RU53253U1 - ELECTRIC TRAIN DIAGNOSTIC SYSTEM (OPTIONS) AND NODE FOR INSTALLING THE SENSOR OF THIS SYSTEM - Google Patents

Abstract

abstract

Declared a system for diagnosing an electric train, including a sensor that senses the operating parameter of the axle box and / or traction gear, an indication device, and a measuring device. The measuring device is electrically connected to the output of the sensor and to the input of the indicating device and is configured to compare the value of the operating parameter of the axle box assembly and / or traction reducer received from the sensor with the threshold value of this operating parameter to output a signal to the indicating device when the operating parameter exceeds the threshold value. Each axle box and / or traction gearbox has its own separate sensor, and each sensor is located on an electric train. EFFECT: increased safety of electric train movement, reduced operating costs, as well as simplified installation and operation.

(Figure 1)

Description

2420-300586EN / 081

Electric Train Diagnostic System

DESCRIPTION

The claimed utility model relates to a system for diagnosing electric trains.

Currently used systems for automatic control of the technical condition of rolling stock include measuring devices, information transmitting devices, and indicating devices. Measuring devices are traveling devices (PONAB, DISK, KTSM, etc.) installed at fairly long intervals (30-40 km). These track devices automatically measure the temperature of the axlebox in a non-contact way (optically or inductively) when rolling stock passes by them. Information about the condition of the axleboxes is processed and, by a radio signal, information about overheating of the axleboxes is transmitted to the driver, who, after the established procedure for interacting with the station duty officer, stops the electric train. The drawback of such systems is that the temperature of the axleboxes is measured only at sufficiently long intervals and information can be received by the driver even when the temperature of the axlebox assembly has significantly exceeded the allowable temperature, which can lead to failure of axleboxes and the train to go off the rail. This drawback becomes even more critical, due to the need for a sufficiently long time to transmit information about the overheating of the axleboxes to the driver.

Another disadvantage of these systems is the significant complexity in the operation and preparation for it. Several trains stop daily on the Moscow road due to the operation of PONAB, DISK, and KTSM devices. The investigation shows that it is not uncommon for devices to operate falsely for a number of objective and subjective reasons. Also, such systems are very expensive, since the installation of measuring equipment (PONAB, DISK, KTSM) requires special preparation of the site for their installation, separate buildings along the track or placement in other rooms, special cables, etc. In addition, these systems have very low measurement accuracy, which can be reduced, depending on the state of the environment (fog, precipitation, and other factors).

Another significant drawback of these systems is the limited use of them only for diagnosing the condition of axle boxes. In particular, such systems are not used to diagnose the condition of the traction gearbox and other devices located on the electric train.

In accordance with the foregoing, the technical result of the claimed utility model is to increase the safety of electric train movement and reduce operating costs due to the high accuracy and reliability of measurement while reducing the time of transmission of measurement results to the driver, as well as to simplify installation and operation. At the same time, “reduction in operating costs” means time and economic costs due to stops and downtime of electric trains as a result of false positives of diagnostic systems.

In accordance with the utility model, this technical result is achieved by means of an electric train diagnostic system comprising a sensor sensing an operating parameter of the axle box assembly and / or traction reducer, an indication device, and a measuring device that is electrically connected to the sensor output and to the input of the indication device and which is made with the possibility of comparing the values received from the sensor of the operating parameter of the axle box assembly and / or traction reducer with the threshold value of this operating parameter and chi signal on the display device when operating parameter exceeding a threshold, wherein each node pedestal and / or traction gear unit has its own separate sensor, wherein each sensor is disposed on an electric train.

Under the "threshold value of the operating parameter" in this application refers to some pre-set value of the operating parameter, which is selected by the user taking into account environmental conditions and the conditions of violations of normal operation of the controlled device. It should be noted that the threshold value is less than the value of the operating parameter at which the controlled device fails.

The axle box sensor and the traction gear sensor are designed to measure the operating parameter of the axlebox bearings or, respectively, the thrust gear bearing bearings. These bearings are installed directly in the housing, which is hereinafter referred to as the axle box housing and, accordingly, the traction gearbox. Considering that both elevated temperature and vibration accelerations are damaging to the bearing assemblies, temperature sensors, vibration sensors, including combined ones, can be used in the proposed train diagnostic system.

