EP2888147B9 - Device for a rail vehicle - Google Patents

Device for a rail vehicle Download PDF

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Publication number
EP2888147B9
EP2888147B9 EP13763038.0A EP13763038A EP2888147B9 EP 2888147 B9 EP2888147 B9 EP 2888147B9 EP 13763038 A EP13763038 A EP 13763038A EP 2888147 B9 EP2888147 B9 EP 2888147B9
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EP
European Patent Office
Prior art keywords
rail vehicle
diagnostic
monitoring
bogie
electronic
Prior art date
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Application number
EP13763038.0A
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German (de)
French (fr)
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EP2888147B1 (en
EP2888147B2 (en
EP2888147A1 (en
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 EP2888147A1 publication Critical patent/EP2888147A1/en
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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 which has an electronic diagnostic device and acceleration sensors for chassis diagnosis arranged on the bogie of the rail vehicle, the acceleration sensors for chassis diagnosis having 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 for chassis diagnosis arranged on a bogie of the rail vehicle, the acceleration sensors outputting acceleration signals to the electronic diagnostic device for chassis diagnosis, is for example from the publication EP 2 050 639 B1 known.
  • a generic device is from the document DE 2010 052 667 A1 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 diagnosis device with little cabling effort lock and then evaluate their acceleration signals in the chassis diagnosis (diagnosis), the invention providing 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 such that its detection direction runs in the longitudinal direction of the rail vehicle.
  • one of the acceleration sensors for diagnosing the chassis is arranged on each wheelset bearing of the bogie, in particular such that its detection direction runs in the longitudinal direction of the rail vehicle.
  • At least one can be arranged on a first longitudinal beam of the bogie frame extending in the direction of travel of the rail vehicle, in particular on an end section of this first longitudinal beam opposite the outside of a wheel and / or at least one on a longitudinal beam in the direction of travel Rail vehicle extending second longitudinal girder of the bogie frame, in particular on a second end portion of this second longitudinal girder, which lies diagonally opposite the first end portion of the first longitudinal girder in relation to the central axis of the bogie frame, and / or at least one be arranged centrally on the first longitudinal girder and / or at least one can be arranged centrally on the second solebar.
  • the acceleration sensors are arranged on the end sections of the side members in such a way 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 in such a way that their detection direction runs in the longitudinal direction of the rail vehicle.
  • At least one of the acceleration sensors for chassis 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 chassis diagnosis is arranged on a transmission of the bogie, in particular such that its detection direction runs in the longitudinal direction of the rail vehicle.
  • the diagnostic device is preferably designed to subject the acceleration signals of the acceleration sensors to a diagnostic process and to generate diagnostic data as a result of the diagnostic process, it being advantageous if the electronic diagnostic device is connected to a train bus of the rail vehicle by means of a data bus, in particular for transmitting the diagnostic data.
  • the diagnostic device and / or a further device connected to the data bus or the train bus can be designed to store the diagnostic data.
  • the device is provided with a monitoring device that includes an electronic monitoring device and at least one acceleration sensor for monitoring the chassis, which outputs an acceleration signal to the monitoring device, and / or at least one temperature sensor for monitoring the chassis, which outputs a temperature signal to the monitoring device , and / or at least one rotational speed sensor for chassis monitoring, which outputs a rotational speed signal to the monitoring device.
  • the one electronic diagnostic device and the one electronic monitoring device are preferably combined to form a structural unit which forms a combined diagnostic and monitoring device that is assigned to the one bogie of the rail vehicle.
  • the invention also relates to a rail vehicle with at least one car, in which the at least one car has a device according to one of Claims 1 to 13.
  • the Figure 1 shows a rail vehicle 1 according to the invention with several cars 2, 3, 4.
  • Each car has a chassis formed from two bogies 5, 6 and a car 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 or 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 rotatably mounted via two wheel set 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 disks 40 and 41, 42 and 43, 44 and 45, 46 and 47 are attached (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 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 monitoring the chassis, which according to FIG 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 FIG Figure 4 Via speed signal lines 65 to 72 to electronic roll monitoring 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 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 monitoring the chassis, which according to the 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 for chassis monitoring.
  • each of the devices 48 according to the invention comprises twenty-four acceleration sensors 105 to 128 for diagnosing the chassis, which according to FIG 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
  • 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 car.
  • plug connections 153, 154, 155, 156 are provided.
  • 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 respectively comprises two longitudinal beams 157, 158 and 159, 160, which extend in the longitudinal direction (direction of travel) x of the rail vehicle 1 and at least one transverse beam 161 and 162 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 an RÜ.1 of the electronic roll monitoring, an HLÜ.1 of the electronic hot box monitoring and a LSÜ.1 of the electronic running stability monitoring.
  • the one electronic wheel slide protection control GS.1 and the one electronic roll monitoring RÜ.1 are also combined into an electronic unit, so that the speed signals are also processed by the electronic wheel slide protection 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 further 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 includes another RÜ.2 of the electronic roll monitoring, another HLÜ.2 of the electronic hot box monitoring and another 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, however, also be designed like the one combined control and monitoring device SG / ÜG.1 - that is, it can also have an electronic wheel slide 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 controls 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 via brake control signal lines 163 to 166.
  • 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 brake cylinders 179 to 186 of the braking device BE, by means of which brake shoes provided with brake linings 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 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 device 48 according to the invention form a car a monitoring device ÜE of the chassis 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 one bogie 5 on the one hand.
  • a first 57 of the rotational speed sensors is arranged on a first 20 of the wheelset bearings of the wheelset 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 also arranged on the first wheelset 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 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 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 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 bearings 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.
  • Another 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.
  • Another first acceleration sensor 51 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 sends 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 further 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 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 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 further 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 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 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 longitudinal 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 respectively opposite the outside of the first wheel 32 or 36 of the respective bogie. 203 of this first solebar.
  • the second acceleration sensors 50 and 52 are each located on the second 158 or 160 of the longitudinal girders 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 girder, which relates to the first end section of the first longitudinal girder on the central axis A.1 or 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 solebars.
  • 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 further first rotational speed sensor 61 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 to the one combined control and Monitoring device SG / ÜG.1 connected.
  • another first 211 of the terminal boxes is arranged.
  • the three further first signal lines 69, 101 and 55 are laid together as a further first cable strand 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 again arranged. 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 again arranged.
  • the three other second Signal lines 70, 94 and 56 are laid together as a further, second cable run from the second terminal box 208 to the further combined control and monitoring device SG / ÜG.2.
  • the first terminal box 207 is attached to the first longitudinal beam 157 of the bogie frame 16 and the second terminal box 208 is attached 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 attached 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 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 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 also 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 the 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.
  • Two of the sixteen temperature sensors 73 to 88 are arranged on each of the wheel set bearings of the wheel sets, with one of the two temperature sensors assigned to a wheel set outputting its temperature signal to one electronic monitoring device ÜG.1 and the second temperature sensor outputting 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 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 value which is output by a central control unit SPCS.
  • a central control unit SPCS outputs its control signals as a function of a setpoint value which is output by a central control unit SPCS.
  • an actual value determined from the determined rotational speed signals is regulated to the specified target value by means of the control signals.
  • 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, 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 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 symbols 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 and 244, via which they are connected to the GBUS.Ü.
  • the incoming signals pass through the channel evaluation unit 231 and the channel status evaluation unit 233 to the monitoring device ÜG.1.
  • the incoming signals pass via the channel evaluation unit 232 and the channel status evaluation unit 234 to the monitoring device ÜG.2.
  • the signals arriving there also reach the device bus interface 243 via the channel evaluation unit 231 and from there to the device bus interface 244 via the device bus GBUS.Ü.
  • the incoming signals pass 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 pass via the channel status evaluation unit 233 to the monitoring device ÜG.1.
  • the incoming signals pass via the channel status evaluation unit 234 to the monitoring device ÜG.2.
  • the monitoring devices ÜG.1 and ÜG.2 generate warning and / or alarm signals on the basis of the respective incoming signals, which are evaluated in an evaluation unit 245 of the central control unit SPCS, the central control unit SPCS, for example, a reduction in 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.
  • the electronic diagnostic devices DG.1 and DG.2 are arranged on the chassis for the individual cars.
  • One electronic diagnostic device DG.1 is arranged on each of the bogies 16.
  • the further electronic diagnostic 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 on-board power grid 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 and 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 to a data bus in the form of a further device bus for diagnosis GBUS.D by means of their interfaces 250 to 254.
  • one of the acceleration sensors designated by the reference numerals 105 to 108 or 117 to 120 for chassis diagnosis is arranged such that its detection direction runs in the longitudinal direction x of the rail vehicle.
  • acceleration sensors for chassis diagnosis here denoted by reference numerals 113 to 116 - are arranged on the bogie frame 16 and a further four - here denoted by reference numerals 125 to 128 - of the acceleration sensors for chassis diagnosis are arranged on the bogie frame 17.
  • a first 115 is arranged on the first longitudinal 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 longitudinal beam 158 of the bogie frame 16, which extends in the direction of travel of the rail vehicle, at the end section 202.
  • a third 113 is arranged centrally on the first solebar 157 and a fourth 114 is arranged centrally on the second solebar 158.
  • a first 127 is on the first longitudinal 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 longitudinal beam 160 of the bogie frame 17, which extends in the direction of travel of the rail vehicle, at the end section 206.
  • a third 125 is arranged centrally on the first solebar 159 and a fourth 126 is arranged centrally on the second solebar 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 side members 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 car is assigned a motor 257 to 260 which drives the respective axle via a transmission 261 to 264.
  • one of the acceleration sensors for chassis diagnosis denoted here by the reference numerals 109 to 112, 121 to 124, is arranged in such a way that its detection direction runs in the longitudinal direction x of the rail vehicle.
  • the diagnostic devices DG.1 and DG.2 are each suitably designed to subject the acceleration signals to a diagnostic process and to generate diagnostic data as a result of the diagnostic process.
  • the diagnostic method includes a vibration analysis of the acceleration signals.
  • the vibration analysis can for example take place 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 only serve as a gateway, connected to the ZBUS train bus of the rail vehicle.
  • the diagnostic devices DG.1 and DG.2 are 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.
  • the modified embodiment 48 ′′ of the device according to the invention shown does not have electronic running stability monitoring. Rather, these are an electronic diagnostic device DG ′′ .1 and an electronic monitoring device ÜG.3, which includes an electronic running stability monitoring LSÜ.3, combined to form one structural unit.
  • the further diagnostic device DG ".2 and a further electronic monitoring device ÜG.4, which includes a further electronic running stability monitoring LSÜ.4, are combined to form a further structural unit.
  • the two units each form one of the bogie 5 and 6, respectively assigned combined diagnostic and monitoring device DG / ÜG ".1 or DG / ÜG” .2.
  • the electronic roll monitoring and / or the electronic hot runner monitoring could not be provided in the car body 7, but - as part of the combined diagnostic and monitoring devices SG / ÜG ".1, SG / ÜG ".2 - are arranged in the bogies 5, 6.

