Procedure and installation for the safe monitoring of vehicles

Abstract

The invention relates to a method for monitoring vehicles, in which the braking pressures, braking forces, or braking torques of a friction braking system, comprising at least a first friction element and a second friction element, of a track-guided vehicle, in particular a railway vehicle (1), and the kinematic parameters of the vehicle are detected, and in which the values ​​of at least a first load parameter of the friction braking system are determined from the braking pressures, braking forces, or braking torques and the kinematic parameters. It is proposed that limit value comparisons be made with the values ​​of at least the first load parameter, so that, as a protective reaction (12), the vehicle's braking is commanded or activated to ensure an agreed level of safety when at least one limit value comparison criterion is met.[0002] This effectively protects the friction braking system from overload or overexertion.

Description

[0001] The invention relates to a method for vehicle monitoring, wherein brake pressures, braking forces or braking torques of a friction braking system, comprising at least a first friction element and a second friction element, of a track-guided vehicle, in particular a rail vehicle, and kinematic quantities of the vehicle are detected, and wherein values ​​of at least one first load quantity of the friction braking system are determined from the brake pressures, braking forces or braking torques and from the kinematic quantities.

[0002] Track-guided vehicles, especially rail vehicles, are frequently equipped with friction braking systems. In these systems, the opposing pressure of friction elements generates a braking effect on the vehicle, i.e., the vehicle's kinetic energy is converted into thermal energy. Known examples of friction braking systems are pneumatic block brakes and disc brakes. Block brakes act on the vehicle's wheels, which are subjected to significant thermomechanical stress, particularly at high braking speeds and with large braking forces.

[0003] Rules for validating block-braked wheels are specified in the European Standard (EN) 13979-1, which assumes the identification of the largest thermomechanical loads on the wheels occurring during normal operation of a railway vehicle.

[0004] According to EN 15734-1, energy inputs into the wheels of high-speed trains caused by block brakes must be limited by control means.

[0005] For example, WO 2018 / 054736 A1 is known from the prior art, which describes a method for influencing the kinematic behavior of a rail vehicle. Based on a determined energy input into a friction element, the kinematic behavior of the rail vehicle can be influenced in such a way as to limit its speed.

[0006] The aforementioned approach, in its known form, has the disadvantage that the influence on the kinematic behavior of the rail vehicle is only carried out as an operational travel limitation with regard to a permissible travel speed, a permissible deceleration and / or a permissible travel profile of the rail vehicle.

[0007] Furthermore, WO 2016 / 119929 A1 shows a method for predicting brake pad wear on a rail vehicle, in which a wear rate can be determined based on braking performance.

[0008] However, this is not a method for overload protection and therefore does not involve any intervention in the driving behavior of the rail vehicle.

[0009] Furthermore, US 9,327,738 B2 discloses a brake control unit that determines and stores brake wear based on the detection of brake stress during a braking process. Using this brake control unit, individual brake units are asymmetrically controlled based on the determined brake wear in order to balance the brake wear distribution.

[0010] Furthermore, US 5,833,325 A describes a braking device for freight trains in which a brake cylinder pressure is determined by a processor from a brake signal, representing a braking request, and the net braking ratio of a train. A brake shoe force is then calculated using this brake cylinder pressure. The brake signal represents service braking requests.

[0011] The invention is therefore based on the objective of providing a method for vehicle monitoring that is further developed compared to the prior art, with which a particularly high level of safety and reliability is achieved and which can also be used for block-braked vehicles in high-speed operation.

[0012] According to the invention, this problem is solved by a method according to claim 1, in which limit value comparisons are carried out with the values ​​of the at least first load parameter, wherein, as a protective reaction, a braking of the vehicle ensuring an agreed safety level is then instructed or triggered if at least one limit value comparison criterion is met.

[0013] This allows an impending overload of the friction braking system to be detected in time and prevented by means of a suitable braking intervention, thereby achieving a safe condition of the vehicle.