It is preferable to install the sensor in the hole for supplying lubricant to the housing of the axle box assembly / traction gearbox, which ensures high measurement accuracy due to direct contact between the sensor and the housing of the axlebox / traction gearbox. Such an installation can be carried out by means of a bolt, which is a plug of the specified hole for supplying lubricant. For this, the bolt is equipped with a blind axial hole made on the front side of the head into which the sensor is inserted and fixed. The advantage of this embodiment is the simplicity of mounting the sensor in the axle box / traction reducer and the ability to easily replace a failed sensor. In addition, such an installation does not require a change in the design of the axle box / traction reducer itself, as a result of which the declared system is more economical and it is possible to install the corresponding utility model of the system in known operating axle boxes / traction reducers.

However, the utility model is not limited to such an installation scheme. So, for example, it can be provided to install the sensor on the axle box / traction gear housing, which also provides direct contact between the sensor and the axle box / traction gear housing and, accordingly, the measurement accuracy. The advantage of this embodiment can be seen in the fact that if it is necessary to introduce additional lubrication, it is not necessary to dismantle the sensor, during which the sensor may be damaged. Alternatively, it may be provided to install a sensor, which may be a non-contact measurement sensor, on the bearing parts of the car, for example, on the side beam of the car chassis carriage or the side beam of the car frame or the like. The advantage of this embodiment can be seen in the fact that the sensor can be located in the immediate vicinity of the measuring device. Due to this arrangement, the connecting lines between the sensor and the measuring device can be significantly shortened or completely eliminated, which in turn leads to savings in working space and a reduction in capital costs for installing the system. In addition, if the sensor generates an analog signal, then this arrangement improves the accuracy and reliability of the measurement by reducing or eliminating distortion of the measurement signal.

Preferably, the measuring device can be installed on each trolley of each car, which eliminates the excessive length of the connecting lines and simplifies installation.

Advantageously, the measuring device can be configured to transmit, together with a signal that the operating parameter has exceeded the threshold value, information about the axle box and / or traction reducer in which this excess is fixed, and the display device is configured to indicate this information.

Between the display device and the measuring device, a pairing device may be turned on which is capable of amplifying, correcting (if necessary) and transmitting information about the operating parameter exceeding its threshold value from the measuring device to the display device. The interface device converts the signal received from the measuring device into a high-frequency signal, which is transmitted to the indicating device, which eliminates the effect on the transmitted signal of various fields arising in the electric train (magnetic, electric, etc.), and therefore increase the reliability and accuracy of the system during transmission information about the operating parameter. Preferably, the high-frequency signal from the interface device to the display unit can be transmitted through the passenger-driver communication system (TON system). The advantage of this is that there is no need to use additional wires in the intercar connections, which further facilitates the installation of the corresponding utility model of the system on any electric train. However, it should be noted that data transmission through inter-car connections is also possible.

Advantageously, the interface device can be additionally connected with at least one of the sensors of the following devices located on the car: high-speed switches, electric circuits for lowering the current collector, signaling the power circuit of the motor and trailer car, auxiliary circuits, slipping relays, signaling of pneumatic brakes, electronic relay blocks , fire safety system and the like. The sensor of the corresponding device is configured to issue a signal to the interface device when the corresponding device is triggered. Here, by “triggering a device” is meant both the actual actuation of the device (for example, automatic lowering of the current collector) and a violation of the normal operation of the device (for example, an open circuit). The interface device transmits a signal received from the sensor, containing information directly about the triggered device, to the display device, which is configured to display this information. The advantage of this embodiment is the presentation to the driver on the display device of information about which particular device worked and on which car it was installed.

The opportunity provided by the diagnostic system for the corresponding utility model to control critical components, electrical devices and their circuits will significantly reduce the time spent on technical inspections of electric trains at turnover points, as well as on the acceptance of rolling stock after inspections and repairs in major depots. In addition, the automatic control of the above critical devices along the route and before leaving the line for passengers can significantly improve the safety of operation of the electric train.

Preferably, the display device may be associated with a storage device. Such an implementation allows you to keep a log of the corresponding utility model of the system and track the dynamics of changes in operating parameters.

In one embodiment of the utility model, it may be provided that the electric train diagnostic system includes a sensor sensing the operating parameter of the monitored device and an associated indicating device, each monitored device having its own sensor located on the electric train, and between the sensor and the indicating device connected to the interface device, configured to amplify the signal received from the sensor and transmit this amplified signal to the device ind katsii through the communication system passenger-driver. This embodiment allows to significantly increase the safety of electric trains due to the quick and timely transmission of information about controlled devices to the driver.