Description

Die Erfindung betrifft eine Vorrichtung für ein Schienenfahrzeug, bei dem zwei Radsätze eines Drehgestells über eine Primärfederung an einem Drehgestellrahmen befestigt sind, mit einer Diagnoseeinrichtung, die ein elektronisches Diagnosegerät und an dem Drehgestell des Schienenfahrzeugs angeordnete Beschleunigungssensoren zur Fahrwerksdiagnose aufweist, wobei die Beschleunigungssensoren zur Fahrwerksdiagnose Beschleunigungssignale an das elektronische Diagnosegerät ausgeben.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 which has an electronic diagnostic device and acceleration sensors for chassis diagnosis arranged on the bogie of the rail vehicle, the acceleration sensors for chassis diagnosis having acceleration signals output to the electronic diagnostic device.

Eine Vorrichtung für ein Schienenfahrzeug mit einer Diagnoseeinrichtung, die ein elektronisches Diagnosegerät und an einem Drehgestell des Schienenfahrzeugs angeordnete Beschleunigungssensoren zur Fahrwerksdiagnose aufweist, wobei die Beschleunigungssensoren zur Fahrwerksdiagnose Beschleunigungssignale an das elektronische Diagnosegerät ausgeben, ist beispielsweise aus der Druckschrift EP 2 050 639 B1 bekannt.A device for a rail vehicle with a diagnostic device which has an electronic diagnostic device and acceleration sensors for chassis diagnosis arranged on a bogie of the rail vehicle, the acceleration sensors outputting acceleration signals to the electronic diagnostic device for chassis diagnosis, is for example from the publication EP 2 050 639 B1 known.

Eine gattungsgemäße Vorrichtung ist aus der Druckschrift DE 2010 052 667 A1 bekannt, bei der das Diagnosegerät in Form einer Auswerteeinheit an dem Drehgestell des Schienenfahrzeugs angeordnet ist.A generic device is from the document DE 2010 052 667 A1 known, in which the diagnostic device is arranged in the form of an evaluation unit on the bogie of the rail vehicle.

Der Erfindung liegt die Aufgabe zu Grunde die Diagnose des Fahrwerkes weiter zu verbessern.The invention is based on the object of further improving the diagnosis of the chassis.

Zur Lösung dieser Aufgabe dient eine Vorrichtung mit den Merkmalen des Patentanspruches 1, bei der es möglich ist, mit geringem Verkabelungsaufwand eine große Anzahl von Beschleunigungssensoren zur Fahrwerksdiagnose an das elektronische Diagnosegerät an zuschließen und deren Beschleunigungssignale dann bei der Fahrwerksdiagnose (Diagnose) auszuwerten, wobei erfindungsgemäß vorgesehen ist, dass zumindest einer der Beschleunigungssensoren zur Fahrwerksdiagnose an dem Drehgestellrahmen des Drehgestells angeordnet ist.To solve this problem, a device with the features of claim 1 is used, in which it is possible to connect a large number of acceleration sensors for chassis diagnosis to the electronic diagnosis device with little cabling effort lock and then evaluate their acceleration signals in the chassis diagnosis (diagnosis), the invention providing that at least one of the acceleration sensors for chassis diagnosis is arranged on the bogie frame of the bogie.

Hinsichtlich einer sicheren Diagnose wird es als vorteilhaft angesehen, wenn zumindest einer der Beschleunigungssensoren zur Fahrwerksdiagnose an einem ersten Radsatzlager eines ersten Radsatzes des Drehgestells angeordnet ist, insbesondere derart, dass seine Detektionsrichtung in Längsrichtung des Schienenfahrzeugs verläuft.With regard to a reliable diagnosis, it is considered advantageous if 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 such that its detection direction runs in the longitudinal direction of the rail vehicle.

Es ist insbesondere vorteilhaft, wenn an jedem Radsatzlager des Drehgestells jeweils einer der Beschleunigungssensoren zur Fahrwerksdiagnose angeordnet ist, insbesondere derart, dass seine Detektionsrichtung in Längsrichtung des Schienenfahrzeugs verläuft.It is particularly advantageous if one of the acceleration sensors for diagnosing the chassis is arranged on each wheelset bearing of the bogie, in particular such that its detection direction runs in the longitudinal direction of the rail vehicle.

Von den am Drehgestellrahmen angeordneten der Beschleunigungssensoren zur Fahrwerksdiagnose kann zumindest einer an einem sich in Fahrtrichtung des Schienenfahrzeugs erstreckenden ersten Langträger des Drehgestellrahmens, insbesondere an einem der Außenseite eines Rades gegenüberliegenden Endabschnitt dieses ersten Langträgers angeordnet sein und/oder zumindest einer an einem sich in Fahrtrichtung des Schienenfahrzeugs erstreckenden zweiten Langträger des Drehgestellrahmens, insbesondere an einem zweiten Endabschnitt dieses zweiten Langträgers, der dem ersten Endabschnitt des ersten Langträgers bezogen auf die Mittelachse des Drehgestellrahmens diagonal gegenüber liegt, angeordnet sein und/oder zumindest einer mittig an dem ersten Langträger angeordnet sein und/oder zumindest einer mittig an dem zweiten Langträger angeordnet sein.Of the acceleration sensors for chassis diagnosis arranged on the bogie frame, at least one can be arranged on a first longitudinal beam of the bogie frame extending in the direction of travel of the rail vehicle, in particular on an end section of this first longitudinal beam opposite the outside of a wheel and / or at least one on a longitudinal beam in the direction of travel Rail vehicle extending second longitudinal girder of the bogie frame, in particular on a second end portion of this second longitudinal girder, which lies diagonally opposite the first end portion of the first longitudinal girder in relation to the central axis of the bogie frame, and / or at least one be arranged centrally on the first longitudinal girder and / or at least one can be arranged centrally on the second solebar.

Ferner wird es als vorteilhaft angesehen, wenn die Beschleunigungssensoren derart an den Endabschnitten der Längträger angeordnet sind, dass ihre Detektionsrichtung in Hochrichtung des Schienenfahrzeugs verläuft und/oder wenn die Beschleunigungssensoren mittig an den Längträgern derart angeordnet sind, dass ihre Detektionsrichtung in Längsrichtung des Schienenfahrzeugs verläuft.Furthermore, it is considered advantageous if the acceleration sensors are arranged on the end sections of the side members in such a way 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 in such a way that their detection direction runs in the longitudinal direction of the rail vehicle.

Vorteilhaft ist es auch, wenn zumindest einer der Beschleunigungssensoren zur Fahrwerksdiagnose an einem Motor des Drehgestells angeordnet ist, insbesondere derart, dass seine Detektionsrichtung in Längsrichtung des Schienenfahrzeugs verläuft bzw. wenn zumindest einer der Beschleunigungssensoren zur Fahrwerksdiagnose an einem Getriebe des Drehgestells angeordnet ist, insbesondere derart, dass seine Detektionsrichtung in Längsrichtung des Schienenfahrzeugs verläuft.It is also advantageous if at least one of the acceleration sensors for chassis 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 chassis diagnosis is arranged on a transmission of the bogie, in particular such that its detection direction runs in the longitudinal direction of the rail vehicle.

Dabei ist das Diagnosegerät vorzugsweisegeeignet ausgebildet, die Beschleunigungssignale der Beschleunigungssensoren einem Diagnoseverfahren zu unterziehen und im Ergebnis des Diagnoseverfahrens Diagnosedaten zu generieren, wobei es vorteilhaft ist, wenn das elektronische Diagnosegerät insbesondere zur Übertragung der Diagnosedaten, mittels eines Datenbusses an einen Zugbus des Schienenfahrzeugs angeschlossen ist. Dabei kann das das Diagnosegerät und/oder ein an den Datenbus oder den Zugbus angeschlossenes weiteres Gerät geeignet ausgebildet sein, die Diagnosedaten zu speichern.The diagnostic device is preferably designed to subject the acceleration signals of the acceleration sensors to a diagnostic process and to generate diagnostic data as a result of the diagnostic process, it being advantageous if the electronic diagnostic device is connected to a train bus of the rail vehicle by means of a data bus, in particular for transmitting the diagnostic data. The diagnostic device and / or a further device connected to the data bus or the train bus can be designed to store the diagnostic data.

Als besonders vorteilhaft wird es angesehen, wenn die Vorrichtung mit einer Überwachungseinrichtung versehen ist, die ein elektronisches Überwachungsgerät sowie zumindest einen Beschleunigungssensor zur Fahrwerksüberwachung, der ein Beschleunigungssignal an das Überwachungsgerät ausgibt, und/oder zumindest einen Temperatursensor zur Fahrwerksüberwachung der ein Temperatursignal an das Überwachungsgerät ausgibt, und/oder zumindest einen Drehgeschwindigkeitssensor zur Fahrwerksüberwachung, der ein Drehgeschwindigkeitssignal an das Überwachungsgerät ausgibt, aufweist. Vorzugsweise sind dabei das eine elektronischen Diagnosegerät und das eine elektronische Überwachungsgerät zu einer baulichen Einheit zusammengefasst, die ein kombiniertes Diagnose- und Überwachungsgerät bildet, das dem einen Drehgestell des Schienenfahrzeugs zugeordnet ist.It is considered to be particularly advantageous if the device is provided with a monitoring device that includes an electronic monitoring device and at least one acceleration sensor for monitoring the chassis, which outputs an acceleration signal to the monitoring device, and / or at least one temperature sensor for monitoring the chassis, which outputs a temperature signal to the monitoring device , and / or at least one rotational speed sensor for chassis monitoring, which outputs a rotational speed signal to the monitoring device. The one electronic diagnostic device and the one electronic monitoring device are preferably combined to form a structural unit which forms a combined diagnostic and monitoring device that is assigned to the one bogie of the rail vehicle.

