• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:

    公开号:ES2779675T9
    申请号:ES13763038T
    申请日:2013-09-13
    公开日:2020-09-24
    发明作者:Michael Harrer；Manfred Wiesand
    申请人:Siemens Mobility GmbH；
    IPC主号:
    专利说明:

    [0001] Device for a railway vehicle
    [0002] The invention relates to a device for a railway vehicle, in which two sets of wheels of a bogie are fixed to a bogie frame by means of a primary suspension, with a diagnostic device having an electronic diagnostic apparatus and acceleration sensors arranged on the bogie of the railway vehicle for chassis diagnostics, where acceleration sensors for chassis diagnostics supply the acceleration signals to the electronic diagnostic apparatus.
    [0003] A device for a railway vehicle with a diagnostic device, featuring an electronic diagnostic apparatus and acceleration sensors arranged in a bogie of the railway vehicle for chassis diagnostics, where the signals are delivered to it by the chassis diagnostic acceleration sensors of acceleration to the electronic diagnostic apparatus, is known, for example, from EP 2050639 B1.
    [0004] From DE 2010052667 A1 a generic device is known, in which the diagnostic device is arranged in the form of an evaluation unit on the bogie of the railway vehicle.
    [0005] The invention aims to further improve chassis diagnostics.
    [0006] A device with the features of claim 1 serves to achieve this object, in which a large number of acceleration sensors for chassis diagnostics can be connected with little wiring effort to the electronic diagnostic apparatus and their acceleration signals can be evaluated during chassis diagnostics (diagnostics), where according to the invention it is provided that at least one of the acceleration sensors for chassis diagnostics is arranged on the bogie frame of the bogie.
    [0007] With regard to a reliable diagnosis, it is considered advantageous if at least one of the acceleration sensors for the diagnosis of the chassis is arranged in a first bearing of the wheel set of a first wheel set of the bogie, in particular in such a way that its detection direction runs in the longitudinal direction of the rail vehicle.
    [0008] In particular, it is advantageous if one of the acceleration sensors for chassis diagnostics is arranged in each bearing of the bogie wheel set, in particular in such a way that its detection direction runs in the longitudinal direction of the railway vehicle.
    [0009] Of the acceleration sensors for chassis diagnostics arranged on the bogie frame, at least one may be arranged on a first beam of the bogie frame extending in the direction of travel of the railway vehicle, in particular in an end section of this first spar opposite the outer side of a wheel and / or at least one in a second spar of the bogie frame extending in the direction of travel of the railway vehicle, in particular in a second end section of this second spar, which is diagonally opposite the first end section of the first spar relative to the central axis of the bogie frame, and / or at least one centrally arranged on the first spar and / or at least one centrally arranged on the second spar.
    [0010] Furthermore, it is considered advantageous if the acceleration sensors are arranged in the end sections of the beams, in such a way that their detection direction runs in the vertical direction of the railway vehicle and / or if the acceleration sensors are arranged centrally in the spars, in such a way that their detection direction runs in the longitudinal direction of the railway vehicle.
    [0011] It is also advantageous if at least one of the acceleration sensors for chassis diagnostics is arranged on a bogie engine, in particular in such a way that its detection direction runs in the longitudinal direction of the railway vehicle or if at least one of the Acceleration sensors for chassis diagnosis are arranged in a bogie transmission, in particular in such a way that its detection direction runs in the longitudinal direction of the railway vehicle.
    [0012] In this regard, the diagnostic apparatus is preferably suitably configured to subject the acceleration signals of the acceleration sensors to a diagnostic procedure and to generate the diagnostic data as a result of the diagnostic procedure, where it is advantageous that the diagnostic apparatus Electronic diagnostic is connected to a train bus of the railway vehicle, in particular to transmit the diagnostic data, by means of a data bus. In this regard, the diagnostic apparatus and / or other apparatus connected to the data bus or the train bus may be appropriately configured to store the diagnostic data.
    [0013] It is considered especially advantageous if the device is provided with a monitoring device having an electronic monitoring apparatus and at least one acceleration sensor for monitoring the chassis, which delivers an acceleration signal to the monitoring apparatus, and / or at least a temperature sensor for chassis supervision, which delivers a temperature signal to the supervision apparatus, and / or at least one rotational speed sensor for chassis supervision, which delivers a rotational speed signal to the supervision apparatus. In this regard, preferably the electronic diagnostic apparatus and the electronic monitoring apparatus are combined to form a constructive unit, which forms a combined diagnostic and monitoring apparatus, which is associated with a bogie of the railway vehicle.