As a controlled device, the axle box, traction reducer, high-speed switch, electric circuits for lowering the current collector, signaling the operation of the power circuit of the motor and trailer cars, auxiliary circuits, slipping relays, signaling of pneumatic brakes, electronic relay blocks, fire safety systems and others can act as a controlled device. The critical parameter for this device can be selected as the operating parameter. Such a parameter can be, in particular, heating or vibration for the axle box and traction gear, or a parameter that causes the device to trip, for example, amperage for a high-speed circuit breaker, temperature or smoke for fire safety systems, etc.

According to yet another embodiment of the utility model, the electric train diagnostic system includes a sensor sensing an operating parameter of the device to be monitored and an associated indicating device. At the same time, each controlled device has its own sensor located on the electric train. An interface device is connected between the sensor and the indicating device, configured to amplify the signal received from the sensor and to transmit the amplified signal containing information about the particular device to be monitored to the indicating device. The display device is configured to display information about a particular monitored device. In each case, the term “specific monitored device” does not mean the type of device as a whole (for example, axle boxes, current collectors, etc.), but only one of the devices of this type on a specific car (for example, the first axle box on the left of the second car, the first current collector on the fourth carriage, etc.). One or more, preferably all of the devices mentioned in the previous embodiment, can act as a controlled device. Similarly to the previous embodiment of the utility model, it also improves the safety of electric trains by constantly monitoring the above responsible devices along the route and in the event of a device tripping or malfunctioning, timely transmission of information about controlled devices to the driver for urgent measures.

Advantageously, the interface device may be connected to the display device via the passenger-driver communication system.

Another object of the utility model is a node for installing a sensor of the electric train diagnostic system. The unit includes the housing of the axle box or traction gearbox with a hole for the supply of lubricant and a bolt. The bolt is made with the possibility of installation in the specified hole of the housing axle box or traction gear and is in the installed state the plug of this hole in the housing. The bolt is equipped with a blind axial hole, which is made with the possibility of installing a sensor in it. Additionally, the bolt is equipped with means for fixing the sensor in the blind axial hole of the bolt.

Such a node for installing the sensor provides the possibility of finding the sensor in direct contact with the housing of the axle box or traction gearbox, which ensures high accuracy in measuring their operating parameter. As a result, the safety of the movement of the electric train is increased, since there is a timely detection of exceeding the threshold value by the operating parameter, and the need to stop the electric train due to inaccurate measurement of the operating parameter is eliminated.

The means for fixing the sensor in the bolt hole may be a quick-hardening material, for example, epoxy resin or the like, which is poured into the bolt hole. Alternatively, the means for fixing the sensor in the bolt hole may be threaded, frictional, clamping, and the like, or combinations thereof. Such compounds are well known in the art and therefore will not be described in more detail here.

Other advantages and possible embodiments of the claimed utility model follow from the following more detailed description of an example implementation of a diagnostic system with reference to the drawings, which show:

Figure 1 is a schematic diagram of a corresponding utility model of the system;

Figure 2 - axle box of a car with a bolt intended for mounting a sensor (not shown);

Figure 3 - display unit of the corresponding utility model of the system.

Figure 1 presents a schematic diagram of a corresponding utility model of a diagnostic system for an electric train. The system includes series-connected sensors 1, measuring devices 2, couplers 3 and an indication device 4. Further, the electric train diagnostic system will be described only for the diagnosis of axle boxes (axle boxes).

The axle box assembly shown in FIG. 2 includes a axle box housing 5, in which the axle 9 of the wheel pair is supported by bearings 6. Between the bearings 6 there is an outer spacer ring 7 and an inner spacer ring 8. The bearings 6 are fixed in position by means of an end nut 10. An opening for supplying lubricant to the axle box housing is made in the upper region of the axle box body 5. A bolt 11 is screwed into the lubrication hole, which acts as a plug for this hole. In the bolt 11, a sensor 1, not shown in FIG. 2, is installed.

The sensor converts the operating parameter into a signal convenient for measurement, transmission and conversion. In the future, a digital signal will be considered as a signal, but it should be noted that other waveforms are possible, for example, analog and the like. The operating parameter is temperature, but it is obvious that another parameter, for example, vibration or the like, can be used as a controlled quantity.