Die Erfindung bezieht sich auch auf einen Schienenfahrzeug mit zumindest einem Wagen, bei dem der zumindest eine Wagen eine Vorrichtung nach einem des Ansprüche 1 bis 13 aufweist.The invention also relates to a rail vehicle with at least one car, in which the at least one car has a device according to one of Claims 1 to 13.

Die Erfindung wird im Weiteren anhand der Figuren 1 bis 10 näher erläutert. Dabei zeigen die

Figur 1
ein erfindungsgemäßes Schienenfahrzeug mit Wagen, die jeweils zwei Drehgestelle, einen von den zwei Drehgestellen getragenen Wagenkasten sowie eine erfindungsgemäße Vorrichtung aufweisen, die
Figur 2
eine schematische Darstellung eines Wagens aus Figur 1 mit der erfindungsgemäßen Vorrichtung, die
Figur 3
einen ersten Ausschnitt aus Figur 2, der die Funktion einer Steuereinrichtung der erfindungsgemäßen Vorrichtung näher zeigt, die
Figur 4
einen zweiten Ausschnitt aus Figur 2, der eine erste Überwachungsfunktion in Form einer Rollüberwachung einer Überwachungseinrichtung der erfindungsgemäßen Vorrichtung näher zeigt, die
Figur 5
einen dritten Ausschnitt aus Figur 2, der einen ersten Teil einer zweiten Überwachungsfunktion in Form einer Heißläuferüberwachungsfunktion der Überwachungseinrichtung näher zeigt, die
Figur 6
einen vierten Ausschnitt aus Figur 2, der einen zweiten Teil der Heißläuferüberwachungsfunktion zeigt, die
Figur 7
einen fünften Ausschnitt aus Figur 2, der eine dritte Überwachungsfunktion in Form einer Laufstabilitätsüberwachung der Überwachungseinrichtung näher zeigt, die
Figur 8
eine gegenüber der Figur 7 modifizierte Ausführungsform der erfindungsgemäßen Vorrichtung, die
Figur 9
einen sechsten Ausschnitt aus Figur 2, der eine Diagnosefunktion einer Diagnoseeinrichtung der erfindungsgemäßen Vorrichtung näher zeigt, und die
Figur 10
eine gegenüber der Figur 9 modifizierte Ausführungsform der Vorrichtung.
The invention is further illustrated by the Figures 1 to 10 explained in more detail. They show
Figure 1
a rail vehicle according to the invention with wagons each having two bogies, a car body carried by the two bogies and a device according to the invention which
Figure 2
a schematic representation of a car Figure 1 with the device according to the invention that
Figure 3
a first excerpt Figure 2 , which shows the function of a control device of the device according to the invention in more detail
Figure 4
a second section Figure 2 , which shows a first monitoring function in the form of roll monitoring of a monitoring device of the device according to the invention
Figure 5
a third section Figure 2 , which shows a first part of a second monitoring function in the form of a hot runner monitoring function of the monitoring device
Figure 6
a fourth section Figure 2 , which shows a second part of the hot runner monitoring function that
Figure 7
a fifth section Figure 2 , which shows a third monitoring function in the form of running stability monitoring of the monitoring device
Figure 8
one opposite the Figure 7 modified embodiment of the device according to the invention, the
Figure 9
a sixth section Figure 2 , which shows a diagnostic function of a diagnostic device of the device according to the invention in more detail, and the
Figure 10
one opposite the Figure 9 modified embodiment of the device.

Die Figur 1 zeigt ein erfindungsgemäßes Schienenfahrzeug 1 mit mehreren Wagen 2, 3, 4. Jeder Wagen weist ein aus zwei Drehgestellen 5, 6 gebildetes Fahrwerk und einen Wagenkasten 7 auf. Die Drehgestelle 5 und 6 weisen jeweils zwei Radsätze 8, 9 bzw. 10, 11 auf, die über eine Primärfederung 12, 13 bzw. 14, 15 an einem Drehgestellrahmen 16 bzw. 17 befestigt sind. Der Wagenkasten 7 ist über eine Sekundärfederung 18, 19 von den Drehgestellrahmen 16, 17 getragen.The Figure 1 shows a rail vehicle 1 according to the invention with several cars 2, 3, 4. Each car has a chassis formed from two bogies 5, 6 and a car 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 or 14, 15. The car body 7 is supported by the bogie frames 16, 17 via a secondary suspension 18, 19.

Jeder der Radsätze 8, 9, 10, 11 weist eine über zwei Radsatzlager 20 und 21, 22 und 23, 24 und 25, 26 und 27 drehbar gelagerte Welle 28, 29, 30, 31 auf, an der zwei Räder 32 und 33, 34 und 35, 36 und 37, 38 und 39 und zwei Bremsscheiben 40 und 41, 42 und 43, 44 und 45, 46 und 47 befestigt sind (vgl. auch Figur 2).Each of the wheel sets 8, 9, 10, 11 has a shaft 28, 29, 30, 31 rotatably mounted via two wheel set 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 disks 40 and 41, 42 and 43, 44 and 45, 46 and 47 are attached (cf. also Figure 2 ).

Jeder der Wagen 2, 3, 4 ist mit einer erfindungsgemäßen Vorrichtung 48 ausgestattet.Each of the carriages 2, 3, 4 is equipped with a device 48 according to the invention.

Jede der erfindungsgemäßen Vorrichtungen 48 umfasst zwei kombinierte elektronische Steuer- und Überwachungsgeräte SG/ÜG.1, SG/ÜG.2 und zwei elektronische Diagnosegeräte DG.1, DG.2.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.

Gemäß Figur 2 umfasst jede der erfindungsgemäßen Vorrichtungen 48 weiterhin vier Beschleunigungssensoren 49 bis 52 zur Fahrwerksüberwachung, die gemäß Figur 7 über Beschleunigungssignalleitungen 53 bis 56 an elektronische Laufstabilitätsüberwachungen LSÜ.1, LSÜ.2 der kombinierten Steuer- und Überwachungsgeräte SG/ÜG.1, SG/ÜG.2 Beschleunigungssignale ay.Ü1.1, ay.Ü2.1, ay.Ü1.2, ay.Ü2.2 zur Fahrwerksüberwachung ausgeben.According to Figure 2 each of the devices 48 according to the invention further comprises four acceleration sensors 49 to 52 for monitoring the chassis, which according to FIG 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.

Ferner umfasst jede der erfindungsgemäßen Vorrichtungen 48 acht Drehzahlsensoren 57 bis 64, die gemäß Figur 4 über Drehzahlsignalleitungen 65 bis 72 an elektronische Rollüberwachungen RÜ.1, RÜ.2 der kombinierten Steuer- und Überwachungsgeräte SG/ÜG.1, SG/ÜG.2 Drehzahlsignale n.1.1, n.2.1, n.3.1, n.4.1, n.1.2, n.2.2, n.3.2, n.4.2 zur Fahrwerksüberwachung ausgeben. Da aus den Drehzahlen jedoch Drehgeschwindigkeiten berechnet werden, sind im Weiteren die Drehzahlsensoren 57 bis 64 als Drehgeschwindigkeitssensoren, die Drehzahlsignalleitungen 65 bis 72 als Drehgeschwindigkeitssignalleitungen und die Drehzahlsignale als Drehgeschwindigkeitssignale bezeichnet.Furthermore, each of the devices 48 according to the invention comprises eight speed sensors 57 to 64, which according to FIG Figure 4 Via speed signal lines 65 to 72 to electronic roll monitoring 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. However, since rotational speeds are calculated from the rotational speeds, 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.

Außerdem umfasst jede der erfindungsgemäßen Vorrichtungen 48 sechzehn Temperatursensoren 73 bis 88 zur Fahrwerksüberwachung, die gemäß den Figuren 5 und 6 über Temperatursignalleitungen 89 bis 104 an elektronische Heißläuferüberwachungen HLÜ.1, HLÜ.2 der kombinierten Steuer- und Überwachungsgeräte SG/ÜG.1, SG/ÜG.2 Temperatursignale 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 zur Fahrwerksüberwachung ausgeben.In addition, each of the devices 48 according to the invention comprises sixteen temperature sensors 73 to 88 for monitoring the chassis, which according to the 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 for chassis monitoring.

Zusätzlich umfasst jede der erfindungsgemäßen Vorrichtungen 48 vierundzwanzig Beschleunigungssensoren 105 bis 128 zur Fahrwerksdiagnose, die gemäß Figur 9 über Beschleunigungssignalleitungen 129 bis 152 an die Diagnosegeräte DG.1, Dg.2 Beschleunigungssignale ax.D1.1, ax.D2.1, ax.D3.1, ax.D4.1, ax.D5.1, ax.D6.1, ax.D7.1, ax.D8.1, ax.D9.1, ax.D10.1, az.D11.1, az.D12.1, ax.D1.2, ax.D2.2, ax.D3.2, ax.D4.2, ax.D5.2, ax.D6.2, ax.D7.2, ax.D8.2, ax.D9.2, ax.D10.2, az.D11.2, az.D12.2 zur Fahrwerksdiagnose ausgeben.In addition, each of the devices 48 according to the invention comprises twenty-four acceleration sensors 105 to 128 for diagnosing the chassis, which according to FIG 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 .D10.2, a z .D11.2, a z .D12.2 for chassis diagnosis.