    [0014] The invention also relates to a railway vehicle with at least one wagon, in which the at least one wagon has a device according to one of claims 1 to 13.
    [0015] The invention is explained in more detail below by means of Figures 1 to 10. In this regard, Figure 1 shows a railway vehicle according to the invention with wagons, respectively having two bogies, a wagon body carried by the two bogies, as well as a device according to the invention, the
    [0016] figure 2 a schematic representation of a wagon of figure 1 with the device according to the invention, figure 3 a first detail of figure 2, showing in more detail the function of a control device of the device according to the invention, the
    [0017] FIG. 4 a second detail of FIG. 2, showing in more detail a first monitoring function in the form of a rolling monitoring of a monitoring device of the device according to the invention, the
    [0018] Figure 5 a third detail of Figure 2, showing in more detail a first part of a second monitoring function in the form of a hot box monitoring function of the monitoring device, Figure 6 a fourth detail of Figure 2, showing a second part of the hot box monitoring function, the
    [0019] FIG. 7 a fifth detail of FIG. 2, showing in more detail a third monitoring function in the form of a running stability monitoring of the monitoring device, the
    [0020] figure 8 an embodiment of the device according to the invention modified compared to figure 7, the
    [0021] Figure 9 a sixth detail of Figure 2, showing a diagnostic function of a diagnostic device of the device according to the invention, and the
    [0022] FIG. 10 a modified embodiment of the device compared to FIG. 9.
    [0023] Figure 1 shows a railway vehicle 1 according to the invention with several wagons 2, 3, 4. Each wagon has a chassis made up of two bogies 5, 6 and a wagon body 7. Bogies 5 and 6 respectively have two sets of wheels 8, 9 or 10, 11, which are attached to a bogie frame 16 or 17 through the primary suspension 12, 13 or 14, 15. The car body 7 is supported by the bogie frames 16, 17 through of a secondary suspension 18, 19.
    [0024] Each of the wheel sets 8, 9, 10, 11 has an axle 28, 29, 30, 31 which is rotatably mounted through two wheel set bearings 20 and 21, 22 and 23, 24 and 25, 26 and 27, in which two wheels 32 and 33, 34 and 35, 36 and 37, 38 and 39 and two brake discs 40 and 41, 42 and 43, 44 and 45, 46 and 47 are fixed (see also figure two). Each of the wagons 2, 3, 4 is equipped with a device 48 according to the invention.
    [0025] 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.
    [0026] According to FIG. 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. 7, through the acceleration signal lines 53 to 56, deliver them signals of acceleration a and .Ü1.1, a and .Ü2.1, a and .Ü1.2, a and .Ü2.2 for chassis monitoring to LSÜ.1, LSÜ.2 electronic running stability monitoring of the apparatus control and supervision systems SG / ÜG.1, SG / ÜG.2.
    [0027] Furthermore, each of the devices 48 according to the invention comprises eight revolution sensors 57 to 64, which according to figure 4, through the revolution signal lines 65 to 72, deliver revolution 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 the supervision of the chassis to the electronic rolling supervision RÜ.1, RÜ.2 of the combined control and supervision devices SG /ÜG.1, SG / ÜG.2. However, since the rotational speeds are calculated from the revolutions, the revolution sensors 57 to 64 rotational speed sensors are called, the rotational signal lines 65 to 72 as rotational speed signal lines and the rotational signals as rotational speed signals.
    [0028] Furthermore, each of the devices 48 according to the invention comprises sixteen temperature sensors 73 to 88 for monitoring the chassis, which according to Figures 5 and 6, through the temperature signal lines 89 to 104, provide them with the 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. 1 b.1, T.2b.1, T.3b.1, T.4b.1, T.1b.2, T.2b.2, T.3b.3, T.4b.2 for chassis supervision to the electronic hot box supervisions HLÜ.1, HLÜ.2 of the combined control and supervision apparatus SG / ÜG.1, SG / ÜG.2.
    [0029] Furthermore, each of the devices 48 according to the invention comprises twenty-four acceleration sensors 105 to 128 for the diagnosis of the chassis, which, according to FIG. 9, through the acceleration signal lines 129 to 152, deliver the acceleration signals to them. x .D1.1, at x .D2.1, at x .D3.1, at x .D4.1, at x .D5.1, at x .D6.1, at x .D7.1, at 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, at x .D4.2, at x .D5.2, at x .D6.2, at x .D7.2, at x .D8.2, at x .D9.2, at x .D10 .2, a z .D11.2, a z .D12 .2 for chassis diagnostics to diagnostic devices DG.1, Dg.2,.
