteur (58) de vitesse de rotation et le dispositif (ÜE) de contrôle a un deuxième capteur (82) de température et un deuxième capteur (50; 50') d'accélération, les deuxièmes capteurs (58, 82, 50; 50') étant montés sur le un boggie (5) de la voiture (3) du véhicule ferroviaire et envoyant des deuxièmes signaux (n.2.1, T.2b.1, ay.Ü2.1;a'y.Ü2.1) à l'autre appareil (SG/ÜG.2) combiné de commande et de contrôle.
  3. Système (48, 48') suivant l'une des revendications 1 ou 2,
    caractérisé
    - en ce que le dispositif (SE) de commande a un premier autre capteur (61) de vitesse de rotation et le dispositif (UE) de contrôle a un premier autre capteur (85) de température et un premier autre capteur (51; 51') d'accélération, les premiers autres capteurs (61, 85, 51; 51') étant montés sur l'autre boggie (6) de la voiture du véhicule ferroviaire et envoyant des premiers autres signaux (n.1.2, T.1b.2, ay.Ü1.2; a'y.Ü1.2) à l'appareil (SG/ÜG.1) combiné de commande et de contrôle.
  4. Système (48, 48') suivant l'une des revendications 1 à 3, caractérisé en ce que
    - les deux appareils (SG/UG.1, SG/ÜG.2) combinés de commande et de contrôle sont reliés par un bus (GBUS.Ü) d'appareil,
    - dans lequel le un appareil (SG/ÜG.1) combiné de commande et de contrôle transmet les premiers signaux (n.1.1, T.1a.1, ay.Ü1.1; a'y.Ü1.1) et/ou les premiers autres signaux (n.1.2, T.1b.2, ay.Ü1.2; a'y.Ü1.2) aux autres appareils (SG/Ü.2) combinés de commande et de contrôle et/ou
    - l'autre appareil (SG/Ü.2) combiné de commande et de contrôle transmet les deuxièmes signaux (n.2.1, T.2b.1, ayÜ2.1; a'y.Ü2.1) et/ou les deuxième autres signaux (n.2.2, T.2a.2, ay.Ü2.2; a'y.Ü2.2) au un appareil (SG/ÜG.1) combiné de commande et de contrôle, par un bus (GBUS.Ü) d'appareil.
  5. Système (48, 48') suivant l'une des revendications 1 à 4, caractérisé
    en ce que les capteurs (57, 58 ainsi que 61, 62) de vitesse de rotation sont montés sur des paliers (20, 23 ainsi que 24, 27) d'essieux des boggies (5 ainsi que 6) et envoient des signaux (n.1.1, n.2.1 ainsi que n.1.2n, n.2.2) de vitesse de rotation aux appareils (SG/ÜG.1 ainsi que SG/ÜG.2) combinés de commande et de contrôle.
  6. Système (48, 48') suivant l'une des revendications 1 à 5, caractérisé
    en ce que les capteurs (73, 82 ainsi que 85, 78) de température sont montés sur les paliers (20, 23 ainsi que 24, 27) d'essieux des boggies (5 ainsi que 6) et envoient des signaux (T.1a, T.2b.1 ainsi que T.1b.2, T.2a.2) de température aux appareils (SG/ÜG.1 ainsi que SG/ÜG.2) combinés de commande et de contrôle.
  7. Système (48, 48') suivant l'une des revendications 1 à 6, caractérisé en ce que les capteurs (49; 49', 50; 50' ainsi que 51; 51', 52; 52') d'accélération sont montés sur des châssis (16 ainsi que 17) des boggies (5 ainsi que 6), notamment de manière à ce que leur direction de détection s'étende dans la direction (y) transversale du véhicule (1) ferroviaire et à envoyer des signaux (ay.Ü1.1; a'y.Ü1.1, ay.Ü2.1; a'y.Ü2.1 ainsi que ay.Ü1.2; a'y.Ü1.2, ay.Ü2.2; a'y.Ü2.2) d'accélération aux appareils (SG/ÜG.1 ainsi que SG/ÜG.2) combinés de commande et de contrôle.
  8. Système (48, 48') suivant l'une des revendications 1 à 7, caractérisé
    - en ce que le dispositif (SE) de commande a un troisième capteur (59) de vitesse de rotation et le dispositif (ÜE) de contrôle a un troisième capteur (75) de température, les troisièmes capteurs (59, 75) étant montés sur le un boggie (5) de la voiture du véhicule ferroviaire et envoyant des troisièmes signaux (n.3.1, T.3a.1) au un appareil (SG/ÜFG.1) combiné de commande et de contrôle,
    et/ou
    - en ce que le dispositif (SE) de commande a un troisième autre capteur (63) de vitesse de rotation et le dispositif (ÜE) de contrôle a un troisième autre capteur (87) de température, les troisièmes autres capteurs (63, 87) étant montés sur l'autre boggie (6) de la voiture du véhicule ferroviaire et envoyant de troisièmes autres signaux (n.3.2, T.3b.2) au un appareil (SG/ÜG.1) combiné de commande et de contrôle.
  9. Système (48, 48') suivant l'une des revendications 1 à 8, caractérisé
    - en ce que le dispositif (SE) de commande a un quatrième capteur (60) de vitesse de rotation et le dispositif (ÜE) de contrôle a un quatrième capteur (84) de température, les quatrièmes capteurs (60, 84) étant montés sur le un boggie (5) de la voiture du véhicule ferroviaire et envoyant des quatrièmes signaux (n.4.1, T.4b.1) à l'autre appareil (SG/ÜG.2) combiné de commande et de contrôle,
    et/ou
