EP2888147B2 - Dispositif pour véhicule ferroviaire - Google Patents

Dispositif pour véhicule ferroviaire Download PDF

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Publication number
EP2888147B2
EP2888147B2 EP13763038.0A EP13763038A EP2888147B2 EP 2888147 B2 EP2888147 B2 EP 2888147B2 EP 13763038 A EP13763038 A EP 13763038A EP 2888147 B2 EP2888147 B2 EP 2888147B2
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EP
European Patent Office
Prior art keywords
rail vehicle
diagnostic
bogie
electronic
monitoring
Prior art date
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EP13763038.0A
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German (de)
English (en)
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EP2888147B1 (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

  • a device for a rail vehicle with a diagnostic device that has an electronic diagnostic device and arranged on a bogie of the rail vehicle acceleration sensors for running gear diagnosis, wherein the acceleration sensors for running gear diagnosis output acceleration signals to the electronic diagnostic device, is for example from the document EP 2 050 639 B1 known.
  • a device for a rail vehicle is known in which an evaluation unit is arranged on the bogie of the rail vehicle.
  • the object of the invention is to further improve the diagnosis of the running gear.
  • At least one of the acceleration sensors for running gear diagnosis is arranged on a first wheel set bearing of a first wheel set of the bogie, in particular such 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 of the acceleration sensors for chassis diagnosis arranged on the bogie frame can be arranged centrally on the first longitudinal beam in such a way that its detection direction runs in the longitudinal direction of the rail vehicle and/or at least one can be arranged centrally on the second longitudinal beam in such a way that its detection direction runs in the longitudinal direction of the rail vehicle .
  • At least one of the acceleration sensors for running gear diagnosis is arranged on a motor of the bogie, in particular in such a way that its detection direction runs in the longitudinal direction of the rail vehicle or if at least one of the acceleration sensors for running gear diagnosis is arranged on a gearbox of the bogie, in particular in such a way that its detection direction runs in the longitudinal direction of the rail vehicle.
  • the electronic diagnostic device is connected to a train bus of the rail vehicle by means of a data bus, in particular for the transmission of the diagnostic data.
  • a further device connected to the data bus or the train bus can be suitably designed to store the diagnostic data.
  • the device is provided with a monitoring device that has an electronic monitoring device and at least one acceleration sensor for monitoring the running gear, which outputs an acceleration signal to the monitoring device, and/or at least one temperature sensor for monitoring the running gear, which outputs a temperature signal to the monitoring device , and/or at least one rotational speed sensor for undercarriage monitoring, which outputs a rotational speed signal to the monitoring device.
  • a monitoring device that has an electronic monitoring device and at least one acceleration sensor for monitoring the running gear, which outputs an acceleration signal to the monitoring device, and/or at least one temperature sensor for monitoring the running gear, which outputs a temperature signal to the monitoring device , and/or at least one rotational speed sensor for undercarriage monitoring, which outputs a rotational speed signal to the monitoring device.
  • one electronic diagnostic device and one electronic monitoring device are combined to form a structural unit that forms a combined diagnostic and monitoring device that is assigned to one bogie of the rail vehicle.
  • the figure 1 shows a rail vehicle 1 according to the invention with a plurality of carriages 2, 3, 4.
  • Each carriage has a running gear 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 a primary suspension 12, 13 and 14, 15, respectively.
  • the car body 7 is carried 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 (cf. 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 includes 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 also includes four acceleration sensors 49 to 52 for monitoring the running gear, 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 monitoring systems RÜ.1, RÜ.2 of the combined control and monitoring devices SG/ÜG.1, SG/ÜG.2 Output 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 below 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 undercarriage monitoring, which, in accordance with figures 5 and 6 via temperature signal lines 89 to 104 to electronic hot box 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 undercarriage 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 x .D8.2, a x .D9.2, a x .D10.2,
  • the two combined control and monitoring devices SG/ÜG.1, SG/ÜG.2 of the device 48 of a car according to the invention are arranged in the car body 7 .