    [0030] In this regard, the two combined control and monitoring devices SG / ÜG.1, SG / ÜG.2 of the device 48 according to the invention of a wagon are arranged in the wagon body 7. The sensors 49 to 52, 57 to 64 , 73 to 88 and 105 to 128, however, are distributed on bogies 5, 6 of the respective wagon. The plug-in connections 153, 154, 155, 156 are provided along the signal lines 53 to 56, 65 to 72, 89 to 104 and 129 to 152, which connect the bogie sensors to the combined control and supervision of wagon boxes.
    [0031] The plug-in connections 153, 154, 155, 156 are comprised of plug-in connectors on the wagon side and associated plug-in connectors on the bogie side.
    [0032] In each of the bogies 5 and 6, the bogie frame 16 and 17 comprises two side members 157, 158 or 159, 160, respectively, which extend in the longitudinal direction (direction of travel) x of the railway vehicle 1 and at least a cross member 161 or 162, extending in the transverse direction and of the rail vehicle 1.
    [0033] In each of the devices 48 according to the invention, the one SG / ÜG.1 of the combined control and monitoring apparatus comprises an electronic control apparatus SG.1 in the form of a braking control apparatus and an electronic monitoring apparatus ÜG.1, where the electronic control device SG.1 and the electronic monitoring device üG .1 are assembled as a constructive unit.
    [0034] In addition to an electronic brake control BS.1, the electronic control apparatus SG.1 also comprises an electronic anti-skid control GS.1. The electronic monitoring apparatus ÜG.1 comprises a RÜ.1 of the electronic rolling monitors, an HLÜ.1 of the electronic hot box monitors and an LSÜ.1 of the electronic running stability monitors.
    [0035] The electronic anti-skid control GS.1 and the electronic rolling monitor RÜ.1 are also combined to form an electronic unit, so that the rotational speed signals are also processed by the electronic anti-skid control GS.1. The rotational speed signals also reach the braking control BS.1 through this electronic unit.
    [0036] Furthermore, the other SG / ÜG.2 of the combined control and monitoring apparatus in each of the devices 48 according to the invention comprises another electronic control apparatus SG.2 in the form of a braking control apparatus and another monitoring apparatus electronic ÜG.2, where the other electronic control device SG.2 and the other electronic monitoring device ÜG.2 are assembled forming another constructive unit.
    [0037] The other electronic control apparatus SG.2 comprises another electronic braking control BS.2. The other electronic monitoring apparatus ÜG.2 comprises another RÜ.2 of the electronic rolling monitors, a HLÜ.2 of the electronic hot box monitors and an LSÜ.2 of the electronic running stability monitors.
    [0038] Here, the rotational speed signals reach the other electronic brake control BS.2 via the electronic rolling monitoring RÜ.2.
    [0039] However, the other combined control and monitoring device SG / ÜG.2 can also be configured as the combined control and monitoring device SG / üG.1, that is, it can also have electronic anti-slip control.
    [0040] The control devices SG.1 and SG.2, the rotational speed sensors 57 to 64 and the rotational speed signal lines 65 to 72 of the device 48 according to the invention of a wagon together form a control device SE for control a braking device BE of the respective wagon.
    [0041] In this regard, the braking control BS.1 controls through the braking control signal lines 163 to 166 the braking control signals bs.1.1, bs.2.1, bs.3.1, bs.4.1 in the devices from valve 167 to 170 BE braking device. Pneumatic supply devices, not shown here, are connected to these valve devices 167 to 170 through supply lines 171 to 174.
    [0042] In addition, the anti-slip control GS.1 controls through the anti-slip signal lines 175 to 178 the anti-slip control signals gs.1.1 gs.2.1, gs.3.1, gs.4.1 on valve devices 167 to 170 The valve devices 167 to 170 regulate the pressure in the brake cylinders 179 to 186 of the BE braking device by means of the signals of the brake control and anti-skid, by means of which the brake shoes provided with brake pads enter into frictional contact with brake discs 40 to 47 when a brake request is made. For this purpose, brake cylinders 179 through 186 are connected to valve devices 167 through 170 through pneumatic lines 187 through 194.
    [0043] In addition, the other braking control BS.2 can control through the other braking control signal lines 195 to 198 other braking control signals bs.1.2, bs.2.2, bs.3.2, bs.4.2 so redundant on valve devices 167 to 170.
    [0044] The monitoring devices ÜG.1 and ÜG.2, the speed sensors 57 to 64, the temperature sensors 73 to 88 and the acceleration sensors 49 to 52, as well as the corresponding signal lines 65 to 72, 89 104 and 53 to 56 of the device 48 according to the invention of a wagon together form a monitoring device ÜE of the chassis of the respective wagon formed here from the two bogies 5, 6.
