DE102011002301A1 - Rail vehicle with a hot runner monitoring - Google Patents

Abstract

The invention relates to a method for hot runner monitoring in a rail vehicle, in which, in a first step, at least one temperature signal is determined which is for a current temperature of a component (103.2) of a unit (103.1) of the rail vehicle (101), in particular a wheel bearing unit (103.2 ) of the rail vehicle (101), is representative, in a second step the at least one temperature signal is compared with at least one limit temperature signal which is representative of a limit temperature which is relevant for safe operation of the unit (103.1), and as a function thereof Result of the comparison, a component status signal is generated. In the second step, a limit temperature signal that is dependent on a current travel speed of the rail vehicle (101) is used as the at least one limit temperature signal.

Description

The present invention relates to a method for the method for monitoring hot runner in a rail vehicle, wherein in a first step at least one temperature signal is determined which is representative of a current temperature of a component of a unit of the rail vehicle, in particular a wheel bearing unit of the rail vehicle, and in a second step, comparing the at least one temperature signal with at least one threshold temperature signal representative of a threshold temperature relevant to safe operation of the unit, and generating a component state signal in response to the result of the comparison. The invention further relates to a method for operating a rail vehicle, a corresponding device for monitoring hot runners and a rail vehicle, in which such a hot runner monitoring is implemented.

In modern rail vehicles, in particular those vehicles which are operated at comparatively high nominal operating speeds, there is a considerable need for safety, critical driving situations, in particular situations in which the functionality of the wheel units (eg wheel sets or wheel pairs but also individual wheels) is impaired. recognize as early and reliably as possible in order to initiate appropriate countermeasures (such as emergency braking or the like).

Critical driving situations can occur, among other things, if individual components of a wheel unit overheat (for whatever reason) and therefore, with continued operation, a failure of the relevant component occurs. For example, in the area of the wheel bearings of the wheel units, such overheating may occur, which can then lead to failure of the wheel bearing and, for example, to blockage of the wheel unit, which can lead to extremely critical driving situations, especially at high driving speeds. Furthermore, of course, the overheating caused by blocking a brake or the like can lead to similarly critical situations.

In order to detect such an overheating of wheel bearings early, it is well known to provide on the route traveled stationary measuring devices which detect the thermal state of the passing wheel bearings of a vehicle, typically their temperature, and generate a corresponding warning signal when a correspondingly high temperature level one of the wheel bearings is detected.

The problem here is that such stationary facilities due to the spatial conditions are usually suitable only for the detection of the thermal situation on the outside wheel bearings, while vehicles with internal wheel bearings can not be checked with sufficient reliability. Another problem is that, especially in very fast moving vehicles, the detection accuracy drops and therefore considerable effort would have to be operated for such stationary facilities to compensate for this disadvantage.

Not least for this reason, there are regulations in particular for rail transport in the high-speed sector, such as in the European Union the so-called "Technical Specification Interoperability" (TSI), which stipulate exclusively for this type of rail vehicles hot-runner monitoring.

In such systems, a warning is issued to the driver from a certain predetermined first temperature level of a wheel bearing usually that the wheel bearing has reached a critical first limit temperature. If a further predetermined and even higher second temperature level is reached, a correspondingly more critical danger message is issued to the vehicle driver. In both cases, the driver can then or must initiate appropriate countermeasures. It is also possible that corresponding countermeasures are automatically initiated.

The problem here is in particular that the specified limit temperatures apply to the entire speed range of the vehicle, so ultimately to their determination the rated operating speed (ie the maximum speed at which the vehicle can be operated in normal operation) must be used, since at this speed the most critical driving situations occur and therefore it must be ensured that even at this speed it is possible to react sufficiently early to bring the vehicle safely to a standstill. Accordingly, comparatively low limit temperatures must be set here, so that the vehicle driver or the vehicle reacts even at lower, less critical speeds even at these comparatively low limit temperatures and possibly brings the vehicle to a standstill or has to bring it to a halt.

In other variants of such a hot runner monitoring fuses or the like are used, which melt or fail at a critical temperature limit and thereby trigger an automatic braking of the vehicle. These elements must be designed for the most critical operating condition, so the operation at the rated operating speed, so that there are the disadvantages just mentioned here.

The present invention is therefore based on the object to provide a method, a device for carrying out the method and a rail vehicle of the type mentioned which or which does not bring the above-mentioned disadvantages or at least to a lesser extent and in particular allows in a simple manner a hot runner monitoring with increased flexibility of the reaction to such a hot runner.

The present invention solves this problem starting from a method according to the preamble of claim 1 by the features stated in the characterizing part of claim 1. It solves this problem further starting from a device according to the preamble of claim 9 by the features stated in the characterizing part of claim 9.