Dabei sind die beiden kombinierten Steuer- und Überwachungsgeräte SG/ÜG.1, SG/ÜG.2 der erfindungsgemäßen Vorrichtung 48 eines Wagens im Wagenkasten 7 angeordnet. Die Sensoren 49 bis 52, 57 bis 64, 73 bis 88 und 105 bis 128 hingegen sind auf die Drehgestelle 5, 6 des jeweiligen Wagens verteilt. Im Zuge der Signalleitungen 53 bis 56, 65 bis 72, 89 bis 104 und 129 bis 152, die die Sensoren der Drehgestelle mit den kombinierten Steuer- und Überwachungsgeräten der Wagenkästen verbinden, sind Steckverbindungen 153, 154, 155, 156 vorgesehen.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 car. 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, plug connections 153, 154, 155, 156 are provided.

Die Steckverbindungen 153, 154, 155, 156 bestehen aus wagenkastenseitigen Steckverbindern und zugeordneten drehgestellseitigen Steckverbindern.The plug connections 153, 154, 155, 156 consist of plug connectors on the car body side and associated plug connectors on the bogie side.

Bei jedem der Drehgestelle 5 bzw. 6 umfasst der Drehgestellrahmen 16 bzw. 17 zwei Langträger 157, 158 bzw. 159, 160, die sich in Längsrichtung (Fahrtrichtung) x des Schienenfahrzeugs 1 erstrecken und zumindest einen Querträger 161 bzw. 162 der sich in Querrichtung y des Schienenfahrzeugs 1 erstreckt.In each of the bogies 5 and 6, the bogie frame 16 and 17 respectively comprises two longitudinal beams 157, 158 and 159, 160, which extend in the longitudinal direction (direction of travel) x of the rail vehicle 1 and at least one transverse beam 161 and 162 in the transverse direction y of the rail vehicle 1 extends.

Bei jeder der erfindungsgemäßen Vorrichtungen 48 umfasst das eine SG/ÜG.1 der kombinierten Steuer- und Überwachungsgeräte ein elektronisches Steuergerät SG.1 in Form eines Bremssteuergerätes und ein elektronisches Überwachungsgerät ÜG.1, wobei das elektronische Steuergerät SG.1 und das elektronische Überwachungsgerät ÜG.1 zu einer baulichen Einheit zusammengefasst sind.In each of the devices 48 according to the invention, 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.

Das elektronische Steuergerät SG.1 umfasst neben einer elektronischen Bremssteuerung BS.1 auch eine elektronische Gleitschutzsteuerung GS.1. Das elektronische Überwachungsgerät ÜG.1 umfasst eine RÜ.1 der elektronischen Rollüberwachungen, eine HLÜ.1 der elektronischen Heißläuferüberwachungen und eine LSÜ.1 der elektronischen Laufstabilitätsüberwachungen.In addition to an electronic brake control BS.1, the electronic control unit SG.1 also includes an electronic anti-skid control GS.1. The electronic monitoring device ÜG.1 comprises an RÜ.1 of the electronic roll monitoring, an HLÜ.1 of the electronic hot box monitoring and a LSÜ.1 of the electronic running stability monitoring.

Die eine elektronische Gleitschutzsteuerung GS.1 und die eine elektronische Rollüberwachung RÜ.1 sind außerdem zu einer elektronischen Einheit kombiniert, so dass die Drehgeschwindigkeitssignale auch von der elektronischen Gleitschutzsteuerung GS.1 verarbeitet werden. Über diese elektronische Einheit gelangen die Drehgeschwindigkeitssignale auch zur Bremssteuerung BS.1.The one electronic wheel slide protection control GS.1 and the one electronic roll monitoring RÜ.1 are also combined into an electronic unit, so that the speed signals are also processed by the electronic wheel slide protection control GS.1. The rotational speed signals also reach the brake control BS.1 via this electronic unit.

Daneben umfasst das weitere SG/ÜG.2 der kombinierten Steuer-und Überwachungsgeräte bei jeder der erfindungsgemäßen Vorrichtungen 48 ein weiteres elektronisches Steuergerät SG.2 in Form eines Bremssteuergerätes und ein weiteres elektronisches Überwachungsgerät ÜG.2, wobei das weitere elektronische Steuergerät SG.2 und das weitere elektronische Überwachungsgerät ÜG.2 zu einer weiteren baulichen Einheit zusammengefasst sind.In addition, 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 further electronic monitoring device ÜG.2 are combined to form a further structural unit.

Das weitere elektronische Steuergerät SG.2 umfasst eine weitere elektronische Bremssteuerung BS.2. Das weitere elektronische Überwachungsgerät ÜG.2 umfasst eine weitere RÜ.2 der elektronischen Rollüberwachungen, eine weitere HLÜ.2 der elektronischen Heißläuferüberwachungen und eine weitere LSÜ.2 der elektronischen Laufstabilitätsüberwachungen.The further electronic control unit SG.2 comprises a further electronic brake control BS.2. The further electronic monitoring device ÜG.2 includes another RÜ.2 of the electronic roll monitoring, another HLÜ.2 of the electronic hot box monitoring and another LSÜ.2 of the electronic running stability monitoring.

Hier gelangen die Drehgeschwindigkeitssignale über die weitere elektronische Rollüberwachung RÜ.2 zu der weiteren elektronischen Bremssteuerung BS.2.Here the rotational speed signals reach the further electronic brake control BS.2 via the further electronic roll monitoring RÜ.2.

Das weitere kombinierten Steuer- und Überwachungsgeräte SG/ÜG.2 kann aber auch so wie das eine kombinierten Steuer-und Überwachungsgeräte SG/ÜG.1 ausgebildet sein - also auch eine elektronische Gleitschutzsteuerung aufweisen.The further combined control and monitoring device SG / ÜG.2 can, however, also be designed like the one combined control and monitoring device SG / ÜG.1 - that is, it can also have an electronic wheel slide control.

Die Steuergeräte SG.1 und SG.2, die Drehgeschwindigkeitssensoren 57 bis 64 und die Drehgeschwindigkeitssignalleitungen 65 bis 72 der erfindungsgemäßen Vorrichtung 48 eines Wagens bilden zusammen eine Steuereinrichtung SE zur Steuerung einer Bremseinrichtung BE des jeweiligen Wagen.The 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.

Dabei steuert die Bremssteuerung BS.1 über Bremssteuersignalleitungen 163 bis 166 Bremssteuersignale bs.1.1, bs.2.1, bs.3.1, bs.4.1 an Ventilvorrichtungen 167 bis 170 der Bremseinrichtung BE aus. An diese Ventilvorrichtungen 167 bis 170 sind über Versorgungsleitungen 171 bis 174 hier nicht gezeigte pneumatische Versorgungseinrichtungen angeschlossen.The brake controller BS.1 controls 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 via brake control signal lines 163 to 166. Pneumatic supply devices (not shown here) are connected to these valve devices 167 to 170 via supply lines 171 to 174.

Weiterhin steuert die Gleitschutzsteuerung GS.1 über Gleitschutzsignalleitungen 175 bis 178 Gleitschutzsteuersignale gs.1.1 gs.2.1, gs.3.1, gs.4.1 an die Ventilvorrichtungen 167 bis 170 aus.Furthermore, the 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.

Die Ventilvorrichtungen 167 bis 170 regeln anhand der Bremssteuer- und Gleitschutzsignale den Druck in Bremszylindern 179 bis 186 der Bremseinrichtung BE, mittels derer bei einer Bremsanforderung mit Bremsbelägen versehene Bremsbacken in Reibschluss mit den Bremsscheiben 40 bis 47 gelangen. Hierzu sind die Bremszylinder 179 bis 186 über pneumatische Leitungen 187 bis 194 mit den Ventilvorrichtungen 167 bis 170 verbunden.The valve devices 167 to 170 use the brake control and anti-skid signals to regulate the pressure in brake cylinders 179 to 186 of the braking device BE, by means of which brake shoes provided with brake linings come into frictional engagement with the brake disks 40 to 47 when a brake request is made. For this purpose, the brake cylinders 179 to 186 are connected to the valve devices 167 to 170 via pneumatic lines 187 to 194.

Außerdem kann die weitere Bremssteuerung BS.2 über weitere Bremssteuersignalleitungen 195 bis 198 redundant weitere Bremssteuersignale bs.1.2, bs.2.2, bs.3.2, bs.4.2 an die Ventilvorrichtungen 167 bis 170 aussteuern.In addition, 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.

Die Überwachungsgeräte ÜG.1 und ÜG.2, die Drehgeschwindigkeitssensoren 57 bis 64, die Temperatursensoren 73 bis 88 und die Beschleunigungssensoren 49 bis 52 sowie die entsprechenden Signalleitungen 65 bis 72, 89 bis 104 und 53 bis 56 der erfindungsgemäßen Vorrichtung 48 eines Wagens bilden zusammen eine Überwachungseinrichtung ÜE des hier aus den zwei Drehgestellen 5, 6 gebildeten Fahrwerkes des jeweiligen Wagens.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 device 48 according to the invention form a car a monitoring device ÜE of the chassis of the respective car, formed here from the two bogies 5, 6.

Die beiden kombinierten Steuer- und Überwachungsgeräte SG/ÜG.1, SG/ÜG.2 sind zum Einen dem einen Drehgestell 5 zugeordnet.The two combined control and monitoring devices SG / ÜG.1, SG / ÜG.2 are assigned to one bogie 5 on the one hand.

Hierzu ist einerseits ein erster 57 der Drehgeschwindigkeitssensoren an einem ersten 20 der Radsatzlager des Radsatzes 8 des einen Drehgestells 5 angeordnet. Dieser erste Drehgeschwindigkeitssensor 57 gibt sein erstes Drehgeschwindigkeitssignal n.1.1 an die Gleitschutzsteuerung GS.1 und die Bremssteuerung BS.1 des einen elektronischen Steuergerätes SG.1 aus. Ein erster 73 der Temperatursensoren ist ebenfalls an dem ersten Radsatzlager 20 angeordnet und gibt sein erstes Temperatursignal T.1a.1 an das eine elektronische Überwachungsgerät ÜG.1 aus. Ein erster 49 der Beschleunigungssensoren, der an dem Drehgestellrahmen 16 des einen Drehgestells 5 angeordnet ist, gibt sein erstes Beschleunigungssignal ay.Ü1.1 an das eine elektronische Überwachungsgerät ÜG.1 aus.For this purpose, on the one hand, a first 57 of the rotational speed sensors is arranged on a first 20 of the wheelset bearings of the wheelset 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 also arranged on the first wheelset 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 the one bogie 5 is arranged, outputs its first acceleration signal a y .Ü1.1 to the one electronic monitoring device ÜG.1.