The installation of the sensor 1 is as follows. In the body of the bolt 11 from the front side of its cap of the bolt 11 perform a blind axial hole. A sensor 1 is inserted and fixed into the indicated hole. The sensor was fixed in the bolt by pouring the blind axial hole of the bolt 11 after the sensor 1 was inserted into it with quick-hardening material, for example, epoxy resin or the like. After that, the bolt 11 is screwed into the hole for supplying lubricant to the axle box body 5, i.e. a bolt 11 serves as a cap for this hole. Thus, it is possible to directly control the temperature of the housing 5 boxes, which significantly increases the accuracy of the measurement. In addition, a similar installation of the sensor 1 in the axle box housing 5 eliminates the need for any change in the axle box design, which makes it possible to easily and economically equip this system of electric trains, including those in operation. It should be noted that such an installation allows simple dismantling of the failed sensor 1 in order to replace it.

Obviously, the installation of the sensor in the axle box unit can be carried out in other ways. So, for example, to fix the sensor inside the bolt hole, other means of fixation can be used, for example, threaded, frictional, clamping, etc. It should be noted that the sensor can be installed both inside the axle box body (for example, in the bearing sleeve), and outside the axle box body. Moreover, in the latter case, the sensor can be installed on the outside of the axle box body or on another part of the carriage or trolley, working on the principle of remote measurement of the operating parameter known from the prior art.

A sensor 1 is installed in each housing 5 of each axle box of the electric train and is electrically connected to the measuring device 2. The measuring device is an electronic device that powers the sensors 1 and processes the results of their measurement. The temperature value measured by the sensor 1 is compared in the measuring device 2 with the threshold temperature value stored in its memory.

By "threshold temperature value" is meant a certain predetermined temperature value that is selected by the user taking into account environmental conditions (in particular, ambient temperature) and the conditions for the destruction of axle box bearings. It should be noted that the threshold value is less than the temperature value at which the axle box unit breaks down and which is approximately 80 ° С. As a threshold temperature value, taking into account the average annual temperature fluctuation, it is preferably possible to select 40-50 ° C, but other options are possible.

A measuring device 2 is installed on each trolley of each car and connected to each sensor 1 of this car, which will avoid additional costs associated with the excessive length of connecting lines (cables) between the sensors 1 and measuring devices 2.

Each measuring device 2 is associated with a pairing device 3, which is preferably installed in the electrical cabinet of each car. The device 3 interface is designed to receive, if necessary, correct, amplify and further transmit a signal containing information about the temperature of the axle boxes. Each pairing device 3 is associated with one measuring device 2, which also simplifies the installation of the system and eliminates the costs associated with the excessive length of the connecting lines. Alternatively, each coupler 3 may be coupled to multiple measurement devices 2.

Each pairing device 3 is connected via a passenger-driver communication system to an indication device 4 mounted in the head carriage in the driver's cab, preferably on the driver's console. The display device 4 is designed to display information about the status of axle boxes and to perform the exchange of information between all devices 3 interfaces. The display device 4 is associated with a storage device 16 that maintains a system operation protocol. The display device 4 includes an information board. The information board contains LEDs 14 and digital fields 15. The number of LEDs 14 should generally not be less than the number of cars in an electric train, but preferably equal to the specified number of cars. Digital fields 15 respectively display the temperature of the axle box, the serial number of the axle box and the side (left or right) on which the axle box is located. The serial number of the axle box essentially denotes the number of the wheelset of the car. In this case, a pair of wheels is understood as a unit of two wheels mounted on one solid axle, and a unit consisting of two axles with a corresponding wheel. It should be noted that other options for the implementation of the information panel are possible, for example, when each axle box of the train is assigned its own identification number, the panel can contain only two digital fields 15 for temperature and axle box number.

The diagnostic system of the electric train operates as follows.

During the movement of the electric train, information about the actual temperature of the axle box assembly is transmitted from the temperature sensors 1 to the measuring device 2. In measuring device 2, the value of the actual temperature of the axle box is compared with the threshold temperature. If the value of the actual temperature is less than the threshold value, the system continues to work further in the normal mode and information about the temperature of the axle box assembly is not transmitted further through the system. If a threshold value is exceeded, and this is confirmed by several subsequent signals from the sensor 1, then the measuring device 2 transmits information about the exceeding of the critical temperature further through the system to the interface device 3.

