EP2888147B1 - Dispositif pour véhicule ferroviaire - Google Patents

Dispositif pour véhicule ferroviaire Download PDF

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Publication number
EP2888147B1
EP2888147B1 EP13763038.0A EP13763038A EP2888147B1 EP 2888147 B1 EP2888147 B1 EP 2888147B1 EP 13763038 A EP13763038 A EP 13763038A EP 2888147 B1 EP2888147 B1 EP 2888147B1
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EP
European Patent Office
Prior art keywords
rail vehicle
bogie
diagnostic
monitoring
electronic
Prior art date
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EP13763038.0A
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German (de)
English (en)
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EP2888147B2 (fr
EP2888147B9 (fr
EP2888147A1 (fr
Inventor
Michael Harrer
Manfred Wiesand
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Siemens Mobility GmbH
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Siemens Mobility GmbH
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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
    • 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
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies
    • B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
    • B61F5/245—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes by active damping, i.e. with means to vary the damping characteristics in accordance with track or vehicle induced reactions, especially in high speed mode
    • 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
    • B61K9/12—Measuring or surveying wheel-rims

Definitions

  • the invention relates to a device for a rail vehicle, in which two wheel sets of a bogie are attached to a bogie frame via a primary suspension, with a diagnostic device that has an electronic diagnostic device and acceleration sensors for chassis diagnostics arranged on the bogie of the rail vehicle, the acceleration sensors for chassis diagnostics acceleration signals output to the electronic diagnostic device.
  • a device for a rail vehicle with a diagnostic device which has an electronic diagnostic device and acceleration sensors arranged on a bogie of the rail vehicle for chassis diagnosis, the acceleration sensors for chassis diagnostics output acceleration signals to the electronic diagnostic device is, for example, from the document EP 2 050 639 B1 known.
  • a generic device is from the document DE 2010 052 667 A1 is known in which the diagnostic device is arranged in the form of an evaluation unit on the bogie of the rail vehicle.
  • the invention is based on the object of further improving the diagnosis of the chassis.
  • a device with the features of claim 1 in which it is possible to connect a large number of acceleration sensors for chassis diagnosis to the electronic diagnostic device with little wiring effort close and then evaluate their acceleration signals during the chassis diagnosis (diagnosis), it being provided according to the invention that at least one of the acceleration sensors for chassis diagnosis is arranged on the bogie frame of the bogie.
  • At least one of the acceleration sensors for chassis diagnosis is arranged on a first wheel set bearing of a first wheel set of the bogie, in particular in such a way that its detection direction runs in the longitudinal direction of the rail vehicle.
  • one of the acceleration sensors for chassis diagnosis is arranged on each wheel set bearing of the bogie, in particular in such a way that its detection direction runs in the longitudinal direction of the rail vehicle.
  • At least one can be arranged on a first long beam of the bogie frame extending in the direction of travel of the rail vehicle, in particular on an end section of this first long beam opposite the outside of a wheel and / or at least one on one in the direction of travel of the Rail vehicle-extending second long girder of the bogie frame, in particular on a second end portion of this second long girder, which is diagonally opposite the first end portion of the first long girder with respect to the central axis of the bogie frame, and / or at least one is arranged centrally on the first long girder and / or at least one can be arranged centrally on the second long beam.
  • the acceleration sensors are arranged on the end sections of the side members such that their detection direction runs in the vertical direction of the rail vehicle and / or if the acceleration sensors are arranged centrally on the side members such that their detection direction runs in the longitudinal direction of the rail vehicle.
  • the Figure 1 shows an inventive rail vehicle 1 with several carriages 2, 3, 4.
  • Each carriage has a chassis formed from two bogies 5, 6 and a carriage body 7.
  • the bogies 5 and 6 each have two wheel sets 8, 9 and 10, 11, which are attached to a bogie frame 16 and 17 via primary suspension 12, 13 and 14, 15.