The present invention is based on the technical teaching that a reliable and more flexible hot runner monitoring can be realized in a simple manner if the temperature limit value which is to trigger a corresponding reaction is selected as a function of the driving speed. This advantageously makes it possible to provide a higher temperature limit at lower speeds at which failure of the particular hot-run component can lead to less critical situations.

This has the great advantage that, for example, in the event that at a high speed of the relevant temperature limit has been exceeded and appropriate countermeasures were initiated, the vehicle was usually slowed down at the now present reduced speed of the correspondingly increased temperature limit falls below again so that the vehicle can continue to operate at the reduced speed and not be forced to a standstill until the temperature of the component in question falls below the (previous) temperature limit again. This can be particularly decisive if the vehicle is located in a section of the route in which no easy and safe evacuation of the passengers is possible (eg tunnels, bridges, etc.). Here, the present invention may allow the vehicle to travel at reduced speed but still reliably out of this danger zone.

Continued operation at reduced speed can even lead to the component in question cooling down again (not least because of the airstream), so that, if necessary, a further increase in the driving speed is permitted after falling below a corresponding lower temperature limit.

It should be understood that the relevant unit of the rail vehicle, the component of which is monitored in the context of such a hot runner monitoring, can not be just one wheel unit. Rather, other units of the rail vehicle can be monitored, in which it can come to such hot runners. These include, for example, gearboxes, motors, brake systems (eg brake discs, brake pads, etc.), actuators, dampers, etc. Under certain circumstances, it is also possible to monitor components whose failure does not represent an immediate safety risk. Rather, in this case, any maintenance aspects or repair aspects may prevail in order to achieve an increase in the availability or reliability of the entire vehicle by timely detection of impending failure and, where appropriate, avoiding such a failure of the monitored component.

According to one aspect, the invention therefore relates to a method for monitoring hot runners in a rail vehicle, in which in a first step at least one temperature signal is determined which is representative of a current temperature of a component of a unit of the rail vehicle, in particular a wheel bearing unit of the rail vehicle. In a second step, the at least one temperature signal is compared with at least one threshold temperature signal representative of a threshold temperature relevant to safe operation of the unit, and a component state signal is generated in response to the result of the comparison. In this case, a limit temperature signal dependent on a current travel speed of the rail vehicle is used in the second step as the at least one limit temperature signal.

The speed dependence of the limit temperature signal and the limit temperature represented thereby can basically have any suitable course. Typically, the limit temperature increases with reduced speed of the vehicle. It is understood that in this case several limit temperatures can be monitored or taken into account in order to realize different warning levels or escalation levels of the reaction to such conditions. Preferably, it is therefore provided that the at least one temperature signal with a first Limit temperature signal is representative, which is representative of a first limit temperature, which then preferably increases with decreasing vehicle speed. Additionally or alternatively, it can be provided that the at least one temperature signal is compared with a second limit temperature signal, which is representative of a second limit temperature, which then preferably also increases with decreasing vehicle speed, the second limit temperature is above the first limit temperature.

The course of the limit temperature as a function of the driving speed can basically be designed arbitrarily. Preferably, the first limit temperature and / or the second limit temperature on a progressively decreasing driving speed at least in sections steadily increasing course. Additionally or alternatively, it can also be provided that the respective limit temperature also has an at least partially progressively rising gradient as the driving speed decreases.

The variation of the relevant limit temperature can basically be arbitrarily large. This depends in particular on the circumstances of the monitored component, in particular its temperature sensitivity. In this case, it can be considered in particular that the component in question is particularly sensitive to certain loads in certain temperature ranges, while the temperature range in question is not critical under other load. This may for example be due to the material properties of the component. In particular, the behavior of materials in which sudden phase transitions or microstructural changes etc. take place in a certain temperature range under a certain load situation can be taken into account with the present invention.

Furthermore, it is additionally or alternatively possible to vary the relevant limit temperature insofar as a function of the time profile of the temperature signal, as the limit temperature is lowered after a certain period of time in which a predetermined operating temperature limit of the monitored component has been exceeded. In this way it is possible for certain predetermined periods to allow exceeding of predetermined operating temperature limits of the monitored component. Thus, therefore, the respective lifetime of the monitored component at the respective operating temperature can be considered. Thus, for example, for a certain period of time, the exceeding of a continuous operating temperature limit of the monitored component (ie the operating temperature limit up to which the relevant component can be operated permanently) can be permitted to a certain extent. If this predetermined period is exceeded, then the limit temperature can be lowered in order to trigger appropriate reactions if necessary. If appropriate, the predefined period of time may extend to a predetermined service life for the relevant component at the respective operating temperature or a predetermined operating temperature range.