  • the sensors 49 to 52, 57 to 64, 73 to 88 and 105 to 128, on the other hand, are distributed over the bogies 5, 6 of the respective car.
  • plug connections 153, 154, 155, 156 are provided.
  • the connectors 153, 154, 155, 156 consist of connectors on the car body and associated connectors on the bogie.
  • the bogie frame 16 or 17 comprises two longitudinal members 157, 158 or 159, 160, which extend in the longitudinal direction (travel direction) x of the rail vehicle 1, and at least one cross member 161 or 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 unit SG.1 in the form of a brake control unit and an electronic monitoring device ÜG.1, the electronic control unit 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 antiskid control GS.1.
  • the electronic monitoring device ÜG.1 includes a RÜ.1 for the electronic roll monitoring, an HLÜ.1 for the electronic hot box monitoring and an LSÜ.1 for the electronic running stability monitoring.
  • the electronic anti-skid control GS.1 and the electronic roll monitoring RÜ.1 are also combined into one 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 additional SG/ÜG.2 of the combined control and monitoring devices in each of the devices 48 according to the invention includes an additional electronic control unit SG.2 in the form of a brake control unit and an additional electronic monitoring device ÜG.2, the additional electronic control unit SG.2 and the other electronic monitoring device ÜG.2 are combined into a further structural unit.
  • the further electronic control unit SG.2 includes 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 box monitoring and a further LSÜ.2 of the electronic running stability monitoring.
  • the rotational speed signals reach the further electronic brake control BS.2 via the further electronic roll monitoring RÜ.2.
  • the additional 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 antiskid 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 car together form a control device SE for controlling a braking device BE of the respective car.
  • the brake controller BS.1 uses brake control signal lines 163 to 166 to send brake control signals bs.1.1, bs.2.1, bs.3.1, bs.4.1 to 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 control signals gs.1.1 gs.2.1, gs.3.1, gs.4.1 to the valve devices 167 to 170 via anti-skid signal lines 175 to 178.
  • the valve devices 167 to 170 use the brake control and anti-skid signals to regulate the pressure in the brake cylinders 179 to 186 of the braking device BE, by means of which brake shoes provided with brake linings frictionally engage with the brake disks 40 to 47 when braking is requested.
  • 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 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 form together a monitoring device ÜE of the running gear of the respective car, formed here from the two bogies 5, 6.
  • the two combined control and monitoring devices SG/ÜG.1, SG/ÜG.2 are assigned to a bogie 5 on the one hand.
  • 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 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 one electronic control unit SG.1.
  • a first 73 of the temperature sensors is also 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 mounted on the bogie frame 16 of one bogie 5 is arranged, its first acceleration signal a y .Ü1.1 is output to an 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 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 also 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 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 other bogie 6 of the rail vehicle.
  • another first 61 of the rotational 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 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 also 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.
  • 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.
  • 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 outputs its further second rotational speed signal n.2.2 to the further electronic control unit SG.2 off.
  • Another second 78 of the temperature sensors is arranged on the second wheel set bearing 27 of the other bogie 6 and outputs its other second temperature signal T.2a.2 to the other electronic monitoring device ÜG.2.
  • Another second of the acceleration sensors 52 is arranged on the bogie frame 17 of the other bogie 6 and outputs its other second acceleration signal a y .Ü2.2 to the other 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.
  • 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 other 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 other 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 the 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 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 or 51 are each on a first 157 or 159 of the longitudinal beams of the respective bogie frame, which extend in the direction of travel x of the rail vehicle, in particular on an end section 199 or 203 of this first solebar arranged.
  • the second acceleration sensors 50 and 52 are each on the second 158 or 160 of the longitudinal beams of the respective bogie frame extending in the direction of travel x of the rail vehicle, in particular on a second end section 200 or 204 of this second longitudinal beam, which is related to the first end section of the first longitudinal 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 longitudinal 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.
  • 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 other first rotational speed sensor 61 is connected to the one combined control and Monitoring device SG/ÜG.1 connected.
  • another first 211 of the terminal boxes is arranged.