  • the car body 7 is supported by the bogie frames 16, 17 via a secondary suspension 18, 19.
  • Each of the wheel sets 8, 9, 10, 11 has a shaft 28, 29, 30, 31 which is rotatably mounted via two wheel set bearings 20 and 21, 22 and 23, 24 and 25, 26 and 27 and 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 Figure 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 Figure 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 . Output Ü1.2, a y .Ü2.2 for chassis monitoring.
  • each of the devices 48 according to the invention comprises eight speed sensors 57 to 64, which according to Figure 4 Via speed signal lines 65 to 72 to electronic roll monitors RÜ.1, RÜ.2 of the combined control and monitoring devices Output 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 for chassis monitoring.
  • the rotational speed sensors 57 to 64 are referred to as rotational speed sensors
  • the rotational speed signal lines 65 to 72 as rotational speed signal lines and the rotational 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 .4b.1, T.1b.2, T.2b.2, T.3b.3, T.4b.2 output 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 Figure 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 Output x .D8.2, a x .D9.2, a x .
  • the two combined control and monitoring devices SG / ÜG.1, SG / ÜG.2 of the device 48 according to the invention of a car are arranged in the car body 7.
  • the sensors 49 to 52, 57 to 64, 73 to 88 and 105 to 128, however, are distributed over the bogies 5, 6 of the respective carriage.
  • Plug connections 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 to the combined control and monitoring devices of the car bodies.
  • the plug connections 153, 154, 155, 156 consist of plug connectors on the car body side and associated plug connectors on the bogie side.
  • the bogie frame 16 and 17 comprises two long beams 157, 158 and 159, 160, respectively, which extend in the longitudinal direction (direction of travel) x of the rail vehicle 1 and at least one cross beam 161 and 162, which extends 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 device 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 one structural unit.
  • the electronic control unit SG.1 also includes an electronic anti-skid control GS.1.
  • the electronic monitoring device ÜG.1 comprises a 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.
  • the rotational speed signals also reach the brake control BS.1 via this electronic unit.
  • 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 device SG.2 in the form of a brake control device and a further electronic monitoring device ÜG.2, the further electronic control device SG.2 and the other electronic monitoring device ÜG.2 are combined to form a further 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, a further HLÜ.2 of the electronic hot runner monitoring and a further LSÜ.2 of the electronic running stability monitoring.
  • rotational speed signals reach the further electronic brake control BS.2 via the further electronic roll monitoring RÜ.2.
  • the further combined control and monitoring device SG / ÜG.2 can also be designed like the one combined control and monitoring device SG / ÜG.1 - that is, it can also have an electronic anti-skid control.
  • control devices SG.1 and SG.2 the rotational speed sensors 57 to 64 and the rotational speed signal lines 65 to 72 of the device 48 according to the invention of a car together form a control device SE for controlling a braking device BE of the respective car.
  • the brake control system BS.1 controls brake control signal lines 163 to 166 brake control signals bs.1.1, bs.2.1, bs.3.1, bs.4.1 on valve devices 167 to 170 of the braking device BE.
  • Pneumatic supply devices (not shown here) are connected to these valve devices 167 to 170 via supply lines 171 to 174.
  • anti-skid control GS.1 controls anti-skid signal lines 175 to 178 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 the pressure in brake cylinders 179 to 186 of the brake device BE by means of the brake control and anti-skid signals, by means of which brake shoes provided with brake pads come into frictional engagement with the brake disks 40 to 47 when a brake request is made.
  • the brake cylinders 179 to 186 are connected to the valve devices 167 to 170 via pneumatic lines 187 to 194.
  • the further brake control BS.2 can control further brake control signals bs.1.2, bs.2.2, bs.3.2, bs.4.2 redundantly 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 as well as the corresponding signal lines 65 to 72, 89 to 104 and 53 to 56 of the device 48 according to the invention of a car together form a monitoring device ÜE of the undercarriage of the respective carriage formed here from the two bogies 5, 6.