Andererseits ist ein zweiter 58 der Drehgeschwindigkeitssensoren an einem zweiten 23 der Radsatzlager des Radsatzes 9 des einen Drehgestells 5 angeordnet und gibt sein zweites Drehgeschwindigkeitssignal n.2.1 an das weitere elektronische Steuergerät SG.2 aus. Ein zweiter 82 der Temperatursensoren ist ebenfalls an dem zweiten Radsatzlager 23 angeordnet und gibt sein zweites Temperatursignal T.2b.1 an das weitere elektronische Überwachungsgerät ÜG.1 aus. Ein zweiter der Beschleunigungssensoren 50 ist ebenfalls an dem Drehgestellrahmen 16 angeordnet und gibt sein zweites Beschleunigungssignal ay.Ü2.1 an das weitere elektronische Überwachungsgerät ÜG.2 aus.On the other hand, 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 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.

In gleicher Weise sind die beiden kombinierten Steuer- und Überwachungsgeräte SG/ÜG.1, SG/ÜG.2 dem weiteren Drehgestell 6 des Schienenfahrzeugs zugeordnet.In the same way, the two combined control and monitoring devices SG / ÜG.1, SG / ÜG.2 are assigned to the further bogie 6 of the rail vehicle.

Hierzu ist ein weiterer erster 61 der Drehgeschwindigkeitssensoren an einem ersten 24 der Radsatzlager des Radsatzes 10 des zweiten Drehgestells 6 angeordnet und gibt sein weiteres erstes n.1.2 Drehgeschwindigkeitssignal an das eine elektronische Steuergerät SG.1 aus. Ein weiterer erster 85 der Temperatursensoren ist ebenfalls an dem ersten Radsatzlager 24 des weiteren Drehgestells 6 angeordnet und gibt sein weiteres erstes Temperatursignal T.1b.2 an das eine elektronische Überwachungsgerät ÜG.1 aus. Ein weiterer erster 51 der Beschleunigungssensor ist an dem Drehgestellrahmen 17 des weiteren Drehgestells 6 angeordnet und gibt sein weiteres erstes Beschleunigungssignal ay.Ü1.2 an das eine elektronische Überwachungsgerät ÜG.1 aus.For this purpose, a further first 61 of the rotational speed sensors is arranged on a first 24 of the wheelset bearings 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. Another 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. Another first acceleration sensor 51 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.

Außerdem ist ein weiterer zweiter 62 der Drehgeschwindigkeitssensoren an einem zweiten 27 der Radsatzlager des Radsatzes 11 des zweiten Drehgestells 6 angeordnet und gibt sein weiteres zweites Drehgeschwindigkeitssignal n.2.2 an das weitere elektronische Steuergerät SG.2 aus. Ein weiterer zweiter 78 der Temperatursensoren ist an dem zweiten Radsatzlager 27 des weiteren Drehgestells 6 angeordnet und gibt sein weiteres zweites Temperatursignal T.2a.2 an das weitere elektronische Überwachungsgerät ÜG.2 aus. Ein weiterer zweiter der Beschleunigungssensoren 52 ist an dem Drehgestellrahmen 17 des weiteren Drehgestells 6 angeordnet und gibt sein weiteres zweites Beschleunigungssignal ay.Ü2.2 an das weitere elektronische Überwachungsgerät ÜG.2 aus.In addition, 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 sends 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 further 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 further second acceleration signal a y .Ü2.2 to the further electronic monitoring device ÜG.2.

Die beiden kombinierte Steuer- und Überwachungsgeräte SG/ÜG.1, SG/ÜG.2 sind über einen Datenbus in Form eines Gerätebusses GBUS.Ü verbunden.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.

Das eine kombinierte Steuer- und Überwachungsgerät SG/ÜG.1 übermittelt die ersten Signale n.1.1, T.1a.1, ay.Ü1.1 und die weiteren ersten Signale n.1.2, T.1b.2, ay.Ü1.2 über den Gerätebus GBUS.Ü an das weitere kombinierte Steuer- und Überwachungsgeräte SG/ÜG.2. Außerdem übermittelt das eine kombinierte Steuer- und Überwachungsgerät SG/ÜG.1 auch die Signale n.3.1, T.2a.1, T.3a.1, T.4a.1, n.3.2, T.2b.2, T.3b.2, T.4b.2 über den Gerätebus GBUS.Ü an das weitere kombinierte Steuer-und Überwachungsgeräte SG/ÜG.2.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 further combined control and monitoring devices SG / ÜG.2. In addition, 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.

Ferner übermittelt das weitere kombinierte Steuer- und Überwachungsgerät SG/ÜG.2 die zweiten Signale n.2.1, T.2b.1, ay.Ü2.1 und die weiteren zweiten Signale n.2.2, T.2a.2, ay.Ü2.2 über den Gerätebus GBUS.Ü an das eine kombinierte Steuer- und Überwachungsgeräte SG/ÜG.1. Außerdem übermittelt das weitere kombinierte Steuer- und Überwachungsgerät SG/ÜG.2 auch die Signale n.4.1, T.1b.1, T.3b.1, T.4b.1, n.4.2, T.1a.2, T.3a.2, T.4a.2 über den Gerätebus GBUS.Ü an das eine kombinierte Steuer- und Überwachungsgeräte SG/ÜG.1.Furthermore, 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 one combined control and monitoring device SG / ÜG.1. In addition, 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.

Jeder der Beschleunigungssensoren 49 bis 52 ist derart an dem ihm zugeordneten Drehgestellrahmen 16 bzw. 17 angeordnet, dass seine Detektionsrichtung in Querrichtung y des Schienenfahrzeugs verläuft.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.

Dabei sind die ersten Beschleunigungssensoren 49 bzw. 51 jeweils an einem ersten 157 bzw. 159 der sich in Fahrtrichtung x des Schienenfahrzeugs erstreckenden Langträger des jeweiligen Drehgestellrahmen, insbesondere an einem der Außenseite des ersten Rades 32 bzw. 36 des jeweiligen Drehgestells gegenüberliegenden Endabschnitt 199 bzw. 203 dieses ersten Langträgers, angeordnet.The first acceleration sensors 49 and 51 are each on a first 157 or 159 of the longitudinal 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 respectively opposite the outside of the first wheel 32 or 36 of the respective bogie. 203 of this first solebar.

Die zweiten Beschleunigungssensoren 50 bzw. 52 sind jeweils an dem zweiten 158 bzw. 160 der sich in Fahrtrichtung x des Schienenfahrzeugs erstreckenden Langträger des jeweiligen Drehgestellrahmen, insbesondere an einem zweiten Endabschnitt 200 bzw. 204 dieses zweiten Langträgers, der dem ersten Endabschnitt des ersten Langträgers bezogen auf die Mittelachse A.1 bzw. A.2 des Drehgestellrahmens 16 bzw. 17 diagonal gegenüberliegt, angeordnet.The second acceleration sensors 50 and 52 are each located on the second 158 or 160 of the longitudinal girders 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 girder, which relates to the first end section of the first longitudinal girder on the central axis A.1 or A.2 of the bogie frame 16 and 17 diagonally opposite, arranged.

Wie bereits erwähnt, umfasst die erfindungsgemäße Vorrichtung 48 Drehgeschwindigkeitssignalleitungen, Temperatursignalleitungen und Beschleunigungssignalleitungen. Außerdem umfasst die erfindungsgemäße Vorrichtung 48 Klemmkästen 207 bis 214, die an den Endabschnitten 199 bis 206 der Langträger angeordnet sind.As already mentioned, the device according to the invention comprises 48 rotational speed signal lines, temperature signal lines and acceleration signal lines. In addition, 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 solebars.

Dabei ist der erste Drehgeschwindigkeitssensor 57 mittels einer ersten 65 der Drehgeschwindigkeitssignalleitungen, der erste Temperatursensor 73 mittels einer ersten 89 der Temperatursignalleitungen und der erste 49 der Beschleunigungssensoren mittels einer ersten 53 der Beschleunigungssignalleitungen an das eine kombinierte Steuer- und Überwachungsgerät SG/ÜG.1 angeschlossen. Im Zuge der drei ersten Signalleitungen 65, 73 und 89 ist ein erster 207 der Klemmkästen angeordnet. Die drei ersten Signalleitungen 65, 73 und 89 sind gemeinsam als ein erster Kabelstrang vom ersten Klemmkasten 207 bis zu dem einen kombinierten Steuer- und Überwachungsgerät SG/ÜG.1 verlegt.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. In the course of the first three signal lines 65, 73 and 89, 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.

