HK1177181B - Control unit for a rail vehicle - Google Patents

Description

Control device for a rail vehicle

The divisional application is a divisional application provided by a Chinese patent application with the application number of 200680006675.0, the application date of 2006, 2, 28 and the name of 'control equipment of a rail locomotive'.

Technical Field

The invention relates to a control device for a rail vehicle, having a brake control device which comprises an electronic brake control device for outputting control commands to a brake actuator, and/or having an anti-skid device which adjusts the wheel slip of the wheels of at least one axle as a function of at least one rotational speed signal supplied by an anti-skid sensor to the electronic anti-skid control device, and/or having a rolling monitoring control device which comprises an electronic rolling monitoring control device and at least one rolling monitoring sensor for recording the rotational speed of at least several wheels in the form of rotational speed signals, and having a chassis monitoring device for monitoring and/or diagnosing critical states of the chassis and damage, such as derailment, hot running bearings, unstable running, etc., which comprises an electronic chassis monitoring control device.

Background

The anti skid device is specified to have a high efficiency braking of the R type according to UIC pages 541-05 for all rail vehicles, where each bogie should be monitored separately. Locking of the gear train during braking should be prevented by means of such an anti-slip device and closure (Kraftschluss) should be optimally utilized with the force provided between the wheels and the rail. Thereby avoiding flat positions on the wheels and shortening the braking path. For this purpose, the rotational speed of all axles of the locomotive unit is recorded by means of a rotational speed generator. The microprocessor of the electronic anti-skid control device calculates the actual locomotive or train speed therefrom and reduces the brake cylinder pressure predefined by the brake control by means of the electric anti-skid valve in the manner of adjusting the spindle or rotating. Such electronic anti-skid control devices are typically present in any passenger compartment.

For locomotives with a maximum speed exceeding 200km/h, the UIC541-05 provides, in addition to the anti-skid device, a rolling monitoring device which collects the wheel rotation disturbances or the wheel non-rotation and outputs a corresponding notification signal. The roll monitoring device includes a rotation generator that collects the rotational speed of the wheels of the locomotive unit and outputs a corresponding signal to a roll monitoring control device.

In rail vehicle traffic, chassis monitoring devices are also of increasing importance. Such monitoring systems are standardized as a criterion for security reasons. An example of this is the following system required by the european community authority for high speed locomotives based on Technical Specification for Interoperability (TSI):

-an on-board system for detecting derailment,

an on-board system for detecting thermal operation or identifying bearing damage,

an on-board system for identifying an unstable operating or faulty shock absorber.

These chassis monitoring devices are already in use. Thus, systems for identifying unstable operation are employed in current ICEs, and systems for detecting derailments are employed in the latest autonomous subway trains. The same thing about these systems is that they are functionally configured as independent systems and function independently of one another.

The problem with these chassis monitoring devices as independently constructed systems (stand-alone solutions) is the relatively high outlay and implementation costs. Since the installation of such a system requires additional components, sensors, cabling and space for placement. Furthermore, the complexity of the technical equipment increases, which has a negative effect on the reliability.

Disclosure of Invention

The object of the invention is therefore to further develop a control device of the type mentioned at the outset such that the above-mentioned disadvantages can be avoided.

According to the invention, this object is achieved by a control device for a rail vehicle, having an anti-skid device which adjusts the wheel slip of the wheels of at least one axle as a function of at least one rotational speed signal supplied by an anti-skid sensor to an electronic anti-skid control device; and chassis monitoring equipment including electronic chassis monitoring control means for monitoring and/or diagnosing critical states and damages of the chassis, characterized in that,

a) the electronic chassis monitoring control device and the electronic anti-skid control device are combined into a structural unit;

b) the chassis monitoring device and the anti-skid device have at least one common power supply, a common interface for communication with an operator and a common interface for communication with a locomotive guidance system;

c) the antiskid sensor is a combination sensor which, in addition to a signal relating to the rotational speed of at least one wheel or axle, also outputs a signal relating to the temperature of the wheel set bearing and a vibration signal relating to vibrations which prevail on the wheel set bearing to the chassis monitoring control device, so that the temperature signal, the rotational speed signal and the acceleration signal of the combination sensor are additionally used as diagnostic data for early detection of a faulty component or a section of track;

d) the electronic chassis monitoring and control device is configured such that it detects flat positions on the wheels and out-of-round wheels by means of vibration signals.