  • the two combined control and monitoring devices SG / ÜG.1, SG / ÜG.2 are assigned to the one bogie 5.
  • a first 57 of the rotational speed sensors is arranged on a first 20 of the wheel set bearings of the wheel set 8 of the one bogie 5.
  • This first rotational speed sensor 57 outputs its first rotational speed signal n.1.1 to the anti-skid 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 first 49 of the acceleration sensors which is attached to the bogie frame 16 of the one bogie 5 is arranged, outputs its first acceleration signal a y .Ü1.1 to the one electronic monitoring device ÜG.1.
  • a second 58 of the rotational speed sensors is arranged on a second 23 of the wheel set bearings of the wheel set 9 of the one 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 wheel set bearing 23 and outputs its second temperature signal T.2b.1 to the further electronic monitoring device ÜG.1.
  • a second one of the acceleration sensors 50 is likewise 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 rotation speed sensors is arranged on a first 24 of the wheel set bearings of the wheel set 10 of the second bogie 6 and outputs its first n.1.2 rotation speed signal to the one electronic control unit SG.1.
  • Another first 85 of the temperature sensors is likewise arranged on the first wheel set 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.
  • Another 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.
  • a further second 62 of the rotational speed sensors is arranged on a second 27 of the wheel set bearings of the wheel set 11 of the second bogie 6 and transmits its further second rotational speed signal n.2.2 to the further one electronic control unit SG.2.
  • Another second 78 of the temperature sensors is arranged on the second wheelset bearing 27 of the further bogie 6 and outputs its second temperature signal T.2a.2 to the further electronic monitoring device ÜG.2.
  • Another second of the acceleration sensors 52 is arranged on the bogie frame 17 of the further bogie 6 and outputs its 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 one combined control and monitoring device SG / ÜG.1 transmits the first signals n.1.1, T.1a.1, a y .Ü1.1 and the further first signals n.1.2, T.1b.2, a y . Ü1.2 via the device bus GBUS.Ü to the other combined control and monitoring devices SG / ÜG.2.
  • the one 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 devices SG / ÜG.2.
  • the further combined control and monitoring device 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 which a 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 which a combined control and monitoring device SG / ÜG.1.
  • Each of the acceleration sensors 49 to 52 is arranged on the bogie frame 16 or 17 assigned to it in such a way that its detection direction runs in the transverse direction y of the rail vehicle.
  • the first acceleration sensors 49 and 51 are each on a first 157 or 159 of the long girders of the respective bogie frame extending in the direction of travel x of the rail vehicle, in particular on an end section 199 or opposite the outside of the first wheel 32 or 36 of the respective bogie. 203 of this first long girder.
  • the second acceleration sensors 50 and 52 are respectively on the second 158 and 160 of the long beam of the respective bogie frame extending in the direction of travel x of the rail vehicle, in particular on a second end section 200 and 204 of this second long beam, which relates to the first end section of the first long beam on the central axis A.1 or A.2 of the bogie frame 16 or 17 diagonally opposite, arranged.
  • the device 48 according to the invention comprises rotational speed signal lines, temperature signal lines and acceleration signal lines.
  • the device according to the invention comprises 48 terminal boxes 207 to 214 which are arranged on the end sections 199 to 206 of the long beams.
  • the first rotational speed sensor 57 is connected to the one combined control and monitoring device SG / ÜG.1 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.
  • a first 207 of the terminal boxes is arranged in the course of the three first signal lines 65, 73 and 89.
  • 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 connected to the one combined control and by means of a further first 69 of the rotational speed signal lines, the further first temperature sensor 85 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 Monitoring device SG / ÜG.1 connected.
  • a further first 211 of the terminal boxes is arranged in the course of the three further first signal lines 69, 101 and 55.
  • the three further first signal lines 69, 101 and 55 are laid together as a further 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 66 of the rotational speed signal lines, the second temperature sensor 82 by means of a second 98 of the temperature signal lines and the second acceleration sensor 50 by means of a second 54 of the acceleration signal lines.