Furthermore, thermal inertias in the system (in particular both in the area of the monitored component and in the detection of the temperature signal) can be taken into account. In this case, it is also possible to take into account the fact that at higher driving speeds the heating of the monitored component (as a rule as a result of the increased friction power) takes place more quickly. In particular, it can thus be provided that the change in the relevant limit temperature increases with increasing driving speed in order to be able to initiate notifications or countermeasures in good time before critical situations arise. In particular, in this case, the distance between the first limit temperature and the second limit temperature increase with increasing travel speed.

In preferred variants of the invention, the variation of the relevant limit temperature is adjusted to the continuous operating temperature limit of the weakest element of the component in question, which is relevant for safe operation of the component or whose failure in sufficiently high probability a failure of the component entails. In preferred variants of the invention, which is used in a rail vehicle with a predetermined nominal operating speed, the component comprises at least one temperature-sensitive element which defines a continuous operating temperature limit of the component. In this case, the first limit temperature and / or the second limit temperature between a lower speed limit of the vehicle speed, in particular a speed equal to zero, and an upper speed limit of the vehicle speed, in particular the rated operating speed, by at least 10% of the continuous operating temperature limit, preferably by at least 15% of Continuous operating temperature limit, more preferably by 15% to 30% of the continuous operating temperature limit varies. This can be good results. In particular, frequent unnecessary temporary shutdowns of the vehicle can be reliably avoided.

The height of the respective limit temperature is preferably matched to the continuous operating temperature limit of this weakest, safety-relevant element. Preferably, therefore, for the lower speed range, that the first limit temperature at the lower speed limit of the vehicle speed is at least 85% of the continuous operating temperature limit, preferably at least 95% of the continuous operating temperature limit, more preferably 90% to 100% of the continuous operating temperature limit.

Additionally or alternatively, for the upper speed range, the first limit temperature at the upper speed limit of the vehicle speed may be at most 80% of the steady-state temperature limit, preferably at most 70% of the steady-state temperature limit, more preferably 65% to 75% of the steady-state temperature limit.

Furthermore, additionally or alternatively for the lower speed range, it may be provided that the second limit temperature at the lower speed limit of the driving speed is at least 95% of the continuous operating temperature limit, preferably at least 105% of the continuous operating temperature limit, more preferably 100% to 110% of the continuous operating temperature limit.

Finally, additionally or alternatively for the upper speed range, it may be provided that the second limit temperature at the upper speed limit of the travel speed is at most 90% of the continuous operating temperature limit, preferably at most 80% of the continuous operating temperature limit, more preferably 75% to 85% of the continuous operating temperature limit.

It should be noted at this point that in addition to the above-described monitoring of one or two limit temperatures basically any number of other limit temperatures can be monitored or taken into account to allow a correspondingly finely graded alarm or reaction to the current state of the component in question.

Basically, the assessment of the state of the relevant component can be based exclusively on the currently recorded temperature values of the component. However, in order to avoid erroneous reactions caused by short-term measurement errors, malfunctions or the like, it is preferably provided that the assessment of the state of the relevant component is based on the data or signals of several measurements, and thus on a sufficiently long acquisition period. Here, the development of the respective limit temperature can find appropriate influence. Therefore, it is preferably provided that the generation of the component state signal takes place as a function of a time profile of the at least one temperature signal and / or of the at least one limit temperature signal.

Furthermore, in preferred variants of the method according to the invention, the assessment of the state of the component can take place as a function of the speed at which the temperature of the component changes. For example, reacting differently to a rapid increase in temperature of the component (other messages are output to the driver or other automatic reactions are initiated) than with a slow increase in temperature. In particular, the variation of the limit temperature in dependence on the rate of change in temperature of the component can be made. Preferably, therefore, the generation of the component state signal takes place as a function of a rate of change of the at least one temperature signal. Additionally or alternatively, the limit temperature signal can be varied as a function of a rate of change of the at least one temperature signal.

In particular, therefore, the temperature gradient (expressed in K / min, for example) of the at least one temperature signal, that is to say the first time derivative or the slope of the temperature curve, can be taken into account. However, it is understood that additionally or alternatively, the second time derivative of the at least one temperature signal (thus, therefore, the curvature of the temperature curve) can be used as relevant information for the current temperature development and taken into account. From this it can be derived, in particular, whether an increase in temperature accelerates or delays. On the basis of these derived variables (gradient and curvature), the effectiveness of an initiated countermeasure (eg a speed reduction) can be assessed very quickly and simply. In particular, depending on this evaluation, it is then possible to influence the countermeasure (that is, for example, to slow down more if the effect to be achieved does not occur to the desired extent).