In gleicher Weise sind der weitere erste Drehgeschwindigkeitssensor 61 mittels einer weiteren ersten 69 der Drehgeschwindigkeitssignalleitungen, der weitere erste Temperatursensor 85 mittels einer weiteren ersten 101 der Temperatursignalleitungen und der weitere erste 51 der Beschleunigungssensoren mittels einer weiteren ersten 55 der Beschleunigungssignalleitungen an das eine kombinierte Steuer- und Überwachungsgerät SG/ÜG.1 angeschlossen. Im Zuge der drei weiteren ersten Signalleitungen 69, 101 und 55 ist ein weiterer erster 211 der Klemmkästen angeordnet. Die drei weiteren ersten Signalleitungen 69, 101 und 55 sind gemeinsam als ein weiterer erster Kabelstrang vom weiteren ersten Klemmkasten 211 bis zu dem einen kombinierten Steuer- und Überwachungsgerät SG/ÜG.1 verlegtIn the same way, the further first rotational speed sensor 61 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 to the one combined control and Monitoring device SG / ÜG.1 connected. In the course of the three further first signal lines 69, 101 and 55, another first 211 of the terminal boxes is arranged. The three further first signal lines 69, 101 and 55 are laid together as a further first cable strand from the further first terminal box 211 to the one combined control and monitoring device SG / ÜG.1

Außerdem sind der zweite Drehgeschwindigkeitssensor 58 mittels einer zweiten 66 der Drehgeschwindigkeitssignalleitungen, der zweite Temperatursensor 82 mittels einer zweiten 98 der Temperatursignalleitungen und der zweite Beschleunigungssensor 50 mittels einer zweiten 54 der Beschleunigungssignalleitungen an das weitere kombinierte Steuer- und Überwachungsgerät SG/ÜG.2 angeschlossen. Im Zuge der drei zweiten Signalleitungen 58, 98 und 54 ist wiederum ein zweiter 208 der Klemmkästen angeordnet. Die drei zweiten Signalleitungen sind gemeinsam als ein zweiter Kabelstrang vom zweiten Klemmkasten 208 bis zu dem weiteren kombinierten Steuer- und Überwachungsgerät SG/ÜG.2 verlegt.In addition, 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. In the course of the three second signal lines 58, 98 and 54, a second 208 of the terminal boxes is again arranged. 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.

In gleicher Weise sind der weitere zweite Drehgeschwindigkeitssensor 62 mittels einer weiteren zweiten 70 der Drehgeschwindigkeitssignalleitungen, der weitere zweite Temperatursensor 78 mittels einer weiteren zweiten 94 der Temperatursignalleitungen und der weitere zweite Beschleunigungssensor 52 mittels einer weiteren zweiten 56 der Beschleunigungssignalleitungen an das weitere kombinierte Steuer- und Überwachungsgerät SG/ÜG.2 angeschlossen. Im Zuge der drei zweiten Signalleitungen 70, 94 und 56 ist wiederum ein weiterer zweiter 212 der Klemmkästen angeordnet. Die drei weiteren zweiten Signalleitungen 70, 94 und 56 sind gemeinsam als ein weiterer zweiter Kabelstrang vom zweiten Klemmkasten 208 bis zu dem weiteren kombinierten Steuer- und Überwachungsgerät SG/ÜG.2 verlegt.In the same way, 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. In the course of the three second signal lines 70, 94 and 56, a further second 212 of the terminal boxes is again arranged. The three other second Signal lines 70, 94 and 56 are laid together as a further, second cable run from the second terminal box 208 to the further combined control and monitoring device SG / ÜG.2.

Der erste Klemmkasten 207 ist an dem ersten Langträger 157 des Drehgestellrahmens 16 befestigt und der zweite Klemmkasten 208 ist an dem zweiten Langträger 158 des Drehgestellrahmens 16 befestigt.The first terminal box 207 is attached to the first longitudinal beam 157 of the bogie frame 16 and the second terminal box 208 is attached to the second longitudinal beam 158 of the bogie frame 16.

In gleicher Weise ist der weitere erste Klemmkasten 211 an dem ersten Langträger 159 des Drehgestellrahmens 17 befestigt und der weitere zweite Klemmkasten 212 ist an dem zweiten Langträger 160 des Drehgestellrahmens 17 befestigt.In the same way, 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.

Während gemäß Figur 7 bei der Ausführungsform 48 der erfindungsgemäßen Vorrichtung die Beschleunigungssensoren 49 bis 52 unmittelbar an den Langträgern 157 bis 160 befestigt sind, sind die Beschleunigungssensoren 49' bis 52' bei der in der Figur 8 gezeigten modifizierten Ausführungsform 48' der erfindungsgemäßen Vorrichtung in den Klemmkästen 207, 208, 211, 212 angeordnet. Der erste Beschleunigungssensor 49' ist also in dem ersten Klemmkasten 207 angeordnet und der zweite Beschleunigungssensor 50' ist in dem zweiten Klemmkasten 208 angeordnet. Außerdem ist der weitere erste Beschleunigungssensor 51' in dem Klemmkasten 211 angeordnet und der weitere zweite Beschleunigungssensor 52' ist in dem Klemmkasten 212 angeordnet.While according to Figure 7 In the embodiment 48 of the device according to the invention, the acceleration sensors 49 to 52 are attached 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 thus arranged in the first terminal box 207 and the second acceleration sensor 50 ′ is arranged in the second terminal box 208. In addition, 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.

Gemäß Figur 4 weist die erfindungsgemäße Vorrichtung 48 einen dritten Geschwindigkeitssensor 59 auf, der an einem ersten Radsatzlager 22 des zweiten Radsatzes angeordnet ist und ein drittes Drehgeschwindigkeitssignal n.3.1 an das eine elektronische Steuergerät SG.1 ausgibt. Außerdem weist die Vorrichtung einen vierten Drehgeschwindigkeitssensor 60 auf, der an einem zweiten Radsatzlager 21 des ersten Radsatzes angeordnet ist und ein viertes Drehgeschwindigkeitssignal n.4.1 an das weitere elektronische Steuergerät SG.2 ausgibt.According to Figure 4 the device 48 according to the invention 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 the one electronic control unit SG.1. The device also 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.

In gleicher Weise ist ein weiterer dritter Drehgeschwindigkeitssensor 63 vorgesehen, der an einem ersten Radsatzlager 26 des zweiten Radsatzes des weiteren Drehgestells angeordnet ist und ein weiteres drittes Drehgeschwindigkeitssignal n.3.2 an das eine elektronische Steuergerät SG.1 ausgibt. Ein weiterer vierter Drehgeschwindigkeitssensor 64 ist an dem zweiten Radsatzlager 25 des ersten Radsatzes des weiteren Drehgestells angeordnet und gibt ein weiteres viertes Drehgeschwindigkeitssignal n.4.2 an das weitere elektronische Steuergerät SG.2 aus.In the same way, 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 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.

Von den sechzehn Temperatursensoren 73 bis 88 sind an jedem der Radsatzlager der Radsätze jeweils zwei angeordnet, wobei jeweils einer der beiden Temperatursensoren, die einem Radsatz zugeordnet sind, sein Temperatursignal an das eine elektronische Überwachungsgerät ÜG.1 ausgibt und der jeweils zweite Temperatursensor sein Temperatursignal an das zweite elektronische Überwachungsgerät ÜG.2 ausgibt.Two of the sixteen temperature sensors 73 to 88 are arranged on each of the wheel set bearings of the wheel sets, with one of the two temperature sensors assigned to a wheel set outputting its temperature signal to one electronic monitoring device ÜG.1 and the second temperature sensor outputting its temperature signal the second electronic monitoring device ÜG.2 outputs.

Wie bereits erwähnt, sind die dritten und vierten Drehgeschwindigkeitssensoren mittels Drehgeschwindigkeitssignalleitungen 67, 68 bzw. 71, 72 mit den ihnen zugeordneten Überwachungsgeräten verbunden.As already mentioned, the third and fourth rotational speed sensors are connected to the monitoring devices assigned to them by rotational speed signal lines 67, 68 and 71, 72, respectively.

Die zusätzlichen Temperatursensoren 73 bis 88 sind entsprechend über die Temperatursignalleitungen 89 bis 104 mit den ihnen zugeordneten Überwachungsgeräten verbunden.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.

Das eine elektronische Steuergeräte SG.1 gibt seine Steuersignale in Abhängigkeit eines Sollwertes aus, der von einer zentralen Steuereinheit SPCS ausgegeben wird. Dabei wird mittels der Steuersignale ein aus den ermittelten Drehgeschwindigkeitssignalen ermittelter Istwert auf den vorgegebenen Sollwert geregelt.One electronic control unit SG.1 outputs its control signals as a function of a setpoint value which is output by a central control unit SPCS. In this case, an actual value determined from the determined rotational speed signals is regulated to the specified target value by means of the control signals.

Die beiden kombinierten Steuer- und Überwachungsgeräte SG/ÜG.1 und SG/ÜG.2 sind über einen Datenbus in Form eines Zugbusses ZBUS, der PN-Schnittstellen 220, 221 der beiden kombinierten Steuer- und Überwachungsgeräte SG/ÜG.1 und SG/ÜG.2 mit einer PN-Schnittstelle 223 der zentrale Steuereinheit SPCS verbindet, an die zentrale Steuereinheit SPCS angeschlossen. An den Zugbus ZBUS sind außerdem auch noch ein Anzeigegerät (Display) 224 und ein Sprachausgabegerät 225 angeschlossen. Weiterhin sind die beiden kombinierten Steuer-und Überwachungsgeräte über Stromanschlüsse 226, 227 an ein Bordenergienetz 228 angeschlossen.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, 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. Furthermore, the two combined control and monitoring devices are connected to an on-board power network 228 via power connections 226, 227.

Wie die Figur 1 zeigt, weisen die beiden kombinierten Steuer-und Überwachungsgeräte SG/ÜG.1, SG/ÜG.2 jeweils eine I/O-Schnittstelle 229 bzw. 230, eine Kanal-Auswertungseinheit 231 bzw. 232 und eine Kanal-Zustandsbewertungseinheit 233 bzw. 234 auf.As the Figure 1 shows, 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.

Die Abschnitte der Signalleitungen, die jeweils eine der Steckverbindungen 153 bis 156 mit einer der I/O-Schnittstellen 229 und 230 verbinden, bilden jeweils einen der hier mit den Bezugszeichen 235 bis 242 versehenen Stränge. So bilden beispielsweise die Abschnitte der Signalleitungen, die die Steckverbindung 153 mit der I/O-Schnittstelle 229 verbinden, einen erster 235 der Stränge, über den die Signale der Sensoren 49, 57, 73 und 76 zu der I/O-Schnittstelle 229 gelangen.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 symbols 235 to 242. For example, 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 .