  • a second 208 of the terminal boxes is in turn arranged in the course of the three second signal lines 58, 98 and 54.
  • the three second signal lines are laid together as a second cable harness from the second terminal box 208 to the further 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 in turn arranged.
  • the other three Signal lines 70, 94 and 56 are laid together as a further second cable harness from the second terminal box 208 to the further combined control and monitoring device SG / ÜG.2.
  • the first terminal box 207 is fastened to the first long beam 157 of the bogie frame 16 and the second terminal box 208 is fastened to the second long beam 158 of the bogie frame 16.
  • the further first terminal box 211 is fastened to the first long beam 159 of the bogie frame 17 and the further second terminal box 212 is fastened to the second long beam 160 of the bogie frame 17.
  • the acceleration sensors 49 to 52 are fastened directly to the long beams 157 to 160
  • the acceleration sensors 49 'to 52' are in the in the Figure 8 shown modified embodiment 48 'of the device according to the invention arranged in the terminal boxes 207, 208, 211, 212.
  • 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 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 which an electronic control unit SG.1.
  • the device has a fourth rotational speed sensor 60, which is arranged on a second wheel set bearing 21 of the first wheel set 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 which an electronic control unit SG.1.
  • Another fourth rotational speed sensor 64 is arranged on the second wheel set bearing 25 of the first wheel set of the further bogie and outputs a further fourth rotational speed signal n.4.2 to the further electronic control unit SG.2.
  • one of the two temperature sensors which are assigned to one wheel set, output its temperature signal to an electronic monitoring device ÜG.1 and the second temperature sensor outputs its temperature signal outputs the second electronic monitoring device ÜG.2.
  • 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 and 71, 72, respectively.
  • the additional temperature sensors 73 to 88 are correspondingly connected to the monitoring devices assigned to them via the temperature signal lines 89 to 104.
  • One electronic control unit SG.1 outputs its control signals as a function of a setpoint, which is output by a central control unit SPCS.
  • the control signals are used to regulate an actual value determined from the determined rotational speed signals to the predetermined target value.
  • the two combined control and monitoring devices SG / ÜG.1 and SG / ÜG.2 are in the form of a data bus Train bus ZBUS, which connects the PN interfaces 220, 221 of the two combined control and monitoring devices SG / ÜG.1 and SG / ÜG.2 to a PN interface 223 of the central control unit SPCS, is connected to the central control unit SPCS.
  • a display device 224 and a voice output device 225 are also connected to the train bus ZBUS.
  • the two combined control and monitoring devices are connected to an on-board energy network 228 via power connections 226, 227.
  • 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 status evaluation unit 233 or 234 on.
  • the sections of the signal lines which each connect one of the plug connections 153 to 156 to one of the I / O interfaces 229 and 230, each form one of the strands provided here with the reference numerals 235 to 242.
  • the sections of the signal lines that connect the plug connection 153 to the I / O interface 229 form a first 235 of the strands, via 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 signals arriving there pass through the channel evaluation unit 231 and the channel status evaluation unit 233 to the monitoring device ÜG.1.
  • the signals arriving there pass through the channel evaluation unit 232 and the channel status evaluation unit 234 to the monitoring device ÜG.2.
  • the signals coming in from the I / O interface 229 also reach the device bus interface 243 via the channel evaluation unit 231 and from there via the device bus GBUS.Ü to the device bus interface 244.
  • the signals arriving there go via the channel evaluation unit 232 to the device bus interface 244 and from there via the device bus GBUS.Ü to the device bus interface 243.
  • the incoming signals go to the monitoring device ÜG.1 via the channel status evaluation unit 233.
  • the incoming signals go to the monitoring device ÜG.2 via the channel status evaluation unit 234.