    [0045] The two combined control and supervision devices SG / ÜG.1, SG / ÜG.2 are associated, on the one hand, with a bogie 5.
    [0046] For this purpose, on the one hand, a first 57 of the rotational speed sensors is arranged in a first 20 of the wheel set bearings of the wheel set 8 of a bogie 5. This first rotational speed sensor 57 delivers its first signal of rotation speed n.1.1 to the anti-skid control GS.1 and to the brake control BS.1 of the electronic control device SG.1. A first 73 of the temperature sensors is also arranged in the first wheel set bearing 20 and delivers its first temperature signal T.1a.1 to an electronic monitoring device ÜG.1. A first 49 of the acceleration sensors, which is arranged on the bogie frame 16 of the bogie 5, delivers its first acceleration signal to y .Ü1.1 to an electronic monitoring device UG.1.
    [0047] On the other hand, a second 58 of the rotation speed sensors is arranged in a second 23 of the wheel set bearings of the wheel set 9 of a bogie 5 and delivers its second rotation speed signal n.2.1 to the other electronic control device SG.2. A second 82 of the temperature sensors is also arranged in the second bearing of the wheel set 23 and delivers its second temperature signal T.2b.1 to the other electronic monitoring device ÜG.1. A second of the acceleration sensors 50 is also arranged on the bogie frame 16 and delivers its second acceleration signal to y .Ü2.1 to the other electronic monitoring device UG.2.
    [0048] In the same way, the two combined control and monitoring devices SG / ÜG.1, SG / ÜG.2 are assigned to the other bogie 6 of the railway vehicle.
    [0049] For this purpose, another first 61 of the rotational speed sensors is arranged in a first 24 of the wheel set bearings of the wheel set 10 of the second bogie 6 and delivers its other first rotational speed signal n.1.2 to the electronic control device SG.1. Another first 85 of the temperature sensors is also arranged in the first wheelset bearing 24 of the other bogie 6 and delivers its other first temperature signal T.1b.2 to an electronic monitoring device ÜG.1. Another first 51 of the acceleration sensors is arranged on the bogie frame 17 of the other bogie 6 and delivers its other first acceleration signal to y .1.2 to an electronic monitoring apparatus UG.1.
    [0050] Furthermore, another second 62 of the rotational speed sensors is arranged in a second 27 of the wheelset bearings of the wheelset 11 of the second bogie 6 and delivers its other second rotational speed signal n.2.2 to the other. SG.2 electronic control device. A second 78 of the temperature sensors is arranged in the second wheelset bearing 27 of the other bogie 6 and delivers its other second temperature signal T.2a.2 to the other electronic monitoring device ÜG.2. Another second of the acceleration sensors 52 is arranged on the bogie frame 17 of the other bogie 6 and delivers its other second acceleration signal to y .Ü2.2 to the other electronic monitoring apparatus ÜG.2.
    [0051] The two combined control and monitoring devices SG / ÜG.1, SG / ÜG.2 are connected via a data bus in the form of the GBUS.Ü device bus.
    [0052] The SG / ÜG.1 combined control and supervision apparatus transmits the first signals n.1.1, T.1a.1, a and .Ü1.1 and the other first signals n.1.2, T.1b.2, a and .Ü1.2 via the GBUS device bus.Ü to the other combined control and supervision devices SG / ÜG.2. In addition, the SG / ÜG.1 combined control and monitoring device It also transmits 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 through the GBUS.Ü device bus to SG / ÜG.2 combined control and supervision devices.
    [0053] Furthermore, the other combined control and supervision apparatus SG / ÜG.2 transmits the second signals n.2.1, T.2b.1, a and .Ü2.1 and the other second signals n.2.2, T.2a.2, a and .Ü2.2 via the device bus GBUS.Ü to the combined control and supervision devices SG / ÜG.1. Furthermore, the other combined control and supervision apparatus 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 GBUS.Ü device bus to the SG / ÜG.1 combined control and supervision devices.
    [0054] Each of the acceleration sensors 49 to 52 is arranged on the assigned bogie frame 16 or 17 in such a way that their detection direction runs in the transverse direction and of the rail vehicle.
    [0055] In this regard, the first acceleration sensors 49 or 51 are respectively arranged in a first 157 or 159 of the side members of the respective bogie frame extending in the direction of travel x of the railway vehicle, in particular in an end section 199 or 203 , opposite the outer side of the first wheel 32 or 36 of the respective bogie, of this first spar.