In further advantageous variants of the method according to the invention, the at least one temperature signal and / or the at least one limit temperature signal and / or the component state signal is logged in a protocol. This makes it possible to carry out a corresponding evaluation of the state of the component at a later time and to derive further measures from this (maintenance, replacement, etc.). Moreover, it is possible to change the history of the state of the component into the variation of the Limit temperature signal and / or the generation of the component state signal to flow, in each case depending on the protocol.

The present invention further relates to a method for operating a rail vehicle, in which a method according to the invention generates a component state signal and outputs the component state signal to the driver, so that the latter is able to initiate appropriate measures if necessary. Additionally or alternatively, the rail vehicle can also be controlled directly as a function of the component state signal, it being possible in particular for a drive device of the rail vehicle and / or a brake device of the rail vehicle to be activated in dependence on the component state signal.

The present invention further relates to a device for monitoring hot runner in a rail vehicle with a detection device, which is designed to detect at least one temperature signal, which is representative of a current temperature of a component of a unit of the rail vehicle, in particular a wheel bearing unit of the rail vehicle, and a A processing device configured to compare the at least one temperature signal with at least one limit temperature signal representative of a threshold temperature relevant to safe operation of the device and to generate a component state signal depending on the result of the comparison. Here, the processing device is designed to use as the at least one limit temperature signal dependent on a current travel speed of the rail vehicle limit temperature signal. Hereby, the variants and advantages described above can be realized to the same extent, so that in this respect only reference is made to the above statements.

Finally, the present invention relates to a rail vehicle with a device according to the invention for monitoring hot runners. Hereby, the variants and advantages described above can be realized to the same extent, so that in this regard expressly made to the above statements. The rail vehicle is preferably designed as a vehicle for high-speed traffic with a nominal operating speed of more than 250 km / h, in particular above 300 km / h to 380 km / h, since the advantages described here are particularly pronounced.

It should be noted at this point that the current temperature signal can be determined in any suitable manner. For example, sensors, such as thermocouples or the like, may be provided for the respective component, that is to say, for example, the respective wheel bearing. A multi-channel (eg a two-channel) temperature measurement can be provided for each component to be monitored, whereby the measuring system is naturally optimized with regard to possible redundancies, measured value differences or contradictory measurement data and the behavior in the event of sensor failure in order to produce erroneous results. To exclude reactions as far as possible.

Further preferred embodiments of the invention will become apparent from the dependent claims and the following description of preferred embodiments, which refers to the accompanying drawings. Show it:

1 a schematic view of a portion of a preferred embodiment of the rail vehicle according to the invention with a preferred embodiment of the device according to the invention for hot runner monitoring, with a preferred embodiment of the method according to the invention for hot runner monitoring can be performed.

2 a diagram of a preferred speed-dependent course of the temperature limits, which in the vehicle off 1 can be used;

3 a diagram of another preferred speed-dependent course of the temperature limits, which in the vehicle from 1 can be used.

The following is with reference to the 1 A preferred embodiment of the rail vehicle according to the invention 101 described. In the rail vehicle 101 It is a train for high speed trains with a rated operating speed above 250 km / h, namely VN = 380 km / h.

The vehicle 101 includes a final car 102 with a carbody 102.1 , in the area of its two ends in a conventional manner each on a chassis in the form of a bogie 103 is supported. However, it should be understood that the present invention may be used in conjunction with other configurations in which the body is supported on a chassis only. At the end car further middle cars close 104 , their car bodies 104.1 also on bogies 103 are supported.

For easier understanding of the following explanations is in the 1 (through the wheelbase of the bogie 103 given) vehicle coordinate system x, y, z, in which the x-coordinate, the longitudinal direction, the y-coordinate, the transverse direction and the z-coordinate, the height direction of the rail vehicle 101 describe.

The bogie 103 has conventionally two wheel units in the form of wheelsets 103.1 on, each two wheel bearings 103.2 include. At the bogies 103 these are partly powered rail bogies and partly non-driven bogies. The wheelsets 103.1 of motor bogies are via a drive device 105 driven, while the wheelsets of all bogies via braking devices 106 can be braked.

The vehicle 101 points in the end car 102 a processing device in the form of a central vehicle control 107 on, in the present example, with removed components inter alia via one passing through the entire vehicle 101 extending communication link in the form of a vehicle bus 108 connected is. It is understood that in other variants of the invention, a different communication connection can be selected. In particular, a fixed wiring with the removed components may additionally or alternatively be provided (inter alia, depending on the specifications of certain safety guidelines or the like).