  • the monitoring devices ÜG.1 and ÜG.2 generate warning and / or alarm signals on the basis of the signals arriving there, which are evaluated in an evaluation unit 245 of the central control unit SPCS, the central control unit SPCS for example reducing the result of the evaluation maximum speed of the rail vehicle (train) and / or the output 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.
  • One electronic diagnostic device DG.1 is arranged on the one bogie 16.
  • the further electronic diagnostic device DG.2 is arranged on the second bogie 17.
  • the diagnostic devices each have a separate power connection 246 or 247 and are via connecting lines 248, 249 and a current transformer 250 are connected to the on-board energy network 228.
  • the diagnostic devices also 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, 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 a further device bus for diagnosis GBUS.D.
  • one of the acceleration sensors designated by reference numerals 105 to 108 or 117 to 120 is arranged in such a way that its detection direction runs in the longitudinal direction x of the rail vehicle.
  • a first 115 is arranged on the first long beam 157 of the bogie frame 16, which extends in the direction of travel of the rail vehicle, on the end section 201.
  • a second 116 is arranged on the second long beam 158 of the bogie frame 16, which extends in the direction of travel of the rail vehicle, on the end section 202.
  • a third 113 is arranged centrally on the first long beam 157 and a fourth 114 is arranged centrally on the second long beam 158.
  • a first 127 is on the first long beam 159 of the bogie frame 17, which extends in the direction of travel of the rail vehicle arranged at the end portion 205.
  • a second 128 is arranged on the second long beam 160 of the bogie frame 17, which extends in the direction of travel of the rail vehicle, on the end section 206.
  • a third 125 is arranged centrally on the first long beam 159 and a fourth 126 is arranged centrally on the second long beam 160.
  • the acceleration sensors 115, 116, 127, 128 are arranged on the end sections 201, 202, 205, 206 of the side members in such a way that their detection direction runs in the vertical direction z of the rail vehicle.
  • the acceleration sensors 113, 114, 125, 126 are arranged in the center of the longitudinal beams in such a way 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 assigned a motor 257 to 260 which drives the respective axle via a gear 261 to 264.
  • the diagnostic devices DG.1 and DG.2 are each suitably designed to subject the acceleration signals to a diagnostic procedure and to generate diagnostic data as a result of the diagnostic procedure.
  • the diagnostic procedure 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 the diagnostic data, via the further device bus GBUS.D and via the two combined control and monitoring devices SG / ÜG.1, SG / ÜG.2, which are only serve as gateway, connected to the train bus ZBUS of the rail vehicle.
  • the diagnostic devices DG.1 and DG.2 are suitably designed to save the diagnostic data.
  • a further device connected to the further device bus GBUS.D or the train bus ZBUS can also be provided for storing the diagnostic data.
  • Modified embodiment 48 "of the device according to the invention does not show electronic running stability monitoring. Rather, it is an electronic diagnostic device DG" .1 and an electronic monitoring device ÜG.3, which includes electronic running stability monitoring LSÜ.3, combined to form a structural unit.
  • the further diagnostic device DG ".2 and a further electronic monitoring device ÜG.4, which includes a further electronic running stability monitor LSÜ.4, are combined to form a further structural unit.
  • the two units each form a bogie 5 and 6, respectively assigned combined diagnostic and monitoring device DG / ÜG ".1 or DG / ÜG” .2.
  • the electronic roll monitors and / or the electronic hot runner monitors could not be provided in the car body 7, but rather - as part of the combined diagnostic and monitoring devices SG / ÜG ".1, SG / ÜG ".2 - be arranged in the bogies 5, 6.