[0014] The braking action that ensures the agreed level of safety is carried out as an emergency brake, which is initiated by a train driver or, as an emergency brake, automatically.

[0015] This effectively protects the friction braking system from overload or overstress and allows it to be used even in high-speed vehicles. The method according to the invention is particularly, but not exclusively, useful for vehicles with block brakes.

[0016] A dangerous shutdown of the friction braking system during a vehicle journey due to overload or overuse, which would be necessary to maintain a certain braking distance, is avoided.

[0017] A risk of an unsafe condition of the vehicle is also avoided during further control of the friction braking system in the safe state if braking is instructed or initiated and carried out to a target vehicle speed or to a standstill, whereby at the target vehicle speed or at vehicle speeds less than the target vehicle speed, even with maximum braking pressures, maximum braking forces or maximum braking torques of the friction braking system, an increase in the values ​​of at least the first load parameter is excluded in determining the values ​​of the first load parameter.

[0018] The vehicle can, for example, be decelerated to a low target speed and continue driving at this speed while the friction braking system cools down. It is theoretically impossible, and, assuming no unforeseen errors, malfunctions, or other special events occur in the friction braking system, also practically impossible, that a further reduction in speed will result in an overload or overstress of the friction braking system. This at least theoretically safe state is maintained until the vehicle accelerates again and brakes from an initial braking speed above the target speed.

[0019] Braking can also be initiated or triggered and carried out until the vehicle comes to a complete stop.

[0020] A simple test to determine whether a protective response is required can be achieved, for example, if a first limit value comparison criterion is met when at least one first load value of the first load quantity is equal to or greater than a first load limit value.

[0021] It is also helpful to determine values ​​for a second load parameter of the friction braking system from the brake pressures, braking forces, or braking torques and from the kinematic quantities. The first and second load parameters are physical quantities of different categories. Limit comparisons are then performed using the values ​​of the second load parameter. A second limit comparison criterion is met if at least one load value of the second load parameter is equal to or greater than a second load limit value. This results in a combined method of two different load parameters, providing redundancy in the detection and prevention of overload or overstressing of the friction braking system. This also allows for the detection and consideration of different overload or overstressing processes.For example, the first load parameter can be used to realistically assess a load condition that builds up over a longer period, while the second load parameter can be used to identify short-term, momentary load peaks.

[0022] According to the invention, a solution is achieved if the values ​​of the at least first load parameter are determined based on the thermal energy content of the friction braking system.

[0023] This measure eliminates the need for costly or additional sensor installations in the vehicle, as parameters required to determine values ​​based on thermal energy content (e.g., brake pressures and rotational speeds or angular velocities or driving speeds) are available in the vehicle or can be recorded with minimal effort.

[0024] Furthermore, excessive operational loads or stresses on the friction braking system can be detected (e.g., based on an increasing thermal energy content of the first friction element due to a sequence of heavy service braking of the vehicle that places a particularly heavy load or stress on the friction braking system).

[0025] In connection with the determination of values ​​based on thermal energy content, according to the invention the values ​​of the first load quantity are determined as the sum of the differences between energy inputs into the first friction element and heat emitted by the first friction element.

[0026] By taking into account the heat emitted by the first friction element, an overestimation of its thermal energy is avoided. This reduces the risk of an unjustified triggering of the first protective reaction.

[0027] Rapid and reliable detection of processes and conditions that could lead to an overload or overstress of the friction braking system is made possible if friction power values ​​of the friction braking system are determined as values ​​of the second load parameter.

[0028] This measure can, for example, detect faults in the friction braking system (e.g., based on excessive brake pressures, which lead to excessive friction).

[0029] Furthermore, it is advantageous if the first load limit is defined in such a way that the sum of the current first load value and a load reserve value of the at least first load quantity, which corresponds to an expected load on the friction braking system due to braking, is equal to or less than a maximum load limit of the at least first load quantity.