In the vehicle control 107 In the present example, a hot runner monitoring is implemented which determines the condition of each of the wheel bearings 103.2 monitored to see whether a temperature situation exists, which corresponding messages to the driver or possibly automatic reactions, eg. B. automatic intervention in the operation of the vehicle 101 , requires.

For this purpose, the vehicle controller analyzes 107 the signals of a detection device with detection units in the form of temperature sensors 110 that every wheelset 103.1 More precisely, every rag camp 103.2 , are assigned and in a first step for the current temperature Ti of the respective wheel bearing 103.2 representative current temperature signals TSi of i wheelsets 103.1 deliver. The current temperature signals TSi of the temperature sensors 110 each one of the respective chassis 103 assigned and with the temperature sensors 110 connected communication unit 111 over the vehicle bus 108 to the vehicle control 107 transmitted.

It is understood that outliers based on measurement errors or defective sensors, etc., are below the measured values of the individual temperature sensors by means which are sufficiently well-known 110 can be eliminated.

In the present example, the signals of all n wheel bearings 103.2 of the vehicle 101 used (ie i = 1 to n). It is understood, however, that the other variants of the invention, if appropriate, only a part of the existing wheel bearings can be monitored. In particular, only such wheel bearings or wheel units can be monitored, which are arranged at critical for driving safety positions in the vehicle.

To the temperature situation and thus the condition of the respective wheel bearing 103.2 to be able to judge compares the vehicle control 107 in a second step, the respective temperature signal TSi in the present example with a first limit temperature signal TGS1 and possibly also a second limit temperature signal TGS2.

The first limit temperature signal TGS1 is representative of a first limit temperature TG1, beyond which a so-called warm alarm is triggered, which will be described in more detail below. The second limit temperature signal TGS2 is representative of a second limit temperature TG2, which is above the first limit temperature TG1 and when exceeded, a so-called hot alarm is triggered, which will also be described in more detail below.

According to the present invention, the first limit temperature signal TGS1 or the first limit temperature TG1 as well as the second limit temperature signal TGS2 and the second limit temperature TG2, respectively, of the current vehicle speed V of the vehicle 101 dependent. In the vehicle control 107 For this purpose, a first characteristic curve LTG1 assigned to the first limit temperature TG1 and a second characteristic curve LTG2 assigned to the second limit temperature TG2 are stored, as described in US Pat 2 are shown.

The 2 shows the respective on a continuous operating temperature limit DTG related first and second threshold temperature TG1 and TG2, depending on the current vehicle speed V of the vehicle based on the rated operating speed of the vehicle.

The continuous operating temperature limit DTG is the continuous operating temperature limit of the element of the wheel bearing that is the weakest under thermal aspects 103.2 , which is relevant for safe operation of the component or its failure in a sufficiently high probability failure of the wheel bearing 103.2 pulls.

In the present example, this temperature-sensitive weakest element is a polymer cage of the wheel bearing 103.2 whose continuous operating temperature limit DTG is 120 ° C. It is understood, however, that in other variants of the invention, other elements of the wheel bearing may be relevant. In particular, a lubricant of the wheel bearing can represent the extent limiting part of the wheel bearing.

Again 2 can be seen, the course of the respective limit temperature TG1 or TG2 is selected depending on the driving speed so that the respective limit temperature TG1 or TG2 has a progressively decreasing course with decreasing speed.

Here, the first limit temperature TG1 varies between a lower speed limit of the vehicle speed, namely the speed V0 = 0 km / h, and an upper speed limit of the vehicle speed, namely the rated operating speed VN, by about 25% of the continuous operating temperature limit DTG, while the second limit temperature TG2 varies between the lower speed limit below upper speed limit varies by about 20% of the continuous operating temperature limit DTG. This can be good results. In particular, frequent unnecessary temporary shutdowns of the vehicle may occur 101 reliably avoided.

Again 2 2, the first limit temperature TG1 at the lower speed limit V0 is 96% of the continuous operating temperature limit DTG, while it is 71% of the continuous operating temperature limit DTG at the upper speed limit VN. The second limit temperature TG2 is 104% of the continuous operating temperature limit DTG at the lower speed limit V0, and 83% of the continuous operating temperature limit DTG at the upper speed limit VN.

It should be noted at this point that the vehicle 101 if appropriate, it can also be operated beyond its upper speed limit VN, in which case optionally a further drop in the respective limit temperature TG1 or TG2 can be provided.