    [0056] The second acceleration sensors 50 or 52 are respectively arranged on the second 158 or 160 of the beams of the respective bogie frame extending in the direction of travel x of the railway vehicle, in particular in a second end section 200 or 204 of this second spar, which is diagonally opposite the first end section of the first spar referred to the central axis A.1 or A.2 of the bogie frame 16 or 17.
    [0057] As already mentioned, the device 48 according to the invention comprises rotational speed signal lines, temperature signal lines and acceleration signal lines. Furthermore, the device 48 according to the invention comprises terminal boxes 207 to 214 which are arranged in the end sections 199 to 206 of the beams. In this regard, the first rotational speed sensor 57 is connected to a combined control and monitoring apparatus SG / ÜG.1 by means of a first 65 of the rotational speed signal lines, the first temperature sensor 73 by means of a first 89 of the temperature signal lines and the first 49 of the acceleration sensors by means of a first 53 of the acceleration signal lines. A first 207 of the terminal boxes is arranged in the course of the first three signal lines 65, 73 and 89. The first three signal lines 65, 73 and 89 are laid together as a first harness from the first box. from terminals 207 to a combined control and supervision device S g /ÜG.1.
    [0058] Similarly, the other rotational speed sensors 61 are connected to a combined control and supervision apparatus SG / ÜG.1 by means of another first 69 of the rotational speed signal lines, another first temperature sensor 85 by means of another first 101 of the temperature signal lines and another first 51 of the acceleration sensors by means of another first 55 of the acceleration signal lines. Another first 211 of the terminal boxes is arranged in the course of the three other first signal lines 69, 101 and 55. The three other first signal lines 69, 101 and 55 are laid together as a first cable harness from the another first terminal box 211 to a combined control and supervision device SG / ÜG.1. Furthermore, the second rotational speed sensor 58 is connected to the other combined control and monitoring apparatus 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 turn, a second 208 of the terminal boxes is arranged in the course of the three second signal lines 58, 98 and 54. The three second signal lines are laid together as a second harness from the second terminal box. terminals 208 up to the other combined control and supervision device SG / ÜG.2.
    [0059] In the same way, the other second rotational speed sensor 62 is connected to the other combined control and supervision apparatus SG / ÜG.2 by means of another second 70 of the rotational speed signal lines, the other second rotational speed sensor. temperature 78 by means of a second other 94 of the temperature signal lines and the other second acceleration sensor 52 by means of a second 56 of the acceleration signal lines. In turn, another second 212 of the terminal boxes is arranged in the course of the three second signal lines 70, 94 and 56. The three other second signal lines 70, 94 and 56 are laid together as one other second Cable harness from the second terminal box 208 to the other combined control and supervision device SG / ÜG.2.
    [0060] The first terminal box 207 is attached to the first stringer 157 of the bogie frame 16 and the second terminal box 208 is attached to the second stringer 158 of the bogie frame 16.
    [0061] Similarly, the other first terminal box 211 is attached to the first stringer 159 of the bogie frame 17 and the other second terminal box 212 is attached to the second stringer 160 of the bogie frame 17.
    [0062] While in the embodiment 48 of the device according to the invention, the acceleration sensors 49 to 52 are attached directly to the beams 157 to 160 according to FIG. 7, the acceleration sensors 49 'to 52' are arranged in the boxes of terminals 207, 208, 211, 212 in the modified embodiment 48 'of the device according to the invention shown in figure 8. Therefore, the first acceleration sensor 49' is arranged in the first terminal box 207 and the second Acceleration sensor 50 'is arranged in the second terminal box 208. Furthermore, the other first acceleration sensor 51' is arranged in the terminal box 211 and the other second acceleration sensor 52 'is arranged in the terminal box 212 .
    [0063] According to FIG. 4, the device 48 according to the invention has a third speed sensor 59 which is arranged on a first set of wheels 22 of the second set of wheels and delivers a third rotation speed signal n.3.1 to a turning device. electronic control SG.1. Furthermore, the device has a fourth rotational speed sensor 60, which is arranged on a second set of wheels 21 of the first set of wheels and provides it with a fourth signal of rotational speed n. 4.1 to the other electronic control device SG.2.
    [0064] In the same way, another third rotational speed sensor 63 is provided, which is arranged on a first set of wheels 26 of the second set of wheels of the other bogie and delivers another third rotational speed signal n.3.2 to a device. electronic control SG.1. Another fourth rotational speed sensor 64 is arranged on the second set of wheels 25 of the first set of wheels of the other bogie and provides it with another fourth signal of rotational speed n. 4.2 to the other electronic control device SG.2.