[0030] This measure ensures that the protective response can be implemented without overloading or overstressing the friction braking system. The protective response itself does not pose any additional risk of overloading or overstressing the friction braking system. The vehicle can be safely brought to a safe state and then reliably put back into operation (for example, after a cooling-off period for the friction braking system).

[0031] Furthermore, it is helpful if the load reserve value depends on at least one braking parameter, in particular on brake blending, vehicle load and / or road gradient.

[0032] This measure enables a particularly realistic assessment of the load or stress on the friction braking system based on a defined braking scenario. For example, braking scenarios that cause particularly high thermomechanical loads or stresses on the friction braking system can be taken into account (e.g., emergency braking while driving downhill).

[0033] A favorable solution is further achieved if, as a preliminary reaction, a speed limit of the vehicle is instructed or triggered when at least the first load value is equal to or greater than a first load threshold of the at least first load quantity, where the first load threshold is less than the first load limit value.

[0034] This measure creates a hierarchy of responses to an impending overload of the friction braking system, which can be deployed depending on the severity of the load and stress on the system. This ensures that the protective response is only activated if a serious fault in the friction braking system occurs, which, if left unchecked, could cause damage. Furthermore, this pre-response proactively reduces the risk of gradual, slowly developing damage to the friction braking system.

[0035] The speed limit can be implemented temporarily and achieved, for example, by selectively switching off the vehicle's drive systems and / or service braking.

[0036] Furthermore, an advantageous design is obtained if, after the vehicle has been switched off, values ​​of at least the first load parameter are determined until at least the first load value is smaller than the first load threshold.

[0037] This allows, upon recommissioning of the vehicle, a load assessment and a decision regarding any preliminary or protective reaction to be carried out initially based on the last stored first load value.

[0038] This prevents an unjustified triggering of the pre-reaction after the vehicle has been restarted.

[0039] It is advantageous if at least the first load limit is dependent on the vehicle's speed. This measure allows for an increase in the load on the friction braking system with increasing braking speed of the vehicle. Triggering of protective reactions is thus possible in a situation-specific manner, depending on the vehicle's speed or braking speed.

[0040] A preferred solution is achieved when vehicle braking events are assigned to load classes, based on the values ​​of the first load parameter occurring during braking. These load classes are formed from load intervals. The braking events of each load class can be counted. This allows for the creation of load collectives, which can then be transmitted, for example, wirelessly from the vehicle to a maintenance station for evaluation. This simplifies the planning of maintenance measures.

[0041] It is helpful if at least the initial load value and the protective reaction are given to a train driver.

[0042] This measure gives the train driver a precise insight into the current status of the vehicle monitoring system. Human-machine interaction is thus improved.

[0043] In order to ensure a safe initialization of the vehicle monitoring when the vehicle is restarted after a period of inactivity, and to realistically determine the cooling of the friction brake system during the period of inactivity, it is advantageous if the first load value is stored together with a timestamp in such a way that the first load value and the timestamp can be recalled after a period of time during which the vehicle is inactive.

[0044] Monitoring of one or more wheels of the vehicle, which is of particular safety relevance, is made possible if the first friction element is a first wheel of the vehicle.

[0045] The invention further relates to a vehicle monitoring device configured to carry out the method according to the invention, in which at least two independent monitoring devices can be connected to the vehicle, wherein a first monitoring device and a second monitoring device are designed as control units. This results in device redundancy and thus a particularly high level of safety in vehicle monitoring. Failures due to a common cause are avoided. Reactions of the method according to the invention (e.g., the protective reaction or the pre-reaction) can be prepared independently of one another by the first monitoring device and by the second monitoring device.

[0046] A redundant database for vehicle monitoring is achieved if the first monitoring device can be connected to a first detection device for brake pressures, braking forces or braking torques of a friction braking system of the vehicle and to a second detection device for kinematic quantities of the vehicle, and the second monitoring device can be connected to a third detection device for brake pressures, braking forces or braking torques of the friction braking system of the vehicle and to a fourth detection device for kinematic quantities of the vehicle, wherein the first detection device is independent of the third detection device and the second detection device is independent of the fourth detection device.