Represents the vehicle control 107 determines that the current temperature T of the relevant wheel bearing 103.2 exceeds the first limit temperature TG1, the described warm alarm is triggered. For this the vehicle control generates 107 in the present example, a component state signal in the form of a corresponding warm alarm message and outputs this via an output unit 112 to the driver. This warm alert message can basically be designed in any suitable manner. In particular, it can identify the relevant wheel bearing and / or directly provide the driver with guidelines or instructions for the further course of action, in particular measures to be initiated.

Represents the vehicle control 107 determines that the current temperature T of the relevant wheel bearing 103.2 In addition, the second limit temperature exceeds TG2, the described hot alarm is triggered. For this gives the vehicle control 107 on the one hand, in the present example, a component state signal in the form of a corresponding hot alarm message via the output unit 112 to the driver. This hot alarm message can basically be designed in any suitable manner. In particular, it can identify the relevant wheel bearing and / or directly provide the driver with guidelines or instructions for the further course of action, in particular measures to be initiated.

Furthermore, the hot alarm in the present example includes an automatic intervention in the operation of the vehicle 101 , So can the vehicle control 107 in the present example, another component status signal to the drive means 105 and the braking devices 106 output. As a result, they can be controlled accordingly, for example to reduce the driving speed V accordingly.

It is understood that it may be provided to check the second limit temperature signal TGS2 only when the first limit temperature TG1 has been exceeded in order to save computing time. It is also understood that the warm alarm can be suppressed when a hot alarm is triggered to avoid irritation of the driver by a flood of different information.

The speed dependence of the limit temperatures TG1 and TG2, in particular the second limit temperature TG2, has the great advantage that, for example, in the event that at a first operating point P1 at a first speed V1 = VN the relevant temperature limit TG2 has been exceeded, appropriate countermeasures were initiated , where the vehicle 101 was decelerated to a second speed V2 <V1. In the now present second operating point P2 with the moderately reduced speed V2, the correspondingly increased temperature limit value TG2 is again undershot, so that the vehicle 101 can be continued with the moderately reduced speed and is not forced to stop until the temperature of the wheel bearing in question 103.2 again reduced accordingly. This makes it possible, inter alia, advantageously to drive the vehicle relatively quickly out of a section of road in which no simple and safe evacuation of the passengers is possible (eg tunnels, bridges, etc.).

In the present example takes the vehicle control 107 the assessment of the condition of the relevant wheel bearing 103.2 on the basis of a (short) history of the current temperature T, namely on the basis of several temperature measured values of the current temperature T before, which were acquired over a sufficiently long detection period. As a result, short-term measurement errors, malfunctions or the like caused incorrect reactions can be avoided.

This can be done in the vehicle control 107 For example, an average of the current temperature can be used for the comparison with the respective limit temperature TG1 or TG2. Likewise, additionally or alternatively, it can also be provided that the exceeding of the respective limit temperature TG1 or TG2 is ascertained if, for a predetermined number of successive measurements, an exceeding of the limit temperature and / or an exceeding of the limit temperature with a predetermined frequency is detected.

Furthermore, it is provided in the present example that the vehicle control 107 the assessment of the condition of the respective wheel bearing 103.2 depending on the speed with which the temperature T of the wheel bearing 103.2 changes. So can the vehicle control 107 For example, react differently in a rapid increase in temperature of the component (for example, other messages can be issued to the driver or other automatic reactions are initiated) than a slow increase in temperature.

This can take into account the fact that a rapid increase in the temperature of the relevant wheel bearing 103.2 even before reaching the relevant limit temperature TG1 or TG2 can be a strong indication of an incipient warm runner or hot runner. Thus, it is provided in the present example that the vehicle control 107 at a first temperature gradient GRT1> 5 K / min the driver in a corresponding message about the output unit 112 prompt that temperature of this specific wheel bearing 103.2 to observe and, for example, at a constant speed V, the further increase in the temperature of the relevant wheel bearing 103.2 to monitor. Furthermore, it is provided that with a second temperature gradient GRT2> 8 K / min, the driving speed is preventively reduced, for example to a maximum of 200 km / h.

In order to avoid short-term local temperature changes leading to unnecessary false alarms or incorrect interventions, it is also provided for this gradient determination that the assessment is based on measurements of a sufficiently long detection period (eg of the order of one minute).

It should be mentioned at this point that, where appropriate, it can also be provided that the vehicle control 107 the variation of the limit temperature TG1 or TG2 as a function of the rate of change in temperature of the relevant wheel bearing 103.2 performs.