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

Claims (12)

  1. Véhicule (1) ferroviaire, dans lequel deux essieux (8, 9 ; 10, 11) d'un boggie (5 ; 6) sont fixés à un châssis (16 ; 17) de boggie par une suspension (12, 13 ; 14) primaire et dans lequel au moins un wagon a un système (48 ; 48' ; 48") ayant un dispositif (DE ; DE") de diagnostic,
    dans lequel le dispositif (DE ; DE") de diagnostic a un appareil (DG.1 ; DG".1 ; DG.2 ; DG".2) électronique de diagnostic monté sur le boggie (5 ; 6) et des capteurs (105 à 116 ; 117 à 128) d'accélération montés sur le boggie (5 ; 6) pour le diagnostic du train de roulement, qui envoient des signaux d'accélération à l'appareil (DG.1 ; DG".1 ; DG.2 ; DG". 2) électronique de diagnostic, caractérisé en ce que, sur un premier tronçon (201 ; 205) d'extrémité, opposé à la face extérieure d'une roue (34 ; 38) de l'un des deux essieux (8, 9 ; 10, 11), d'un premier longeron (157 ; 159), s'étendant dans le sens (x) de marche du véhicule ferroviaire, du châssis (16 ; 17) du boggie, est monté, pour le diagnostic du train de roulement, un premier (115 ; 127) des capteurs d'accélération, de manière à ce que sa direction de détection s'étende dans la direction (z) en hauteur du véhicule ferroviaire.
  2. Véhicule (1) ferroviaire suivant la revendication 1,
    caractérisé en ce que
    sur un deuxième tronçon (202 ; 206) d'extrémité, opposé en diagonale au premier tronçon (201 ; 205) d'extrémité du premier longeron par rapport à l'axe (A.1 ; A.2) médian du châssis de boggie, d'un deuxième longeron (158 ; 160), s'étendant dans le sens (x) de marche du véhicule ferroviaire, du châssis (16 ; 17) du boggie, est monté, pour le diagnostic du train de roulement, un deuxième (116 ; 128) des capteurs d'accélération, de manière à ce que sa direction de détection s'étende dans la direction (z) en hauteur du véhicule ferroviaire.
  3. Véhicule (1) ferroviaire suivant l'une des revendications 1 ou 2,
    caractérisé en ce qu'
    un troisième (113 ; 125) des capteurs d'accélération est, pour le diagnostic du train de roulement, monté au milieu sur le premier longeron (157 ; 159), de manière à ce que sa direction de détection s'étende dans la direction (x) longitudinale du véhicule ferroviaire.
  4. Véhicule (1) ferroviaire suivant l'une des revendications 2 ou 3,
    caractérisé en ce qu'
    un quatrième (114 ; 126) des capteurs d'accélération est, pour le diagnostic du train de roulement, monté au milieu, sur le deuxième longeron (158 ; 160), de manière à ce que sa direction de détection s'étende dans la direction (x) longitudinale du véhicule ferroviaire.
  5. Véhicule (1) ferroviaire suivant l'une des revendications 1 à 4,
    caractérisé en ce qu'
    au moins l'un (105 ; 117) des capteurs d'accélération est, pour le diagnostic du train de roulement, monté sur un premier palier (20 ; 24) d'un premier essieu (8 ; 10) du boggie (5 ; 6), notamment de manière à ce que sa direction de détection s'étende dans la direction (x) longitudinale du véhicule (1) ferroviaire.
  6. Véhicule (1) ferroviaire suivant la revendication 5,
    caractérisé en ce que
    sur chaque palier (20, 21, 22, 23 ; 24, 25, 26, 27) d'essieu du boggie (5 ; 6) est monté, pour le diagnostic du train de roulement, respectivement, l'un (105, 108, 107, 106 ; 117, 120, 119, 118) des capteurs d'accélération, notamment de manière à ce que sa direction de détection s'étende dans la direction (x) longitudinale du véhicule (1) ferroviaire.
  7. Véhicule (1) ferroviaire suivant l'une des revendications 1 à 6,
    caractérisé en ce qu'
    au moins l'un (111 ; 123) des capteurs d'accélération est monté, pour le diagnostic du train de roulement, sur une transmission (261 ; 263) du boggie, notamment de manière à ce que sa direction de détection s'étende dans la direction (x) longitudinale du véhicule ferroviaire.