The signal received from the measuring device 2 is amplified in the interface device 3 and in the form of a high-frequency signal, i.e. the signal protected from external noise in the form of various magnetic, electric and the like fields arising in the electric train is transmitted via the TON system (not shown) to the indication device 4, which converts this signal and outputs information on the box temperature to the information panel in the driver’s cab node. To convert the signal received from the pairing device 3, a display 12 is provided in the display device 4 and a central program element (CPE), indicated by the position 13. A memory 16 is connected to the central program element 13 of the display device 4. The device 16 maintains a protocol for the operation of the electric train diagnostic system and It records the temperature of the axle box assembly at the same time as displaying this information on the driver’s information board. Information on the temperature of the axle box unit is displayed on the information board in the following form. The LED 14, characterizing the corresponding car, lights up. Next, on the digital display 15, the actual temperature of the axle box assembly is displayed. Also on the digital display 15 is displayed the serial number of this axle box assembly in the car, and the side (left or right) of the car with which this axle box is located.

Such a system operation prevents the possibility of measurement errors and provides timely notification to the driver about overheating of the axle box assembly.

In the future, the system monitors the temperature of this axle box unit, constantly displaying information about its temperature on the information board 15, which allows the driver to monitor the situation and adequately respond to it.

In the simplest embodiment, a sensor may be coupled to an interface device without including a measurement device between them. In this case, the sensor, upon reaching the threshold value of the operating parameter, gives a signal to the interface device. However, further monitoring of the operating parameter is not carried out. In this embodiment of the utility model, the sensor may be in the form of a membrane or the like.

Although the embodiment described above with reference to the drawings relates only to the axle box diagnostic system, this utility model applies equally to the traction reducer diagnostic system. This diagnostic system can be used both for diagnosing only axle boxes or only traction gears, or in a combined version for their joint diagnostics.

Alternatively or additionally, diagnostics of other devices located on the wagon can also be carried out, for example, lowering circuits for current collectors, signaling the power circuit of motor and trailed wagons, auxiliary circuits, slipping relays, signaling of pneumatic brakes, electronic relay blocks, fire safety systems and others. For this, each of these devices is equipped with a sensor, which is connected with the device 3 interface. When the corresponding device is activated, the sensor transmits a signal to the interface device 3. The device 3 interface amplifies the signal received from the sensor and this amplified signal containing information about the directly triggered device, transmits to the display device 4, which displays information about which device and which car worked. The signal from the pairing device 3 to the display device 4 is transmitted through the passenger-driver communication system.

Of course, when monitoring several, preferably all of the above devices, the information board of the display device must be modified accordingly. So in the case of using the system simultaneously for the diagnosis of axle boxes, traction gearboxes and current collectors, the information board should contain an additional series of LEDs and / or digital fields to display information about the status of these devices. In particular, LEDs should be provided that display information about a particular traction gearbox at which the threshold of the operating parameter has been exceeded, and digital fields that display information about the actual value of this operating parameter, as well as LEDs and / or digital fields to indicate a specific current collector on the car, where a short circuit occurred in the power circuits with the operation of the high-speed circuit breaker and without it, including a short circuit with voltage removal from the contact circuit and. It should be noted that the apparent complexity of the display device is compensated by the fact that the indicated LEDs and digital fields are activated only for a specific device and only when it is triggered, and the rest of the time they are turned off.

Obviously, the embodiments described above should not be construed as limiting the scope of patent claims of a utility model. It is clear to any person skilled in the art that it is possible to make many changes to the system described above without departing from the principles of the utility model as stated in the utility model formula.

Claims (22)