  • the three other first signal lines 69, 101 and 55 are laid together as another first cable harness from the other 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 a second 98 of the temperature signal lines and the second acceleration sensor 50 by a second 54 of the acceleration signal lines.
  • a second 208 of the terminal boxes is in turn arranged.
  • the three second signal lines are routed 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.
  • another second 212 of the terminal boxes is in turn arranged.
  • the three other second 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 fixed to the first longitudinal beam 157 of the bogie frame 16 and the second terminal box 208 is fixed to the second longitudinal beam 158 of the bogie frame 16 .
  • the further first terminal box 211 is fastened to the first longitudinal beam 159 of the bogie frame 17 and the further second terminal box 212 is fastened to the second longitudinal beam 160 of the bogie frame 17 .
  • the acceleration sensors 49 to 52 are fastened directly to the longitudinal beams 157 to 160
  • the acceleration sensors 49' to 52' in the case of FIG figure 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 therefore 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 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 outputs.
  • 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.
  • another third rotational speed sensor 63 is provided, which is arranged on a first wheel set bearing 26 of the second wheel set of the other bogie and outputs a further third rotational speed signal n.3.2 to which an electronic control unit SG.1 outputs.
  • a further 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.
  • Two of the sixteen temperature sensors 73 to 88 are arranged on each of the wheelset bearings of the wheel sets, with one of the two temperature sensors assigned to a wheel set outputting its temperature signal to the one electronic monitoring device ÜG.1 and the second temperature sensor in each case outputting its temperature signal the second electronic monitoring device ÜG.2 outputs.
  • the third and fourth rotational speed sensors are connected to their associated monitoring devices by means of rotational speed signal lines 67, 68 and 71, 72, respectively.
  • the additional temperature sensors 73 to 88 are correspondingly connected via the temperature signal lines 89 to 104 to the monitoring devices assigned to them.
  • One electronic control unit SG.1 outputs its control signals as a function of a target value which is output by a central control unit SPCS.
  • a target value which is output by a central control unit SPCS.
  • an actual value determined from the rotational speed signals determined is regulated to the specified desired value by means of the control signals.
  • the two combined control and monitoring devices SG/ÜG.1 and SG/ÜG.2 are connected via a data bus in the form of a Switzerlandbusses 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 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 power supply system 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 that each connect one of the plug-in connections 153 to 156 to one of the I/O interfaces 229 and 230 each form one of the strands provided with the reference symbols 235 to 242 here.
  • the sections of the signal lines that connect the plug-in 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 reach the monitoring device ÜG.1 via the channel evaluation unit 231 and the channel status evaluation unit 233.
  • the signals arriving there reach the monitoring device ÜG.2 via the channel evaluation unit 232 and the channel status evaluation unit 234.
  • the incoming signals 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 incoming signals reach the device bus interface 244 via the channel evaluation unit 232 and from there via the device bus GBUS.Ü to the device bus interface 243.
  • the signals arriving there reach the monitoring device ÜG.1 via the channel status evaluation unit 233.
  • the signals arriving there reach the monitoring device ÜG.2 via the channel status evaluation unit 234.
  • the monitoring devices ÜG.1 and ÜG.2 On the basis of the signals received there, the monitoring devices ÜG.1 and ÜG.2 generate warning and/or alarm signals, which are evaluated in an evaluation unit 245 of the central control unit SPCS, with the central control unit SPCS as a result of the evaluation, for example, showing a reduction in the 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.
  • the electronic diagnostic devices DG.1 and DG.2 are arranged on the chassis of the individual cars.
  • the one electronic diagnostic device DG.1 is arranged on one bogie 16 in each case.
  • the further electronic diagnosis device DG.2 is arranged on the second bogie 17 in each case.
  • 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 are connected to the vehicle power supply system 228.
  • the diagnostic devices also each have a device bus interface 251 or 252 .