[0047] The protective response is implemented without significant time delay if the first monitoring device and the second monitoring device can be connected to a rapid braking loop of the vehicle.

[0048] The invention will now be explained in more detail using exemplary embodiments.

[0049] They show, for example: Fig. 1: A flowchart for an exemplary embodiment of a vehicle monitoring method according to the invention, Fig. 2: A first energy diagram showing the thermal energy state of a first friction element of a rail vehicle, which requires an emergency braking response as a protective reaction, as well as energy limits and energy limit profiles, Fig. 3: A second energy diagram showing the thermal energy state of a first friction element of a rail vehicle, which requires a speed limit as a preliminary reaction, a target thermal energy state of the first friction element after the speed limit, as well as energy limits and energy limit profiles, and Fig. 4: An exemplary embodiment of a vehicle monitoring device according to the invention in a rail vehicle.

[0050] Fig. 1 Figure 1 shows an exemplary embodiment of a vehicle monitoring method according to the invention, which is used in a track-guided vehicle designed as a rail vehicle 1, as exemplified in Figure 2. Fig. 4 is depicted, implemented, and carried out.

[0051] The braking pressures of a friction braking system of rail vehicle 1, comprising block brake units with brake cylinders and brake shoes, as well as wheels, and the kinematic parameters of a first bogie 2 of rail vehicle 1 are continuously recorded. The wheels are the first friction elements, and the brake shoes are the second friction elements of the friction braking system. The first and second friction elements act as friction partners, with the second friction elements being pressed against the first friction elements during operation of the friction braking system, i.e., during braking of rail vehicle 1. The brake pressures are measured as cylinder pressures of the brake cylinders, which act as actuators with respect to the second friction elements.

[0052] The recorded kinematic quantities include wheel rotation speeds and times. However, according to the invention, it is also possible to record, for example, the travel speed of the rail vehicle 1 as kinematic quantities.

[0053] From the brake pressures, brake pad areas, coefficients of friction, proportionality factors, rotational speeds, wheel radii, and times, frictional power and thermal energy due to friction between the first and second friction elements are continuously determined as load parameters of the friction braking system. The first load parameter is thermal energy content. Four values ​​for this first load parameter are determined by means of an initial load calculation, based on the thermal energy content of the first friction elements.

[0054] The second load parameter is frictional power. Five frictional power values ​​for the first friction elements are determined using a second load measurement.

[0055] The first load quantity and the second load quantity are therefore physical quantities of different categories.

[0056] According to the invention, it is also conceivable that the load parameters are determined not on the basis of brake pressures, but on the basis of braking forces or braking torques.

[0057] The proportionality factors include cylinder and linkage ratios, efficiencies, etc. of the block brake units.

[0058] First, tangential forces between the first and second friction elements are determined from the brake pressures, proportionality factors, brake pad areas, and coefficients of friction, using known relationships between pressures and forces as well as between normal and tangential forces. Then, wheel circumferential speeds are determined from the rotational speeds and wheel radii, using known kinematic relationships between rotational speeds or angular velocities and circumferential speeds.

[0059] The frictional power values ​​are determined by multiplying the tangential forces by the circumferential speeds.

[0060] Energy inputs into the first friction elements are determined by multiplying the frictional power by the times.

[0061] The values ​​of the first load parameter, which are based on the thermal energy content of the first friction elements, are determined as a cumulative difference between the energy inputs into the first friction elements and the heat emitted by the first friction elements using heat balance calculations known from the prior art.

[0062] In the heat balances, the energy inputs are determined by multiplying the friction power values ​​by the times, and the heat dissipated from products of heat transfer coefficients, surface areas of the first friction elements, temperatures of the first friction elements, and times. The temperatures are determined from empirical cooling functions of the first friction elements, which are derived beforehand from test bench and / or field tests. According to the invention, it is also conceivable to determine the temperatures using temperature simulation methods known from the prior art.