1. An electric train diagnostic system comprising a sensor sensing an operating parameter of an axle box assembly and / or a traction reducer, an indication device and a measuring device that is electrically connected to the output of the sensor and the input of the indication device and which is configured to compare the value of the axle box operating parameter received from the sensor of a unit and / or traction gearbox with a threshold value of this operating parameter for outputting a signal to the indicating device when the operating parameter exceeds the threshold value I, characterized in that each axle box and / or traction gearbox has its own separate sensor, and each sensor is located on an electric train. 2. An electric train diagnostic system comprising a sensor sensing an operating parameter of the axle box and / or traction reducer, an indication device and a measuring device electrically connected to the output of the sensor and the input of the indicating device, the measuring device being configured to compare the values received from the sensor parameter of the axle box assembly and / or traction reducer with a threshold value of this operating parameter for outputting a signal to the display device when the operating parameter is exceeded threshold value, characterized in that each axle box assembly and / or traction gearbox has its own separate sensor, which is located on an electric train, and the measuring device is configured to transmit, together with a signal that the operating parameter exceeds the threshold value, axle box information and / or a traction reducer in which this excess is fixed, and the display device is configured to display this information. 3. The system according to claim 2, characterized in that the sensors are located near their corresponding axle boxes / traction gears. 4. The system according to claim 2, characterized in that each sensor is located in the opening of the housing of the corresponding axle box assembly / traction gearbox, which is designed to supply lubricant to the housing of the axle box assembly / traction gearbox. 5. The system according to claim 2, characterized in that the measuring device is located on an electric train. 6. The system of claim 8, characterized in that the measuring device is located on each trolley of each car of the electric train. 7. The system according to claim 2, characterized in that between the measuring device and the display device is turned on the pairing device, configured to amplify and transmit to the display device received from the measuring device a signal about the excess of the operating parameter. 8. The system according to claim 7, characterized in that the interface device is additionally associated with at least one of the sensors of the following devices located on the car: high-speed switches, lowering circuits of the current collector, signaling the power circuit of the motor and trailer car, auxiliary circuits, slipping relays, alarm of pneumatic brakes, electronic relay blocks, fire safety system and the like, and the sensor is configured to issue a signal to the interface device when triggered corresponding operating device, and the interface device is configured to transmit information directly about this triggered device to an indication device that is configured to display this information. 9. The system according to claim 7 or 8, characterized in that the interface device is configured to transmit the aforementioned signal to the display device through the passenger-driver communication system. 10. The system according to claim 2, characterized in that the display device is associated with a storage device configured to maintain a log of the system. 11. An electric train diagnostic system comprising a sensor sensing an operating parameter of the axle box and / or traction reducer, an indication device and a measuring device electrically connected to the output of the sensor and the input of the indicating device, the measuring device being configured to compare the values received from the sensor parameter of the axle box assembly and / or traction reducer with a threshold value of this operating parameter for outputting a signal to the indicating device when the operating parameter is exceeded threshold value, characterized in that each axle box and / or traction gearbox has its own separate sensor located on the electric train, the measuring device being configured to transmit, together with a signal that the operating parameter exceeds the threshold value, information about axle box and / or traction the gearbox in which this excess is fixed, and the display device is configured to display this information, while between the measuring device and the display device including but a pairing device configured to amplify and transmit to the display device the signal received from the measuring device. 12. The system according to claim 11, characterized in that the sensors are located near their corresponding axle boxes / traction gears. 13. The system according to claim 11, characterized in that each sensor is located in the opening of the housing of the corresponding axle box assembly / traction reducer, designed to supply lubricant to the housing of the axle box assembly / traction reducer. 14. The system according to claim 11, characterized in that the measuring device is located on an electric train. 15. The system according to 14, characterized in that the measuring device is located on each trolley of each car of the electric train. 16. The system according to claim 11, characterized in that the interface device is additionally associated with at least one of the sensors of the following devices located on the car: high-speed switches, lowering circuits for current collectors, signaling power circuit of the motor and trailer cars, auxiliary circuits, slipping relays, alarm of pneumatic brakes, electronic relay blocks, fire safety system and the like, and the sensor is configured to issue a signal to the interface device when triggered, respectively the device, and the interface device is configured to transmit information directly about this triggered device to the display device, which is configured to display this information. 17. The system according to claim 11 or 16, characterized in that the interface device is configured to transmit the aforementioned signal to the display device through the voice alert system of the electric train. 18. The system according to claim 11, characterized in that the display device is associated with a storage device configured to maintain a log of the system. 19. An electric train diagnostic system, including a sensor that senses the operating parameter of the monitored device, and an associated display device, characterized in that each monitored device has its own sensor located on the electric train, and an interface device connected to the sensor and the indicating device is connected the possibility of amplifying the signal received from the sensor and transmitting this amplified signal to the indicating device through the passenger-driver communication system. 20. An electric train diagnostic system, including a sensor sensing the operating parameter of the monitored device, and an associated indicating device, characterized in that each monitored device has its own sensor located on the electric train, and an interface device connected to the sensor and the indicating device is connected the possibility of amplifying the signal received from the sensor and with the possibility of transmitting an amplified signal containing information about a particular controlled device a display device, a display unit configured to display information on a specific controlled device. 21. The system according to claim 20, characterized in that the interface device and the display device are connected through a passenger-driver communication system. 22. An assembly for installing a sensor for an electric train diagnostics system, characterized in that it includes a box-axle assembly or traction gear housing with an opening for supplying lubricant and a bolt that is configured to be installed in the specified opening and which, when installed, is a plug for this opening, moreover, the bolt is equipped with a blind axial hole, which is configured to install a sensor in it, and means for fixing the sensor in a blind axial hole of the bolt.