  • the two combined control and monitoring devices SG/ÜG.1, SG/ÜG.2 each have a device bus interface 253 or 254, with the diagnostic device DG.1 and DG.2 and the two combined control and monitoring devices SG /ÜG.1, SG/ÜG.2 are connected by means of 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 for running gear diagnosis designated by the reference numerals 105 to 108 or 117 to 120 is arranged on each of the wheel set bearings 20 to 27 of the bogies 5, 6 in such a way that its detection direction runs in the longitudinal direction x of the rail vehicle.
  • acceleration sensors for running gear diagnosis are arranged on the bogie frame 16 and another four—designated here with the reference symbols 125 to 128—of the acceleration sensors for running gear diagnosis are arranged on the bogie frame 17 .
  • a first 115 of the four acceleration sensors 113 to 116 is arranged on the end section 201 of the first longitudinal beam 157 of the bogie frame 16 which extends in the direction of travel of the rail vehicle.
  • a second one 116 is arranged on the end section 202 of the second longitudinal member 158 of the bogie frame 16, which extends 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 of the four acceleration sensors 125 to 128 is on the first longitudinal beam 159 of the bogie frame 17, which extends in the direction of travel of the rail vehicle located at the end portion 205.
  • a second one 128 is arranged on the end section 206 of the second longitudinal member 160 of the bogie frame 17, which extends 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 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 direction of detection 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 method and to generate diagnostic data as a result of the diagnostic method.
  • 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, via the additional device bus GBUS.D and via 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 suitably designed to store 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.
  • the modified embodiment 48" of the device according to the invention shown does not modify an electronic running stability monitor. Rather, an electronic diagnostic device DG".1 and an electronic monitoring device ÜG.3, which includes an electronic running stability monitor LSÜ.3, are combined into one structural unit. In addition, in this embodiment, 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 or 6 assigned combined diagnosis and monitoring device DG/ÜG".1 or DG/ÜG".2.
  • the electronic roll monitors and/or the electronic hot box 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 - are 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 (10)

  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, 15) 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,
    - dans lequel 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,
    - dans lequel, 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,
    caractérisé
    - en ce que le premier (115, 127) des capteurs d'accélération est monté de manière à ce que sa direction de détection s'étende dans la direction (z) en hauteur du véhicule ferroviaire,
    - 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,
    - l'appareil (DG.1; DG".1; DG.2; DG".2) est constitué de manière appropriée à mettre en mémoire les données de diagnostic.
  2. Véhicule (1) ferroviaire suivant la revendication 1,
    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.
  3. Véhicule (1) ferroviaire suivant l'une des revendications 1 ou 2,
    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.
  4. Véhicule (1) ferroviaire suivant l'une des revendications 1 à 3,
    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.
  5. Véhicule (1) ferroviaire suivant la revendication 4,
    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.
  6. Véhicule (1) ferroviaire suivant l'une des revendications 1 à 5,
    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.
  7. Véhicule (1) ferroviaire suivant la revendication 1,
    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, à un bus (ZBUS) de train du véhicule (1) ferroviaire au moyen d'un bus (GBUS.D) de données.
  8. Véhicule (1) ferroviaire suivant la revendication 7, caractérisé en ce qu'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.
  9. Véhicule (1) ferroviaire suivant l'une des revendications 1 à 8,
    caractérisé par
    un dispositif (ÜE") de contrôle, qui a un appareil (ÜG.3. ÜG.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 (ÜG.3. ÜG.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.
  10. Véhicule (1) ferroviaire suivant la revendication 9,
    caractérisé en ce que
    le un appareil (DG".1; DG".2) électronique de diagnostic et le un appareil (ÜG.3. ; ÜG.4) électronique de contrôle sont rassemblés en une unité de construction, qui forme un appareil (DG/ÜG".1 ; DG/ÜG".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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DE102012217721.3A DE102012217721A1 (de) 2012-09-28 2012-09-28 Vorrichtung für ein Schienenfahrzeug
PCT/EP2013/068982 WO2014048768A1 (fr) 2012-09-28 2013-09-13 Dispositif pour véhicule ferroviaire

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ES2779675T9 (es) 2020-09-24
DE102012217721A1 (de) 2014-04-03
EP2888147B1 (fr) 2020-02-19
ES2779675T5 (es) 2023-10-24
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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