  8. Véhicule (1) ferroviaire suivant l'une des revendications 1 à 7,
    caractérisé en ce que
    l'appareil (DG.1 ; DG" .1 ; DG.2 ; DG" .2) électronique de diagnostic est constitué de manière appropriée à soumettre les signaux d'accélération des capteurs (105 à 116 ; 117 à 128) d'accélération à un procédé de diagnostic et à produire des données de diagnostic en résultat du procédé de diagnostic.
  9. Véhicule (1) ferroviaire suivant la revendication 8,
    caractérisé en ce que
    l'appareil (DG.1 ; DG" .1 ; DG.2 ; DG" .2) électronique de diagnostic est raccordé, notamment pour la transmission des données de diagnostic, au moyen d'un bus (GBUS.D) de données, à un bus (ZBUS) de train du véhicule (1) ferroviaire.
  10. Véhicule (1) ferroviaire suivant l'une des revendications 8 ou 9,
    caractérisé en ce que l'appareil (DG.1 ; DG" .1 ; DG.2 ; DG" .2) électronique de diagnostic et/ou un autre appareil, raccordé au bus (GBUS.D) de données ou au bus (ZBUS) de train, est constitué de manière appropriée à mettre en mémoire les données de diagnostic.
  11. Véhicule (1) ferroviaire suivant l'une des revendications 1 à 10,
    caractérisé par
    un dispositif (
    Figure imgb0001
    E") de contrôle, qui a un appareil (
    Figure imgb0001
    G.3.
    Figure imgb0001
    G.4) électronique de contrôle, ainsi qu'au moins un capteur (49 ; 51) d'accélération pour le contrôle du train de roulement, qui envoie un signal d'accélération à l'appareil (
    Figure imgb0001
    G.3.
    Figure imgb0001
    G.4) électronique de contrôle, et/ou au moins une sonde de température pour le contrôle du train de roulement, qui envoie un signal de température à l'appareil de contrôle et/ou au moins un capteur de vitesse de rotation pour le contrôle du train de roulement, qui envoie un signal de vitesse de rotation à l'appareil de contrôle.
  12. Véhicule (1) ferroviaire suivant la revendication 11,
    caractérisé en ce que
    le un appareil (DG".1 ; DG".2) électronique de diagnostic et le un appareil (
    Figure imgb0001
    G.3.
    Figure imgb0001
    G.4) électronique de contrôle sont rassemblés en une unité de construction, qui forme un appareil (DG/
    Figure imgb0001
    G".1 ; DG/
    Figure imgb0001
    G".2) combiné de diagnostic et de contrôle, associé au un boggie (16 ; 17) du véhicule (1) ferroviaire.
EP13763038.0A 2012-09-28 2013-09-13 Dispositif pour véhicule ferroviaire Active EP2888147B2 (fr)

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CN105128881B (zh) * 2015-10-09 2017-09-22 中车唐山机车车辆有限公司 转向架锁轴故障监测方法、装置及系统
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.
DE102017213970A1 (de) 2017-08-10 2019-02-14 Deutsches Zentrum für Luft- und Raumfahrt e.V. Verfahren und Vorrichtung zum Bestimmen von Veränderungen im längsdynamischen Verhalten eines Schienenfahrzeugs
AT521735A1 (de) 2018-09-19 2020-04-15 Siemens Mobility GmbH Verfahren und Vorrichtung zur Diagnose und Überwachung von Fahrzeugkomponenten
AT521038B1 (de) * 2018-10-02 2019-10-15 Siemens Mobility GmbH Verfahren und Vorrichtung zur Detektion von Störungen eines Sensors
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DE102012217721A1 (de) 2014-04-03
EP2888147B2 (fr) 2023-05-31
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ES2779675T3 (es) 2020-08-18
EP2888147B9 (fr) 2020-08-19
EP2888147A1 (fr) 2015-07-01
WO2014048768A1 (fr) 2014-04-03
HUE049753T2 (hu) 2020-10-28

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