THE ADVANTAGES OF THE PRESENT INVENTION

According to the invention, the electronic chassis monitoring and control device is combined with the electronic anti-skid control device and/or with the electronic brake control device and/or with the rolling monitoring and control device into a unified unit.

The chassis monitoring and control device requires in particular a rotation speed signal of the tire axles or wheels to perform the monitoring function. The signal can be transmitted internally at low cost if the chassis monitoring and control device is combined with the slip control device and/or with the brake control device and/or with the roll monitoring and control device as a structural unit or is provided in an integrated unit. Furthermore, the various status signals relating to the current braking and driving behavior are supplied directly to the monitoring algorithm implemented in the monitoring control unit, and a more efficient diagnosis is achieved.

The structural unit consisting of the chassis monitoring and control device and the anti-skid and/or rolling monitoring and/or braking control device also offers the possibility of using specific system components together, such as a common power supply, a common interface for communication with the operator, a common interface for communication with the locomotive guidance system. This reduces the outlay on equipment technology. Parallel processing of the antiskid monitoring algorithm, the rolling monitoring algorithm, and the chassis monitoring algorithm may also be considered when using an efficient computing unit.

In particular, early and state-oriented maintenance may be achieved using chassis monitoring equipment to diagnose and early identify damaged parts, critical conditions, or other faults, such as identifying flat locations on the wheels or early identifying bearing damage. The aim is to reduce the stopping time, to make better use of the parts and thus to save costs.

In a particularly preferred embodiment, the chassis monitoring and control device evaluates the rotational speed signals of the rolling monitoring sensor and/or the anti-slip sensor. Wherein the use of sensors which simultaneously provide a shaft revolution signal and/or a tire revolution signal to the chassis monitoring device and/or the anti-skid device and/or the roll monitoring device and/or the brake control device reduces the costs for installing sensors and cabling. Possible damage can be deduced from the revolutions of the axle or wheel by means of the chassis monitoring device.

It is particularly preferred that the housing of the electronic chassis monitoring and control device and/or the housing of the electronic antiskid control device and/or the housing of the electronic brake control device and/or the housing of the roll monitoring and control device are flange-jointed to each other. Alternatively, at least a part of the electronic chassis monitoring control means and/or the electronic anti-skid control means and/or the electronic brake control means and/or the roll monitoring control means may be provided in a common housing.

According to a further development, the chassis monitoring and/or antiskid and/or brake and/or roll monitoring and/or rolling control devices have a common interface for communication with an operator and/or a common interface for communication with a locomotive guidance system. The components of the different devices are therefore used together cost-effectively. The common interface for communication with the locomotive guidance system is in particular connected to the locomotive bus, for example, in order to transmit critical states detected by the chassis monitoring device to the display device.

The revolution sensor, which is initially assigned only to the anti-skid device and/or the chassis monitoring device and is used primarily only for measuring the revolutions, can be configured, for example, as a combination sensor which, in addition to the signal relating to the number of revolutions of the wheel or axle, also outputs a signal relating to the temperature of the wheel set bearing and/or a vibration signal relating to the vibrations that prevail at the wheel set bearing. The combination sensor is preferably arranged here directly on or in the immediate vicinity of the wheel set bearing to be monitored.

Drawings

Embodiments of the invention are illustrated in the drawings and are explained in detail in the following description. In the drawings:

fig. 1 shows a schematic view of an anti skid device for a passenger compartment according to a preferred embodiment;

fig. 2 shows a schematic cross-sectional view of a combination sensor employed in the anti skid device of fig. 1.

Detailed Description

Fig. 1 schematically shows an anti-skid device 1 for a passenger compartment 2, having two-axle bogies 4, 6, which are designed, for example, for speeds of up to 200 km/h.

The anti-skid device 1 has an electronic anti-skid control device 8 and sensors 10 arranged on each wheel 12 of the axles 14 of the bogies 4, 6, by means of which the instantaneous rotational speed of the respective axle or wheel is detected. Fig. 1 shows only such a sensor 10 on one axial side in each case for the sake of clarity. In a known manner, the microprocessor of the electronic anti-skid control device 8 calculates the actual locomotive or train speed and, by means of an electrically operated anti-skid valve 16, reduces the brake cylinder pressure in the brake cylinders 15, which is predetermined by brake control devices arranged in the driver's cabin, not shown, on-axis. The axles 14 are rotatably held on the respective bogies 4, 6 by means of wheel set bearings 18 in the vicinity of the two wheels, wherein the wheel set bearings 18 are shown in fig. 1 only one for each axle 14.