In the present example, the vehicle control system continues to log both the course of the temperature signals TSi, the limit temperature signals TGSi and the corresponding reactions or the generated component status signals (hence the warm alarms and hot alarms) in a corresponding protocol. This makes it possible, at a later time, a corresponding evaluation of the state of the respective wheel bearing 103.2 and to derive further measures from this (maintenance, replacement, etc.). In addition, it is hereby possible to incorporate this history of the state of the respective wheel bearing into the variation of the limit temperatures TG1 or TG2 as well as the generation of the component state signal, that is to say the reactions resulting from the monitoring.

It should be noted at this point that in addition to the above-described monitoring of one or two limit temperatures TG1 and TG2 basically any number of other limit temperatures TGi can be monitored or taken into account by a correspondingly finely graded alarm or reaction to the current state of the relevant Allow component.

The 3 shows for a variant of the method according to the invention for hot runner monitoring, which also in the vehicle control 107 can be implemented three characteristic curves LTG1 to LTG3 for different limit temperatures TG1 to TG3, the exceeding of which has different reactions or alarms to the consequence. Apart from the monitoring of a further limit temperature TG3 (when exceeding a further hot alarm is triggered), this variant differs from the variant described above only in that the two curves LTG2 and LTG3 for the first hot alarm and the second hot alarm with increasing speed no gradual but have a steadily decreasing course.

The present invention has been described above solely by means of a train in high-speed traffic. It is understood, however, that the invention can also be used in connection with other rail vehicles.

Furthermore, it should be understood that the present invention can not be used only for vehicles composed of multiple cars. Rather, it can of course also be used on a vehicle that consists of a single car.

Claims (16)