[0063] According to the invention, it is further conceivable to form 4 differences from the friction power values ​​and products from the heat transfer coefficients, the surfaces of the first friction elements and the temperatures of the first friction elements for the first load determination and to multiply the differences by the times.

[0064] The energy content in the first friction elements increases when the energy input is greater than the heat output. The energy content decreases when the heat output from the first friction elements is greater than the energy input.

[0065] For example, if the rail vehicle 1 is not braked, no energy is transferred to the first friction elements and the first friction elements release heat, i.e. cool down, thereby reducing the energy content of the first friction elements.

[0066] Using the first load determination 4, values ​​of the first load parameter are continuously determined. A first load value 6 of the first load parameter, as exemplified in Fig. 2 und Fig. 3 The value shown corresponds to the thermal energy content of the friction braking system at the current time.

[0067] A load reserve value of 7, as exemplified in Fig. 2 The figure shown corresponds to an expected increase in energy content due to an emergency braking maneuver of the rail vehicle, i.e., an expected thermal load on the friction braking system due to the emergency braking maneuver.

[0068] The load reserve value 7 is pre-calculated according to the principle described above from a friction power, which is determined with a defined rapid braking pressure and a defined brake output speed or brake output rotational speed, and a heat balance calculation, for which heat dissipation is determined from an experimentally determined temperature profile during rapid braking from the defined brake output speed, and is stored as a constant.

[0069] However, according to the invention it is also conceivable to determine the load reserve value 7 dynamically, i.e. during an operational use of the rail vehicle 1, by means of continuously updated parameters and to adjust it continuously.

[0070] The defined brake output speed or brake output speed can be a maximum travel speed of the rail vehicle 1 or a maximum rotational speed of the wheels of the rail vehicle 1.

[0071] The load provision value 7 is determined in advance based on braking parameters, which in turn influence the emergency braking pressure. These braking parameters include brake blending, the load on the rail vehicle, and the track gradient. The emergency braking pressure is higher the greater the proportion of the braking blend attributable to the friction braking system. If emergency braking is performed using an additional, independent braking system (e.g., an eddy current brake) alongside the friction braking system, a lower emergency braking pressure is applied than when using only the friction system.

[0072] The required emergency braking pressure is determined on the basis of a maximum load of rail vehicle 1 and for a downward slope of rail vehicle 1.

[0073] If a first limit value comparison 8 shows that the current first load value 6 is equal to or greater than a defined first load limit value 11 of the first load quantity, as exemplified in Fig. 2 As shown, a first limit comparison criterion is fulfilled and a protective reaction 12 against excessive thermal energy content in the friction braking system is triggered.

[0074] According to the invention, it is also possible to trigger the protective reaction 12 only after the first load limit 11 has been exceeded by the first load value 6. Furthermore, according to the invention, it is conceivable to trigger the protective reaction 12 only when a defined number of values, i.e., a sequence of values, of the first load quantity is equal to or greater than the first load limit 11.

[0075] The first load limit 11 is defined in such a way that the sum of the current first load value 6 and the load reserve value 7 is less than or at most equal to a maximum load limit 13 of the first load quantity, as exemplified in Fig. 2 und Fig. 3 The diagram shows the maximum load the friction braking system can withstand without sustaining damage.

[0076] Friction power values ​​determined by means of the second load determination 5 are continuously compared with a defined second load limit value of the second load parameter (second limit comparison 9).

[0077] As a protective reaction 12 against excessive stress on the friction braking system due to frictional power, an emergency braking maneuver of the rail vehicle 1 is initiated or triggered when a second load value of the second load parameter is equal to or greater than the second load limit value, thus fulfilling a second limit comparison criterion. According to the invention, however, it is also conceivable to initiate or trigger the emergency braking maneuver only after the second load limit value has been exceeded by the second load value. Furthermore, according to the invention, it is conceivable to trigger the protective reaction 12 only when a defined number of frictional power values, i.e., a sequence of values, are equal to or greater than the second load limit value.

[0078] As described above, protective reaction 12 is an instruction or triggering of an emergency braking maneuver.