Each wheel set bearing 18 of the axle 14 is assigned a combination sensor 10, which is shown clearly in fig. 2 and with which the instantaneous rotational speed of the respective axle 14 or of the respective wheel 12, the instantaneous temperature of the wheel set bearing 18 concerned and at least one longitudinal acceleration of the wheel set bearing 18 concerned can be measured.

According to a particularly preferred embodiment, a hall sensor 22, a temperature sensor 24, an acceleration sensor 26 and an evaluation circuit 28 are provided in a housing 20 of the combination sensor 10, which housing extends perpendicularly to the wheel axis, for generating and outputting a rotational speed signal, a temperature signal and at least one acceleration signal. Opposite the hall sensors 22, a magnetic pole rotor 30 is arranged which rotates together with the respective shaft 14 or the respective wheel 12, and by means of the rotation of which a signal relating to the instantaneous rotational speed of the respective shaft 14 or of the respective wheel 12 is generated. The housing 20 preferably has an outer flange 32, by means of which the sensor assembly 10 is fastened directly on the wheel set bearing 18 concerned in a removable manner. Solid-borne sound acting on the wheel set bearing 18, which is caused, for example, by a flat or faulty wheel set bearing 18 on the wheel 12 of the axle 14 and is then detected by the acceleration sensor 26, is thereby transmitted to the housing 20 of the combination sensor 10. The acceleration sensor is preferably embodied to measure longitudinal vibrations in all 3 spatial axes, but can also be represented as fewer measurement directions. In the same way, the temperature prevailing in the wheel set bearing 18 concerned is transmitted to the temperature sensor 24.

These signals are output by the analytical circuit 28 or the like to chassis monitoring control means 34 of a chassis monitoring device 36 which may perform the following monitoring functions:

detecting the thermal operation of each wheel set bearing 18 by temperature monitoring of the wheel set bearing 18;

identifying bearing damage to the wheel set bearings 18 by means of the respective vibration signal;

-identifying an unstable operation or a faulty damper in the locomotive by means of the corresponding vibration signal;

-derailment detection;

detecting flat position and out-of-round wheels 12 by means of the corresponding vibration signals.

The functions of derailment detection, hot-running identification, and detection of erratic behavior are all TSI requirements or recommendations for high-speed trains. The temperature signal, the rotational speed signal and the acceleration signal of the combination sensor 10 can additionally be used as diagnostic data for early detection of a defective component or a section of a track.

The chassis monitoring and control device 34 is combined with the antiskid control device 8 in a structural unit 38. This can be achieved, for example, by the housing of the electronic chassis monitoring and control device 34 being flanged to the housing of the electronic antiskid control device 8. Preferably, the electronic chassis monitoring and control device 34 and the electronic antiskid control device 8 are arranged in a common housing 40. The chassis monitoring device 36 and the antiskid device 1 may have at least one common power supply 41, one common interface 42 for communication with the operator, and one common interface 44 for communication with the locomotive guidance system. The common interface 44 for communication with the locomotive guidance system is connected in particular to a locomotive bus 46, for example, to transmit critical states detected by the chassis monitoring device 36 to a display device.

If the rail vehicle concerned is not a passenger car 2 but a driver car in the rail vehicle group, a central electronic brake control of the brake control device is provided in the driver car, which controls and regulates the braking process of the entire rail vehicle group.

If the passenger car or the driver car is designed for speeds of more than 200km/h, a rolling monitoring device with an electronic rolling monitoring control device is provided in addition to the anti-skid device 1, which receives the revolution number signal of the combination sensor 10 and determines therefrom whether rolling or rotational disturbances of the wheels of the rail vehicle are present.

Depending on the embodiment of the rail vehicle, the electronic chassis monitoring control should be combined with the electronic anti-skid control and/or with the electronic brake control and/or with the rolling monitoring control in a single unit.