    - en ce que le dispositif (SE) de commande a un quatrième autre capteur (64) de vitesse de rotation et le dispositif (UE) de contrôle a un quatrième autre capteur (80) de température, les quatrièmes autres capteurs (64, 80) étant montés sur l'autre boggie (6) de la voiture du véhicule ferroviaire et envoyant d'autres quatrièmes signaux (n.4.2, T.4a.2) à l'autre appareil (SG/ÜG.2) combiné de commande et de contrôle.
  10. Système (48, 48') suivant l'une des revendications 1 à 9, caractérisé
    en ce que le dispositif (ÜE) de contrôle a, sur chaque boggie (5 ainsi que 6), quatre capteurs (74, 76, 81, 83 ainsi que 86, 88, 77, 79) de température supplémentaires, respectivement deux (74, 76 ainsi que 86, 88) des quatre capteurs de température supplémentaires de chacun des boggies (5 ainsi que 6) envoyant leurs signaux au un appareil (SG/ÜG.1) combiné de commande et de contrôle et dans lequel, respectivement, les deux autres (81, 83 ainsi que 77, 79) des quatre capteurs de température supplémentaires de chacun des boggies (5 ainsi que 6) envoyant leurs signaux à l'autre appareil (SG/ÜG.2) combiné de commande et de contrôle.
  11. Système (48, 48') suivant l'une des revendications 1 à 10,
    caractérisé en ce que
    les premiers capteurs (49, 51; 49', 51') d'accélération sont montés chacun sur un premier longeron (157, 159), s'étendant dans le sens (x) de marche du véhicule (1) ferroviaire, du châssis (16, 17) respectif de boggie, notamment sur un tronçon (199, 203) d'extrémité, opposé au côté extérieur d'une première roue (32, 36) du boggie (106) respectif, de ce premier longeron.
  12. Système (48, 48') suivant l'une des revendications 1 à 11,
    caractérisé
    en ce que les deuxièmes capteurs (50, 52; 50', 52') d'accélération sont montés chacun sur un deuxième longeron (158, 160), s'étendant dans le sens (x) de marche du véhicule (1) ferroviaire, du châssis (16, 17) de boggie respectif, notamment sur un deuxième tronçon (200, 204) d'extrémité de ce deuxième longeron, qui, par rapport au premier tronçon (199, 203) d'extrémité du premier longeron, se trouve opposé en diagonale par rapport à l'axe (A.1, A.2) médian du châssis (16, 17) de boggie.
  13. Système (48, 48') suivant l'une des revendications 1 à 12,
    caractérisé en ce que
    - le premier capteur (57) et 61) de vitesse de rotation est raccordé au moyen d'une première ligne (65 et 69) de signalisation de vitesse de rotation, le premier capteur (73 et 85) de température est raccordé au moyen d'une première ligne (89 et 101) de signalisation de température et le premier capteur (49; 49' et 51; 51') d'accélération est raccordé, au moyen d'une première ligne (53 et 55) de signalisation d'accélération, à l'appareil (SG/ÜG.1) combiné de commande et de contrôle,
    - dans lequel une première boîte (207 et 211) à borne est montée dans le trajet des trois premières lignes de signalisation.
  14. Système (48, 48') suivant l'une des revendications 1 à 13,
    caractérisé en ce que
    - le deuxième capteur (58 et 62) de vitesse de rotation est raccordé au moyen d'une deuxième ligne (66 et 70) de signalisation de vitesse de rotation, le deuxième capteur (82 et 78) de température est raccordé au moyen d'une deuxième ligne (98 et 94) de signalisation de température et le deuxième capteur (50; 50' et 52; 52') d'accélération est raccordé au moyen d'une deuxième ligne (54 et 56) de signalisation d'accélération à l'autre appareil (SG/ÜG.2) combiné de commande et de contrôle,
    - dans lequel une deuxième boîte (208 et 212) à borne est montée dans le trajet des trois deuxièmes lignes de signalisation.
  15. Système (48, 48') suivant l'une des revendications 13 ou 14,
    caractérisé en ce que
    la première boîte (207 et 211) à borne peut être fixée sur le premier longeron (157 et 159), le premier capteur (49' et 51') d'accélération étant monté dans la boîte (207 et 211) à borne et/ou en ce que la deuxième boîte (208 et 212) à borne peut être fixée sur le deuxième longeron (158 et 160), le deuxième capteur (50' et 52') d'accélération étant monté dans la deuxième boîte (208 et 212) à borne.
  16. Véhicule (1) ferroviaire, ayant au moins une voiture (2; 3; 4),
    caractérisé en ce que
    la au moins une voiture a un système (48, 48') suivant l'une des revendications 1 à 15.
EP13763211.3A 2012-09-28 2013-09-11 Dispositif pour véhicule ferroviaire Active EP2888146B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012217830.9A DE102012217830A1 (de) 2012-09-28 2012-09-28 Vorrichtung für ein Schienenfahrzeug
PCT/EP2013/068777 WO2014048737A1 (fr) 2012-09-28 2013-09-11 Dispositif pour véhicule ferroviaire