[0079] To prevent the protective reaction 12 from being triggered multiple times in parallel or successively, i.e., the instruction or triggering of the emergency braking is carried out when the rail vehicle 1 is already performing an emergency braking action, the instruction or triggering of the protective reaction 12 is prevented if an emergency braking request is already active due to the first limit comparison 8 or the second limit comparison 9.

[0080] The emergency braking is carried out until the rail vehicle 1 comes to a standstill. According to the invention, however, it is also possible to instruct or trigger and carry out the emergency braking at a target speed of the rail vehicle 1, whereby at the target speed or at speeds of the rail vehicle less than the target speed, even at maximum braking pressures of the friction braking system, an increase in the values ​​of the first load parameter is excluded, since at such speeds in the heat balance the heat dissipated by the friction braking system is equal to or greater than the energy input into the friction braking system.

[0081] The emergency braking based on the first limit comparison 8 or the second limit comparison 9 can be achieved, for example, by means of a Fig. 4 shown advertisement 14 in a similarly in Fig. 4 The driver's cab 15 of the rail vehicle 1 is instructed to a train driver. The train driver must then initiate the emergency brake manually. If the train driver does not react to the indicator 14, the emergency brake is triggered automatically, whereby a first monitoring device 16 of the rail vehicle 1, by means of which the method according to the invention is carried out, is connected to an emergency brake loop 19 of the rail vehicle 1, as exemplified in Fig. 4 as shown, intervenes. According to the invention, it is also conceivable that, as a protective reaction 12, an automatic emergency braking of the rail vehicle 1, i.e., an emergency braking carried out as a forced braking, is triggered generally, i.e., without prior instruction to the train driver.

[0082] The display 14 in the driver's compartment 15 continuously shows the train driver the current first load value 6 (first output 20) as a percentage of the first load limit value 11 and the current second load value (second output 21) as a percentage of the second load limit value as well as any protective reaction 12 (third output 22).

[0083] According to the invention, it is also conceivable to output the first load value 6 and the second load value as absolute values.

[0084] In order to ensure that the protective reaction 12 is only triggered in the event of serious faults in the friction braking system, a preliminary reaction 24 is provided in the method according to the invention, which is temporally prior to the protective reaction 12.

[0085] The preliminary reaction 24 is then triggered when a third limit comparison 10, which is carried out after the first limit comparison 8, shows that the first load value 6 is equal to or greater than a first load threshold 25, as exemplified in Fig. 3 is shown, but is smaller than the first load limit of 11.

[0086] The first load threshold 25 is smaller than the first load limit 11.

[0087] According to the invention, it is also conceivable to trigger the preliminary reaction 24 only after the first load threshold 25 has been exceeded by the first load value 6.

[0088] According to the invention, it is also conceivable to trigger the pre-reaction 24 only when a defined number of values, i.e. a sequence of values, of the first load quantity is equal to or greater than the first load threshold 25.

[0089] The preliminary reaction 24 cannot interrupt an active protective reaction 12, but a triggered protective reaction 12 can replace an active preliminary reaction 24. For this reason, the protective reaction 12 and the preliminary reaction 24 are logically linked.

[0090] The pre-reaction 24 is a speed limit of the rail vehicle 1. The speed limit is achieved by selectively switching off drives of the rail vehicle 1 and / or by a service brake of the rail vehicle 1.

[0091] The preliminary reaction 24 remains active until the first load value 6 is equal to or less than a second load threshold 26 of the first load quantity. The second load threshold 26, as exemplified in Fig. 3 The value shown is smaller than the first load threshold of 25.

[0092] The pre-reaction 24 is displayed to the train driver on the display 14 in the driver's cab 15 (fourth output 23). This displays a target speed as the goal of the speed limit, the switching off of the drives and the service braking.

[0093] The first load limit value 11, the first load threshold value 25 and the second load threshold value 26 depend on the travel speed of the rail vehicle 1 and decrease with increasing travel speed.