List of reference numerals

1 anti-skid device

2 passenger compartment

4 bogie

6 bogie

8 anti-skid control device

10 combination sensor

12 wheel

14 shaft

15 braking cylinder

16 anti-skid valve

18 wheelset bearing

20 outer casing

22 hall sensor

24 temperature sensor

26 acceleration sensor

28 analysis circuit

30 magnetic pole rotor

32 outer flange

34 chassis monitoring and controlling device

36 Chassis monitoring device

38 structural unit

40 outer casing

41 power supply device

42 interface

44 interface

46 locomotive bus

Claims (14)

1. A cab for a rail locomotive consist comprising a control device having: an anti-skid device (1) which regulates the wheel slip of the wheels (12) of at least one axle (14) as a function of at least one rotational speed signal provided by an anti-skid sensor to an electronic anti-skid control device (8); chassis monitoring equipment (36) including electronic chassis monitoring control means (34) for monitoring and/or diagnosing critical conditions and damage to the chassis; and a central electronic brake control device of the brake control device, which controls and regulates the braking process of the entire rail vehicle set, wherein,

a) the electronic chassis monitoring control device (34), the electronic anti-skid control device (8) and the electronic brake control device are combined into a structural unit (38);

b) the chassis monitoring device (36), the anti-skid device (1) and the brake control device have at least one common power supply device (41), a common interface (42) for communication with an operator and a common interface (44) for communication with a locomotive guidance system;

c) the antiskid sensor is a combination sensor (10) which, in addition to a signal relating to the rotational speed of at least one wheel or axle, also outputs a signal relating to the temperature of the wheel set bearing (18) and a vibration signal relating to vibrations which prevail at the wheel set bearing (18) to a chassis monitoring control device (34), so that the temperature signal, the rotational speed signal and the acceleration signal of the combination sensor (10) are additionally used as diagnostic data for early detection of a faulty component or a section of track.

2. The driver's compartment of claim 1, wherein the housing of the electronic chassis monitor control device and the housing of the electronic antiskid control device are flanged to each other.

3. The driver's cabin according to claim 1, characterized in that at least a part of the electronic chassis supervision control (34) and the electronic anti-skid control (8) are arranged in one common housing (40).

4. The driver's cabin according to claim 1 or 2, characterized in that the combi sensor (10) is arranged directly on the wheel set bearing (18) or in the immediate vicinity of the wheel set bearing (18).

5. The driver's cabin according to claim 1 or 2, characterized in that the chassis monitoring control device (34) analyzes the rotation speed signal of the anti-skid sensor.

6. The cab of claim 1 or 2, wherein the common interface (44) for communicating with a locomotive guidance system is connected to a locomotive bus (46).

7. The cab of claim 6, wherein the locomotive guidance system has a display device for notifying a threshold condition detected by the chassis monitoring device (36).

8. A cab for a rail locomotive consist comprising a control device having: a roll monitoring device comprising an electronic roll monitoring control and at least one roll monitoring sensor for acquiring the rotational speed of at least one wheel in the form of a rotational speed signal; chassis monitoring equipment (36) including electronic chassis monitoring control means (34) for monitoring and/or diagnosing critical conditions and damage to the chassis; and a central electronic brake control device of the brake control device, which controls and regulates the braking process of the entire rail vehicle set, wherein,

a) the electronic chassis monitoring control device (34) is combined with the electronic rolling monitoring control device and the electronic brake control device into a structural unit (38);

b) the chassis monitoring device (36), the roll monitoring device and the brake control device have at least one common power supply (41), a common interface (42) for communication with an operator and a common interface (44) for communication with a locomotive guidance system;

c) the rolling monitoring sensor is a combination sensor (10) which, in addition to a signal relating to the rotational speed of at least one wheel or axle, also outputs a signal relating to the temperature of the wheel set bearing (18) and a vibration signal relating to vibrations which prevail at the wheel set bearing (18) to a chassis monitoring control device (34) in order to combine the temperature signal, the rotational speed signal and the acceleration signal of the sensor (10) as diagnostic data for early detection of a faulty component or a section of track.

9. The cab of claim 8, wherein the housing of the electronic chassis monitor control device and the housing of the roll monitor control device are flanged to each other.

10. The driver's cabin of claim 8, characterized in that at least a part of the electronic chassis monitor control (34) and the roll monitor control are arranged in one common housing (40).

11. The driver's cabin according to claim 8 or 9, characterized in that the combi sensor (10) is arranged directly on the wheel set bearing (18) or in the immediate vicinity of the wheel set bearing (18).

12. The driver's cabin according to claim 8 or 9, characterized in that the chassis monitoring control device (34) analyzes the rotation speed signal of the rolling monitoring sensor.

13. The cab of claim 8 or 9, wherein the common interface (44) for communicating with a locomotive guidance system is connected to a locomotive bus (46).

14. The cab of claim 13, wherein the locomotive guidance system has a display device for notifying a threshold condition detected by the chassis monitoring device (36).