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EP2888146A1 EP2888146A1 (fr) 2015-07-01
EP2888146B1 true EP2888146B1 (fr) 2019-04-03

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DE (1) DE102012217830A1 (fr)
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IT201700050006A1 (it) 2017-05-09 2018-11-09 Faiveley Transport Italia Spa Sistema e procedimento per il rilevamento di una condizione di andatura anomala di un carrello di un veicolo ferroviario.
AT521735A1 (de) * 2018-09-19 2020-04-15 Siemens Mobility GmbH Verfahren und Vorrichtung zur Diagnose und Überwachung von Fahrzeugkomponenten
EP4059789A1 (fr) * 2021-03-15 2022-09-21 Dellner Bubenzer Aktiebolag Système de freinage, procédé mis en uvre par ordinateur de décélération d'un véhicule ferroviaire, programme informatique et support de données non volatiles

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DE19852220C2 (de) * 1998-11-12 2001-07-26 Stn Atlas Elektronik Gmbh Verfahren zur Erkennung von Schäden im Schienenverkehr
DE10128897C1 (de) * 2001-06-15 2003-01-02 Knorr Bremse Systeme Bremssystem für Schienenfahrzeuge
DE102005010118A1 (de) * 2005-03-02 2006-09-14 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Steuereinrichtung eines Schienenfahrzeugs
DE102007024065B8 (de) * 2007-05-22 2009-05-14 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Vorrichtung und Verfahren zur Fehlerüberwachung von Fahrwerkskomponenten von Schienenfahrzeugen
AU2008271145A1 (en) * 2007-06-27 2009-01-08 Amsted Rail Company, Inc. Acoustic monitoring of railcar running gear and railcars
DE102007051126A1 (de) * 2007-10-24 2009-04-30 Bombardier Transportation Gmbh Bestimmung der Restlebensdauer einer Fahrzeugkomponente

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ES2733480T3 (es) 2019-11-29
EP2888146A1 (fr) 2015-07-01
DE102012217830A1 (de) 2014-04-03

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