    [0065] Of the sixteen temperature sensors 73 to 88, respectively two are arranged in each of the wheel set bearings of the wheel sets, where respectively one of the two temperature sensors, which are assigned to a wheel set, delivers its temperature signal to an electronic monitoring device ÜG.1 and the respective second temperature sensor delivers its temperature signal to the second electronic monitoring device ÜG.2.
    [0066] As already mentioned, the third and fourth rotational speed sensors are connected to the supervisory devices assigned to them by means of the rotational speed signal lines 67, 68 or 71, 72.
    [0067] 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.
    [0068] The electronic control unit SG.1 delivers its control signals as a function of a setpoint, which is delivered by a central control unit SPCS. In this connection, by means of the control signals, a determined actual value is controlled from the determined rotational speed signals to the predetermined setpoint.
    [0069] The two combined control and supervision devices SG / ÜG.1 and SG / ÜG.2 are connected to the central control unit SPCS via a data bus in the form of a bus of the ZBUS train, which connects the interfaces PN 220, 221 of the two combined control and supervision devices SG / ÜG.1 and SG / ÜG.2 to a PN 223 interface of the SPCS central control unit. Furthermore, a display (screen) apparatus 224 and a voice output apparatus 225 are also still connected to the ZBUS train bus. Furthermore, the two combined control and supervision apparatus are connected to an on-board power network 228 via power connections 226, 227.
    [0070] As shown in figure 1, 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 control unit. Channel status evaluation 233 and 234.
    [0071] The sections of the signal lines, which respectively connect one of the plug-in connections 153 to 156 to one of the I / O interfaces 229 and 230, respectively form one of the branches provided herein with reference numerals 235 to 242. For For example, the sections of the signal lines connecting plug connection 153 to I / O interface 229 form a first branch 235, through which signals from sensors 49, 57, 73, and 76 reach the I / O interface 229.
    [0072] As also shown in figure 1, the two combined control and monitoring devices SG / ÜG.1, SG / ÜG.2 also have respectively a device bus interface 243 or 244, via which they are connected to the GBUS.Ü .
    [0073] From the I / O interface 229, the incoming signals arrive via the channel evaluation unit 231 and the channel status evaluation unit 233 to the monitoring device ÜG.1.
    [0074] From the I / O interface 230, the incoming signals arrive via the channel evaluation unit 232 and the channel status evaluation unit 234 to the monitoring device ÜG.2.
    [0075] In addition, the incoming signals from the I / O interface 229 via the channel evaluation unit 231 to the device bus interface 243 and from there via the device bus GBUS.Ü to the bus interface of the device. device 244.
    [0076] The incoming signals arrive from the I / O interface 230 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.
    [0077] From the bus interface of the device 243, the incoming signals arrive via the channel status evaluation unit 233 to the monitoring device ÜG.1.
    [0078] From the bus interface of the device 244, the incoming signals arrive via the channel status evaluation unit 234 to the monitoring device ÜG.2.
    [0079] The monitoring devices ÜG.1 and ÜG.2 generate warning and / or alarm signals based on the incoming signals respectively, which are evaluated in an evaluation unit 245 of the central control unit SPCS, where the control unit The central SPCS can cause as a result of the evaluation, for example, a reduction in the maximum speed of the railway vehicle (train) and / or the emission of messages through the display device 224 and / or the voice output device 225.
    [0080] As shown in figure 9 by way of example by means of the wagon 3, the electronic diagnostic apparatus DG.1 and DG.2 are arranged on the chassis in the individual wagons. In this connection, one electronic diagnostic device DG.1 is respectively arranged on the bogie 16. The other electronic diagnostic device DG.2 is respectively arranged on the second bogie 17.
    [0081] The diagnostic devices respectively have a separate current connection 246 or 247 and are connected to the on-board power network 228 via connection lines 248, 249 and a current transformer 250.
    [0082] The diagnostic devices also each have a device bus interface 251 or 252. Furthermore, the two combined control and monitoring devices SG / ÜG.1, SG / ÜG.2 each have a device bus interface 253 or 254 , where the diagnostic devices DG.1 and DG.2 and the two combined control and monitoring devices SG /ÜG.1, SG / üG.2 are connected via their interfaces 250 to 254 to a data bus in the form from another bus of the GBUS.D.
    [0083] In each of the wheel set bearings 20 to 27 of the bogies 5, 6 there is respectively arranged one of the acceleration sensors designated by the reference numerals 105 to 108 or 117 to 120 for the diagnosis of the chassis, in such a way that its detection direction runs in the longitudinal x direction of the railway vehicle. Four - here designated by the reference numbers 113 to 116 - of the acceleration sensors for chassis diagnostics are arranged on the bogie frame 16 and another four - here designated by the reference numbers 125 to 128 - of the brake sensors. Acceleration for chassis diagnostics are arranged on the bogie frame 17.