Method for monitoring hot runners in a rail vehicle, in which - in a first step, at least one temperature signal is determined, which for a current temperature of a component ( 103.2 ) of a unit ( 103.1 ) of the rail vehicle ( 101 ), in particular a wheel bearing unit ( 103.2 ) of the rail vehicle ( 101 ) is representative, - in a second step, the at least one temperature signal is compared with at least one limit temperature signal which is representative of a limit temperature necessary for safe operation of the unit ( 103.1 ), and in dependence on the result of the comparison, a component state signal is generated, characterized in that, in the second step, as the at least one limit temperature signal, one of a current travel speed of the rail vehicle ( 101 ) dependent limit temperature signal is used. Method according to claim 1, characterized in that The at least one temperature signal is compared with a first limit temperature signal which is representative of a first limit temperature, which increases in particular as the driving speed decreases, and or - The at least one temperature signal is compared with a second limit temperature signal, which is representative of a second limit temperature, which increases in particular with decreasing vehicle speed, wherein the second limit temperature is above the first limit temperature, and in which - The first limit temperature and / or the second limit temperature, in particular with decreasing speed has an at least partially steadily increasing profile and / or at least partially gradually increasing course. Method according to claim 2, characterized in that - the component ( 103.2 ) has at least one temperature-sensitive element which has a continuous operating temperature limit of the component ( 103.2 ), - the rail vehicle ( 101 ) has a rated operating speed, and - the first limit temperature and / or the second limit temperature between a lower speed limit of the vehicle speed, in particular a zero speed, and an upper speed limit of the vehicle speed, in particular the nominal operating speed, by at least 10% of the continuous operating temperature limit, preferably at least 15% of the continuous operating temperature limit, more preferably by 15% to 30% of the continuous operating temperature limit varies. A method according to claim 3, characterized in that The first limit temperature at the lower speed limit of the driving speed is at least 85% of the continuous operating temperature limit, preferably at least 95% of the continuous operating temperature limit, more preferably 90% to 100% of the continuous operating temperature limit and or The first limit temperature at the upper speed limit of the driving speed is at most 80% of the continuous operating temperature limit, preferably at most 70% of the continuous operating temperature limit, more preferably 65% to 75% of the continuous operating temperature limit and or The second limit temperature at the lower speed limit of the driving speed is at least 95% of the continuous operating temperature limit, preferably at least 105% of the continuous operating temperature limit, more preferably 100% to 110% of the continuous operating temperature limit and or The second limit temperature at the upper speed limit of the driving speed is at most 90% of the continuous operating temperature limit, preferably at most 80% of the continuous operating temperature limit, more preferably 75% to 85% of the continuous operating temperature limit. Method according to one of the preceding claims, characterized in that the generation of the component state signal in dependence on a time course of the at least one temperature signal and / or the at least one limit temperature signal is carried out. Method according to one of the preceding claims, characterized in that The generation of the component state signal takes place as a function of a rate of change of the at least one temperature signal, and or - The limit temperature signal is varied in response to a rate of change of the at least one temperature signal. Method according to one of the preceding claims, characterized in that - The at least one temperature signal and / or the at least one limit temperature signal and / or the component state signal is logged in a protocol, and - In particular, the limit temperature signal and / or the component state signal is generated in dependence on the protocol. Method for operating a rail vehicle, in which - with a method according to one of the preceding claims, a component state signal is generated and - the component state signal is output to the vehicle driver and / or - the rail vehicle ( 101 ) is controlled in dependence on the component state signal, wherein - depending on the component state signal, in particular a drive device ( 105 ) of the rail vehicle ( 101 ) and / or a braking device ( 106 ) of the rail vehicle ( 101 ) is driven. Device for monitoring hot runners in a rail vehicle with - a detection device ( 110 ) configured to detect at least one temperature signal representative of a current temperature of a component ( 103.2 ) of a unit ( 103.1 ) of the rail vehicle ( 101 ), in particular a wheel bearing unit ( 103.2 ) of the rail vehicle ( 101 ), and - a processing device ( 107 ) which is adapted to compare the at least one temperature signal with at least one limit temperature signal which is representative of a limit temperature necessary for safe operation of the unit ( 103.1 ) and, depending on the result of the comparison, to generate a component state signal, characterized in that - the processing device ( 107 ) is configured as the at least one limit temperature signal from a current travel speed of the rail vehicle ( 101 ) dependent limit temperature signal to use. Apparatus according to claim 9, characterized in that - the processing device ( 107 ) is adapted to compare the at least one temperature signal with a first limit temperature signal which is representative of a first limit temperature, which increases in particular as the driving speed decreases, and / or - the processing device ( 107 ) is adapted to compare the at least one temperature signal with a second limit temperature signal, which is representative of a second limit temperature, which increases in particular with decreasing vehicle speed, the second limit temperature is above the first limit temperature, and wherein - the first limit temperature and / or the second limit temperature has, in particular with decreasing driving speed, an at least sectionally continuously rising course and / or an at least partially stepwise rising course. Device according to claim 10, characterized in that - the component ( 103.2 ) has at least one temperature-sensitive element which has a continuous operating temperature limit of the component ( 103.2 ), - the rail vehicle ( 101 ) has a nominal operating speed, and - the processing device ( 107 ) is adapted to reduce the first limit temperature and / or the second limit temperature between a lower speed limit of the vehicle speed, in particular a speed equal to zero, and an upper speed limit of the vehicle speed, in particular the nominal operating speed by at least 10% of the continuous operating temperature limit, preferably by at least 15%. the continuous operating temperature limit, more preferably by 15% to 30% of the continuous operating temperature limit to vary. Apparatus according to claim 11, characterized in that - the first limit temperature at the lower speed limit of the driving speed is at least 85% of the continuous operating temperature limit, preferably at least 95% of the continuous operating temperature limit, more preferably 90% to 100% of the continuous operating temperature limit, and / or - the first limit temperature at the upper speed limit of the driving speed at most 80% of the continuous operating temperature limit, preferably at most 70% of the Continuous operating temperature limit, more preferably 65% to 75% of the continuous operating temperature limit, and / or - the second limit temperature at the lower speed limit of the driving speed at least 95% of the continuous operating temperature limit, preferably at least 105% of the continuous operating temperature limit, more preferably 100% to 110% of the continuous operating temperature limit and / or - the second limit temperature at the upper speed limit of the travel speed is at most 90% of the continuous operating temperature limit, preferably at most 80% of the continuous operating temperature limit, more preferably 75% to 85% of the continuous operating temperature limit. Device according to one of claims 9 to 12, characterized in that processing means ( 107 ) is designed to generate the component state signal as a function of a time profile of the at least one temperature signal and / or the at least one limit temperature signal. Device according to one of claims 9 to 13, characterized in that - the processing device ( 107 ) is adapted to generate the component state signal as a function of a rate of change of the at least one temperature signal, and / or - the processing device ( 107 ) is adapted to vary the limit temperature signal in response to a rate of change of the at least one temperature signal. Device according to one of claims 9 to 14, characterized in that - the processing device ( 107 ) is configured to log the at least one temperature signal and / or the at least one limit temperature signal and / or the component state signal in a protocol and - in particular to generate the limit temperature signal and / or the component state signal in dependence on the protocol. Rail vehicle, in particular for high-speed traffic with a rated operating speed above 250 km / h, in particular above 350 km / h, with an apparatus according to one of Claims 9 to 15, the processing device ( 107 ) is designed to: - output the component status signal to the driver and / or - the rail vehicle ( 101 ) in dependence on the component state signal, in particular in dependence on the component state signal a drive device ( 105 ) of the rail vehicle ( 101 ) and / or a braking device ( 106 ) of the rail vehicle ( 101 ) head for.

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