Wie die Figur 1 weiterhin zeigt, weisen die beiden kombinierten Steuer- und Überwachungsgeräte SG/ÜG.1, SG/ÜG.2 ferner jeweils eine Gerätebus-Schnittstelle 243 bzw. 244 auf, über die sie mit dem GBUS.Ü verbunden sind.As the Figure 1 also shows, the two combined control and monitoring devices SG / ÜG.1, SG / ÜG.2 also each have a device bus interface 243 and 244, via which they are connected to the GBUS.Ü.

Von der I/O-Schnittstelle 229 gelangen die dort eingehenden Signale über die Kanal-Auswertungseinheit 231 und die Kanal-Zustandsbewertungseinheit 233 zum Überwachungsgerät ÜG.1.From the I / O interface 229, the incoming signals pass through the channel evaluation unit 231 and the channel status evaluation unit 233 to the monitoring device ÜG.1.

Von der I/O-Schnittstelle 230 gelangen die dort eingehenden Signale über die Kanal-Auswertungseinheit 232 und die Kanal-Zustandsbewertungseinheit 234 zum Überwachungsgerät ÜG.2.From the I / O interface 230, the incoming signals pass via the channel evaluation unit 232 and the channel status evaluation unit 234 to the monitoring device ÜG.2.

Von der I/O-Schnittstelle 229 gelangen die dort eingehenden Signale außerdem über die Kanal-Auswertungseinheit 231 zur Gerätebus-Schnittstelle 243 und von dort über den Gerätebus GBUS.Ü zur Gerätebus-Schnittstelle 244.From the I / O interface 229, the signals arriving there also reach the device bus interface 243 via the channel evaluation unit 231 and from there to the device bus interface 244 via the device bus GBUS.Ü.

Von der I/O-Schnittstelle 230 gelangen die dort eingehenden Signale über die Kanal-Auswertungseinheit 232 zur Gerätebus-Schnittstelle 244 und von dort über den Gerätebus GBUS.Ü zur Gerätebus-Schnittstelle 243.From the I / O interface 230, the incoming signals pass 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.

Von der Gerätebus-Schnittstelle 243 gelangen die dort eingehenden Signale über die Kanal-Zustandsbewertungseinheit 233 zum Überwachungsgerät ÜG.1.From the device bus interface 243, the incoming signals pass via the channel status evaluation unit 233 to the monitoring device ÜG.1.

Von der Gerätebus-Schnittstelle 244 gelangen die dort eingehenden Signale über die Kanal-Zustandsbewertungseinheit 234 zum Überwachungsgerät ÜG.2.From the device bus interface 244, the incoming signals pass via the channel status evaluation unit 234 to the monitoring device ÜG.2.

Die Überwachungsgeräte ÜG.1 und ÜG.2 erzeugen auf der Basis der dort jeweils eingehenden Signale Warn- und/oder Alarmsignale, die in einer Auswerteeinheit 245 der zentralen Steuereinheit SPCS ausgewertet werden, wobei die zentrale Steuereinheit SPCS im Ergebnis der Auswertung beispielsweise eine Reduzierung der maximalen Geschwindigkeit des Schienenfahrtzeugs (Zuges) und/oder die Ausgabe von Meldungen über das Anzeigegerät 224 und/oder das Sprachausgabegerät 225 veranlassen kann.The monitoring devices ÜG.1 and ÜG.2 generate warning and / or alarm signals on the basis of the respective incoming signals, which are evaluated in an evaluation unit 245 of the central control unit SPCS, the central control unit SPCS, for example, a reduction in 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.

Wie die Figur 9 beispielhaft anhand des Wagens 3 zeigt, sind bei den einzelnen Wagen die elektronischen Diagnosegeräte DG.1 und DG.2 am Fahrwerk angeordnet. Dabei ist das eine elektronische Diagnosegerät DG.1 jeweils an dem einen Drehgestell 16 angeordnet. Das weitere elektronische Diagnosegerät DG.2 ist jeweils an dem zweiten Drehgestell 17 angeordnet.As the Figure 9 shows by way of example using the carriage 3, the electronic diagnostic devices DG.1 and DG.2 are arranged on the chassis for the individual cars. One electronic diagnostic device DG.1 is arranged on each of the bogies 16. The further electronic diagnostic device DG.2 is arranged on the second bogie 17 in each case.

Die Diagnosegeräte weisen jeweils einen separaten Stromanschluss 246 bzw. 247 auf und sind über Verbindungsleitungen 248, 249 und einen Stromwandler 250 an das Bordenergienetz 228 angeschlossen.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 on-board power grid 228.

Die Diagnosegeräte weisen weiterhin jeweils eine Gerätebus-Schnittstelle 251 bzw. 252 auf. Ferner weisen die beiden kombinierten Steuer- und Überwachungsgeräte SG/ÜG.1, SG/ÜG.2 jeweils eine Gerätebus-Schnittstelle 253 bzw. 254 auf, wobei die Diagnosegerät DG.1 und DG.2 und die beiden kombinierten Steuer- und Überwachungsgeräte SG/ÜG.1, SG/ÜG.2 mittels ihrer Schnittstellen 250 bis 254 an einen Datenbus in Form eines weiteren Gerätebusses zur Diagnose GBUS.D angeschlossen sind.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 and 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 to a data bus in the form of a further device bus for diagnosis GBUS.D by means of their interfaces 250 to 254.

An jedem der Radsatzlager 20 bis 27 der Drehgestelle 5, 6 ist jeweils einer der mit den Bezugszeichen 105 bis 108 bzw. 117 bis 120 bezeichneten Beschleunigungssensoren zur Fahrwerksdiagnose derart angeordnet, dass seine Detektionsrichtung in Längsrichtung x des Schienenfahrzeugs verläuft.On each of the wheelset bearings 20 to 27 of the bogies 5, 6, one of the acceleration sensors designated by the reference numerals 105 to 108 or 117 to 120 for chassis diagnosis is arranged such that its detection direction runs in the longitudinal direction x of the rail vehicle.

Vier - hier mit den Bezugszeichen 113 bis 116 bezeichnete - der Beschleunigungssensoren zur Fahrwerksdiagnose sind an dem Drehgestellrahmen 16 und weitere vier - hier mit den Bezugszeichen 125 bis 128 bezeichnete - der Beschleunigungssensoren zur Fahrwerksdiagnose sind an dem Drehgestellrahmen 17 angeordnet.Four of the acceleration sensors for chassis diagnosis - here denoted by reference numerals 113 to 116 - are arranged on the bogie frame 16 and a further four - here denoted by reference numerals 125 to 128 - of the acceleration sensors for chassis diagnosis are arranged on the bogie frame 17.

Von den vier Beschleunigungssensoren 113 bis 116 ist ein erster 115 an dem sich in Fahrtrichtung des Schienenfahrzeugs erstreckenden ersten Langträger 157 des Drehgestellrahmens 16 an dem Endabschnitt 201 angeordnet. Ein zweiter 116 ist an dem sich in Fahrtrichtung des Schienenfahrzeugs erstreckenden zweiten Langträger 158 des Drehgestellrahmens 16 an dem Endabschnitt 202 angeordnet. Ein dritter 113 ist mittig an dem ersten Langträger 157 angeordnet ist und ein vierter 114 ist mittig an dem zweiten Langträger 158 angeordnet.Of the four acceleration sensors 113 to 116, a first 115 is arranged on the first longitudinal 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 longitudinal beam 158 of the bogie frame 16, which extends in the direction of travel of the rail vehicle, at the end section 202. A third 113 is arranged centrally on the first solebar 157 and a fourth 114 is arranged centrally on the second solebar 158.

Von den vier Beschleunigungssensoren 125 bis 128 ist ein erster 127 an dem sich in Fahrtrichtung des Schienenfahrzeugs erstreckenden ersten Langträger 159 des Drehgestellrahmens 17 an dem Endabschnitt 205 angeordnet. Ein zweiter 128 ist an dem sich in Fahrtrichtung des Schienenfahrzeugs erstreckenden zweiten Langträger 160 des Drehgestellrahmens 17 an dem Endabschnitt 206 angeordnet. Ein dritter 125 ist mittig an dem ersten Langträger 159 angeordnet ist und ein vierter 126 ist mittig an dem zweiten Langträger 160 angeordnet.Of the four acceleration sensors 125 to 128, a first 127 is on the first longitudinal 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 longitudinal beam 160 of the bogie frame 17, which extends in the direction of travel of the rail vehicle, at the end section 206. A third 125 is arranged centrally on the first solebar 159 and a fourth 126 is arranged centrally on the second solebar 160.

An den Endabschnitten 201, 202, 205, 206 der Längträger sind die Beschleunigungssensoren 115, 116, 127, 128 derart angeordnet, dass ihre Detektionsrichtung in Hochrichtung z des Schienenfahrzeugs verläuft.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.

Mittig an den Längträgern sind die Beschleunigungssensoren 113, 114, 125, 126 derart angeordnet, dass ihre Detektionsrichtung in Längsrichtung x des Schienenfahrzeugs verläuft.The acceleration sensors 113, 114, 125, 126 are arranged in the center of the side members in such a way that their detection direction runs in the longitudinal direction x of the rail vehicle.

Jeder der Achsen 28 bis 31 eines Wagens ist ein Motor 257 bis 260 zugeordnet, der über ein Getriebe 261 bis 264 die jeweilige Achse antreibt. An jedem dieser Motoren 257 bis 260 und an jedem dieser Getriebe 261 bis 264 ist von den hier mit den Bezugszeichen 109 bis 112, 121 bis 124 bezeichneten Beschleunigungssensoren zur Fahrwerksdiagnose jeweils einer derart angeordnet, dass seine Detektionsrichtung in Längsrichtung x des Schienenfahrzeugs verläuft.Each of the axles 28 to 31 of a car is assigned a motor 257 to 260 which drives the respective axle via a transmission 261 to 264. On each of these motors 257 to 260 and on each of these transmissions 261 to 264, one of the acceleration sensors for chassis diagnosis, denoted here by the reference numerals 109 to 112, 121 to 124, is arranged in such a way that its detection direction runs in the longitudinal direction x of the rail vehicle.