    [0084] Of the four acceleration sensors 113 to 116, a first 115 is arranged on the first spar 157 of the bogie frame 16, which extends in the direction of travel of the rail vehicle, in the final section 201. A second 116 is arranged on the second spar 158 of the bogie frame 16, extending in the direction of travel of the rail vehicle, in the end section 202. A third 113 is centrally arranged on the first spar 157 and a fourth 114 is centrally arranged on the second spar 158. Of the four acceleration sensors 125 to 128, a first 127 is arranged in the first spar 159 of the bogie frame 17, which extends in the direction of travel of the rail vehicle, in the final section 205. A second 128 is disposed on the second spar 160 of the bogie frame 17, which extends in the direction of travel of the railway vehicle, in the final section 206. A third 125 is arranged or centrally on the first spar 159 and a fourth 126 is arranged centrally on the second spar 160. Acceleration sensors 115, 116, 127, 128 are arranged on the end sections 201, 202, 205, 206 of the spars, so so that its detection direction runs in the vertical direction z of the rail vehicle. The acceleration sensors 113, 114, 125, 126 are arranged centrally on the side members, such that their detection direction runs in the longitudinal x direction of the railway vehicle.
    [0085] Each of the axles 28 to 31 of a wagon is assigned a motor 257 to 260 that drives the respective axle through a transmission 261 to 264. In each of these engines 257 to 260 and in each of these transmissions 261 to 264 one of the acceleration sensors designated here with the reference numerals 109 to 112 is arranged, 121 to 124 for the diagnosis of the chassis, in such a way that its detection direction runs in the longitudinal x direction of the railway vehicle.
    [0086] The diagnostic devices DG.1 and DG.2 are suitably configured to subject the acceleration signals to a diagnostic procedure and to generate the diagnostic data as a result of the diagnostic procedure. The diagnostic procedure comprises an analysis of oscillations of the acceleration signals. Oscillation analysis can be performed, for example, on the basis of a Fourier transform. The two electronic diagnostic devices DG.1 and DG.2 are connected, in particular for the transmission of the diagnostic data, via the other device bus GBUS.D and via the two combined control and monitoring devices SG / ÜG.1, SG / ÜG.2, which in this respect only serve as a gateway, to the ZBUS train bus of the railway vehicle.
    [0087] The DG.1 and DG.2 diagnostic devices are properly configured to store diagnostic data. However, another device can also be provided connected to the other bus of the GBUS.D device or to the ZBUS train bus for storing the diagnostic data.
    [0088] In contrast to figure 9, the monitoring devices ÜG ".1 and ÜG" .2 in the modified embodiment 48 "of the device according to the invention shown in figure 10 do not comprise any electronic running stability monitoring. Rather, , the an electronic diagnostic device DG ".1 and an electronic monitoring device ÜG.3, comprising the electronic running stability monitoring LSÜ.3, are assembled into a constructive unit. Furthermore, in this embodiment, the other diagnostic device DG ".2 and another electronic monitoring device ÜG.4, comprising another electronic running stability monitoring LSÜ.4, are brought together to form another constructive unit. The two units they respectively form a combined diagnostic and monitoring device DG / ÜG ".1 or DG / ÜG" .2 assigned to bogie 5 or 6.
    [0089] Instead of or in addition to the running stability monitors LSÜ.3 and LSÜ.4, electronic rolling monitors and / or electronic hot box monitors might not be provided on the car body 7, but rather arranged, as part of the combined diagnostic and monitoring devices s G / ÜG ".1, SG / ÜG" .2 -on bogies 5, 6.
    权利要求:
    Claims (12)
    [1]
    1. Railway vehicle (1), in which two sets of wheels (8, 9; 10, 11) of a bogie (5; 6) are fixed to a bogie frame (16; 17) through a primary suspension (12, 13; 14, 15) and in which at least one wagon has a device (48; 48 '; 48 ") with a diagnostic device (DE; DE"),
    wherein the diagnostic device (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 in the bogie (5; 6) for the chassis diagnosis, which deliver the acceleration signals to the electronic diagnosis device (DG.1; DG ".1; DG.2; DG ".2), characterized in that in a first end section (201; 205), opposite the outer side of a wheel (34; 38) of one of the two sets of wheels (8, 9; 10, 11), of a first spar (157; 159) of the bogie frame (16; 17) extending in the direction of travel (x) of the railway vehicle, a first (115; 127) of the acceleration sensors is arranged for the diagnosis of the chassis, in such a way that its detection direction runs in the vertical direction (z) of the railway vehicle.