Die Diagnosegeräte DG.1 und DG.2 sind jeweils geeignet ausgebildet, die Beschleunigungssignale einem Diagnoseverfahren zu unterziehen und im Ergebnis des Diagnoseverfahrens Diagnosedaten zu generieren. Das Diagnoseverfahren umfasst eine Schwingungsanalyse der Beschleunigungssignale. Die Schwingungsanalyse kann beispielsweise auf der Basis einer Fouriertransformation erfolgen.The diagnostic devices DG.1 and DG.2 are each suitably designed to subject the acceleration signals to a diagnostic process and to generate diagnostic data as a result of the diagnostic process. The diagnostic method includes a vibration analysis of the acceleration signals. The vibration analysis can for example take place on the basis of a Fourier transformation.

Die beiden elektronischen Diagnosegeräte DG.1 und DG.2 sind, insbesondere zur Übertragung der Diagnosedaten, über den weiteren Gerätebus GBUS.D und über die beiden kombinierten Steuer- und Überwachungsgeräte SG/ÜG.1, SG/ÜG.2, die dabei lediglich als Gateway dienen, an den Zugbus ZBUS des Schienenfahrzeugs angeschlossen.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 only serve as a gateway, connected to the ZBUS train bus of the rail vehicle.

Die Diagnosegeräte DG.1 und DG.2 sind geeignet ausgebildet, die Diagnosedaten zu speichern. Zur Speicherung der Diagnosedaten kann aber auch ein an den weiteren Gerätebus GBUS.D oder den Zugbus ZBUS angeschlossenes weiteres Gerät vorgesehen sein.The diagnostic devices DG.1 and DG.2 are designed to save the diagnostic data. However, 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.

Im Unterschied zur Figur 9 umfassen die Überwachungsgeräte ÜG".1 und ÜG".2 bei der in Figur 10 dargestellten modifizieren Ausführungsform 48" der erfindungsgemäßen Vorrichtung keine elektronische Laufstabilitätsüberwachung. Vielmehr sind das eine elektronischen Diagnosegerät DG".1 und ein elektronisches Überwachungsgerät ÜG.3, das eine elektronische Laufstabilitätsüberwachung LSÜ.3 umfasst, zu einer baulichen Einheit zusammengefasst. Außerdem sind bei dieser Ausführungsform das weitere Diagnosegerät DG".2 und ein weiteres elektronisches Überwachungsgerät ÜG.4, das eine weitere elektronische Laufstabilitätsüberwachung LSÜ.4 umfasst, zu einer weiteren baulichen Einheit zusammengefasst. Die beiden Einheiten bilden jeweils ein dem Drehgestell 5 bzw. 6 zugeordnetes kombiniertes Diagnose- und Überwachungsgerät DG/ÜG".1 bzw. DG/ÜG".2.In contrast to the Figure 9 include the monitoring devices ÜG ".1 and ÜG" .2 for the in Figure 10 The modified embodiment 48 ″ of the device according to the invention shown does not have electronic running stability monitoring. Rather, these are an electronic diagnostic device DG ″ .1 and an electronic monitoring device ÜG.3, which includes an electronic running stability monitoring LSÜ.3, combined to form 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 monitoring LSÜ.4, are combined to form a further structural unit. The two units each form one of the bogie 5 and 6, respectively assigned combined diagnostic and monitoring device DG / ÜG ".1 or DG / ÜG" .2.

Anstelle oder zusätzlich zu den Laufstabilitätsüberwachungen LSÜ.3 und LSÜ.4 könnten aber auch die elektronischen Rollüberwachungen und/oder die elektronischen Heißläuferüberwachungen nicht im Wagenkasten 7 vorgesehen, sondern - als Teil der kombinierten Diagnose- und Überwachungsgeräte SG/ÜG".1, SG/ÜG".2 - in den Drehgestellen 5, 6 angeordnet werden.Instead of or in addition to the running stability monitors LSÜ.3 and LSÜ.4, the electronic roll monitoring and / or the electronic hot runner monitoring could not be provided in the car body 7, but - as part of the combined diagnostic and monitoring devices SG / ÜG ".1, SG / ÜG ".2 - are arranged in the bogies 5, 6.

Claims (12)

  1. Rail vehicle (1), in which two wheelsets (8, 9; 10, 11) of a bogie (5; 6) are fastened to a bogie frame (16; 17) via a primary suspension (12, 13; 14, 15) and in which at least one carriage has an apparatus (48; 48'; 48") with a diagnostic facility (DE; DE"),
    wherein the diagnostic facility (DE; DE") has an electronic diagnostic device (DG.1; DG".1; DG.2; DG" .2) arranged on the bogie (5; 6) and acceleration sensors (105 to 116; 117 to 128) arranged on the bogie (5; 6) for chassis diagnosis, which output acceleration signals to the electronic diagnostic device (DG.1; DG" .1; DG.2; DG".2), characterised in that a first (115; 127) of the acceleration sensors for chassis diagnosis is arranged on a first end section (201; 205), opposite the outside of a wheel (34; 38) of one of the two wheelsets (8, 9; 10, 11), of a first side-sill (157; 159) of the bogie frame (16; 17) extending in the direction of travel (x) of the rail vehicle, such that its direction of detection runs in the vertical direction (z) of the rail vehicle.
  2. Rail vehicle (1) according to claim 1,
    characterised in that
    a second (116; 128) of the acceleration sensors for chassis diagnosis is arranged on a second end section (202; 206) of a second side-sill (158; 160) of the bogie frame (16; 17) extending in the direction of travel (x) of the rail vehicle, said second end section (202; 206) lying diagonally opposite the first end section (201; 205) of the first side-sill in relation to the centre axis (A.1; A.2) of the bogie frame, such that its direction of detection runs in the vertical direction (z) of the rail vehicle.
  3. Rail vehicle (1) according to one of claims 1 or 2,
    characterised in that
    a third (113; 125) of the acceleration sensors for chassis diagnosis is arranged centrally on the first side-sill (157; 159) such that its direction of detection runs in the longitudinal direction (x) of the rail vehicle.
  4. Rail vehicle (1) according to one of claims 2 or 3,
    characterised in that
    a fourth (114; 126) of the acceleration sensors for chassis diagnosis is arranged centrally on the second side-sill (158; 160) such that its direction of detection runs in the longitudinal direction (x) of the rail vehicle.
  5. Rail vehicle (1) according to one of claims 1 to 4,
    characterised in that
    at least one (105; 117) of the acceleration sensors for chassis diagnosis is arranged on a first wheelset bearing (20; 24) of a first wheelset (8; 10) of the bogie (5; 6), in particular such that its direction of detection runs in the longitudinal direction (x) of the rail vehicle (1).
  6. Rail vehicle (1) according to claim 5,
    characterised in that
    one (105, 108, 107, 106; 117, 120, 119, 118) of the acceleration sensors for chassis diagnosis is arranged in each case on each wheelset bearing (20, 21, 22, 23; 24, 25, 26, 27) of the bogie (5; 6), in particular such that its direction of detection runs in the longitudinal direction (x) of the rail vehicle (1).
  7. Rail vehicle (1) according to one of claims 1 to 6,
    characterised in that
    at least one (111; 123) of the acceleration sensors for chassis diagnosis is arranged on a gearbox (261; 263) of the bogie, in particular such that its direction of detection runs in the longitudinal direction (x) of the rail vehicle (1).
  8. Rail vehicle (1) according to one of claims 1 to 7,
    characterised in that
    the diagnostic device (DG.1; DG" .1; DG.2; DG" .2) is suitably embodied to subject the acceleration signals of the acceleration sensors (105 to 116; 117 to 128) to a diagnostic procedure and to generate diagnostic data as a result of the diagnostic procedure.
  9. Rail vehicle (1) according to claim 8,
    characterised in that
    the electronic diagnostic device (DG.1; DG".1; DG.2; DG".2), in particular for the transmission of the diagnostic data, is connected to a train bus (ZBUS) of the rail vehicle (1) by means of a data bus (GBUS.D).
  10. Rail vehicle (1) according to one of claims 8 or 9,
    characterized in that
    the diagnostic device (DG.1; DG" .1; DG.2; DG".2) and/or a further device connected to the data bus (GBUS.D) or the train bus (ZBUS) is suitably embodied to store the diagnostic data.
  11. Rail vehicle (1) according to one of claims 1 to 10,
    characterised by
    a monitoring facility (ÜE") which has an electronic monitoring device (ÜG.3; ÜG.4) and at least one acceleration sensor (49; 51) for chassis monitoring which outputs an acceleration signal to the monitoring device (UG.3; ÜG.4), and/or at least one temperature sensor for chassis monitoring which outputs a temperature signal to the monitoring device, and/or at least one rotation speed sensor for chassis monitoring which outputs a rotation speed signal to the monitoring device.
  12. Rail vehicle (1) according to claim 11,
    characterised in that
    the one electronic diagnostic device (DG" .1; DG".2) and the one electronic monitoring device (UG.3; UG.4) are combined to form a structural unit, which forms a combined diagnostic and monitoring device (DG/ÜG" .1; DG/ÜG" .2), which is associated with the one bogie (16; 17) of the rail vehicle (1).
EP13763038.0A 2012-09-28 2013-09-13 Device for a rail vehicle Active EP2888147B2 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012217721.3A DE102012217721A1 (en) 2012-09-28 2012-09-28 Device for a rail vehicle
PCT/EP2013/068982 WO2014048768A1 (en) 2012-09-28 2013-09-13 Device for a rail vehicle

Publications (4)

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EP2888147A1 EP2888147A1 (en) 2015-07-01
EP2888147B1 EP2888147B1 (en) 2020-02-19
EP2888147B9 true EP2888147B9 (en) 2020-08-19
EP2888147B2 EP2888147B2 (en) 2023-05-31

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ES2779675T9 (en) 2020-09-24
DE102012217721A1 (en) 2014-04-03
EP2888147B1 (en) 2020-02-19
ES2779675T3 (en) 2020-08-18
HUE049753T2 (en) 2020-10-28
ES2779675T5 (en) 2023-10-24
WO2014048768A1 (en) 2014-04-03
EP2888147B2 (en) 2023-05-31
EP2888147A1 (en) 2015-07-01

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