    [2]
    2. Railway vehicle (1) according to claim 1,
    characterized in that in a second end section (202; 206), diagonally opposite the first end section (201; 205) of the first spar with respect to the central axis (A.1; A.2) of the bogie frame, of a second spar (158; 160) of the bogie frame (16; 17) extending in the direction of travel (x) of the railway vehicle a second (116; 128) of the acceleration sensors are arranged for the diagnosis of the chassis, of such that its detection direction runs in the vertical direction (z) of the rail vehicle.
    [3]
    Railway vehicle (1) according to one of claims 1 or 2,
    characterized in that a third (113; 125) of the acceleration sensors for the diagnosis of the chassis is arranged centrally in the first beam (157; 159), in such a way that its detection direction runs in the longitudinal direction (x) of the railway vehicle.
    [4]
    Railway vehicle (1) according to one of Claims 2 or 3, characterized in that a fourth (114; 126) of the acceleration sensors for chassis diagnostics is arranged centrally on the second side member (158; 160), of such that its detection direction runs in the longitudinal direction (x) of the railway vehicle.
    [5]
    Railway vehicle (1) according to one of claims 1 to 4,
    characterized in that at least one (105; 117) of the acceleration sensors for the chassis diagnosis is arranged in a first bearing of the wheel set (20; 24) of a first wheel set (8; 10) of the bogie ( 5; 6), in particular in such a way that its detection direction runs in the longitudinal direction (x) of the railway vehicle (1).
    [6]
    Rail vehicle (1) according to claim 5,
    characterized in that in each bearing of the wheel set (20, 21, 22, 23; 24, 25, 26, 27) of the bogie (5; 6) there is respectively arranged one (105, 108, 107, 106; 117, 120 , 119, 118) of the acceleration sensors for diagnosing the chassis, in particular in such a way that their detection direction runs in the longitudinal direction (x) of the railway vehicle (1).
    [7]
    Railway vehicle (1) according to one of claims 1 to 6,
    characterized in that at least one (111; 123) of the acceleration sensors for chassis diagnostics is arranged on a transmission (261; 263) of the bogie, in particular in such a way that its detection direction runs in the longitudinal direction ( x) of the railway vehicle.
    [8]
    Rail vehicle (1) according to one of claims 1 to 7,
    characterized in that the diagnostic device (DG.1; DG ".1; DG.2; DG" .2) is suitably configured to subject the acceleration signals from the acceleration sensors (105 to 116; 117 to 128) to a diagnostic procedure and generate the diagnostic data as a result of the diagnostic procedure.
    [9]
    Rail vehicle (1) according to claim 8,
    characterized 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 by means of a data bus (GBUS .D) to a train bus (ZBUS) of the rail vehicle (1).
    [10]
    10. A 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 other device connected to the data bus (GBUS.D) or to the train bus (ZBUS) is properly configured to store diagnostic data.
    [11]
    11. A rail vehicle (1) according to one of claims 1 to 10, characterized by
    a supervision device (ÜE "), which has an electronic supervision device (ÜG.3; ÜG.4) and at least one acceleration sensor (49; 51) for the supervision of the chassis, which delivers an acceleration signal to the monitoring device (ÜG.3; ÜG.4), and / or at least one temperature sensor for chassis supervision, which delivers a temperature signal to the monitoring device, and / or at least one speed sensor rotation speed for chassis supervision, which provides a rotation speed signal to the supervision device.
    [12]
    12. A rail vehicle (1) according to claim 11,
    characterized in that an electronic diagnostic device (DG ".1;DG" .2) and an electronic monitoring device (ÜG.3; ÜG.4) are combined to form a constructive unit, which forms a combined diagnostic device and supervision (DG / ÜG "1; DG / ÜG" .2), which is associated with a bogie (16; 17) of the railway vehicle (1).
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    同族专利:
    公开号 | 公开日
    EP2888147B9|2020-08-19|
    ES2779675T3|2020-08-18|
    WO2014048768A1|2014-04-03|
    DE102012217721A1|2014-04-03|
    EP2888147A1|2015-07-01|
    HUE049753T2|2020-10-28|
    EP2888147B1|2020-02-19|
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    法律状态:
    优先权:
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    DE102012217721.3A|DE102012217721A1|2012-09-28|2012-09-28|Device for a rail vehicle|
    PCT/EP2013/068982|WO2014048768A1|2012-09-28|2013-09-13|Device for a rail vehicle|
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