[0094] The first load value 6, unlike the load reserve value 7, is continuously recalculated. When checking the prerequisites for the protective reaction 12 and the pre-reaction 24, current friction power values ​​and current thermal energy content values ​​of the friction braking system are used as a basis.

[0095] To ensure reliable initialization of the procedure when the rail vehicle 1 is restarted after a period of inactivity, the first load value 6 is stored together with a timestamp in such a way that the first load value 6 and the timestamp can be recalled after a period during which the rail vehicle 1 has been inactive (storage 27). After the rail vehicle 1 is restarted, a current first load value 6 is determined using the recalled first load value 6, the recalled timestamp, and the difference between the current time and the timestamp. This current first load value takes into account any cooling of the friction brake system during the inactivity period. The cooling or heat dissipation of the friction brake system during the inactivity period is determined using an empirically determined temperature profile of the friction brake system.With the current first load value 6, the cumulative first load determination 4 is started after recommissioning.

[0096] According to the invention, it is also conceivable (for example, if a timestamp cannot be stored) that after the rail vehicle 1 is switched off, the thermal energy content values ​​are determined until the first load value 6 is less than the first load threshold 25. For this purpose, the first monitoring device 16 must be supplied with electricity even after the rail vehicle 1 has been switched off, until the first load determination 4 is completed. This can be done, for example, with a battery in the first monitoring device 16 or in the rail vehicle 1. When the rail vehicle 1 is restarted, the first load determination 4 and the first limit value comparison 8 are initially carried out based on the last stored first load value 6.

[0097] This avoids, on the one hand, an underestimation of the thermal energy content in the friction braking system, and on the other hand, it also prevents an unjustified triggering of the pre-reaction 24 after the recommissioning of the rail vehicle 1.

[0098] To record and evaluate load collectives, braking events of the rail vehicle 1 are assigned according to the inventive method based on friction power values ​​derived from friction power intervals during braking, and based on thermal energy content values ​​derived from thermal energy intervals during braking (classification 28). The braking events of each friction power class and each energy class are counted.

[0099] A load collective formed in this way can, for example, be transmitted by radio transmission from the rail vehicle 1 to a maintenance station for evaluation.

[0100] In Fig. 2 is a first energy diagram related to Fig. 1 The described method for vehicle monitoring is shown, in which the speed of a rail vehicle 1, as exemplified in Fig. 4 shown, and on an ordinate 30 a thermal energy content of a first friction element of a friction braking system of the rail vehicle 1 is plotted.

[0101] The first energy diagram further comprises a thermal first energy limit 31, a thermal second energy limit 32, and a thermal third energy limit 33, which relate to a process associated with Fig. 1 The first load parameter of the friction braking system is described as an example. Furthermore, a constant maximum thermal load limit 13 for the first load parameter of the first friction element is specified; exceeding this limit can cause damage to the friction braking system.

[0102] A thermal first load value 6 of the first load quantity of the first friction element, which is determined by means of a method associated with Fig. 1 The first load determination 4 described above, which is determined for a current travel speed value 34 of the rail vehicle 1, exceeds a first load limit value 11 of the first energy limit curve 31. Therefore, as described in connection with Fig. 1 described, a protective reaction 12 of the rail vehicle 1 was triggered.

[0103] The first energy limit curve 31, the second energy limit curve 32, and the third energy limit curve 33 show decreasing tendencies with increasing driving speed. The first load limit value 11 is therefore dependent on the driving speed and decreases with increasing driving speed.

[0104] The first energy limit curve 31 or the first load limit value 11 are defined in such a way that a sum of the current first load value 6 and a thermal load reserve value 7 of the first load quantity, as it is in connection with Fig. 1 As described by way of example, it is equal to or less than the maximum load limit of 13.

[0105] The sum of the first load value 6 and the load reserve value 7 is less than the maximum load limit value 13.

[0106] Therefore, if the protective reaction 12 is implemented correctly, a thermal overload or overstressing of the first friction element is prevented.

[0107] Fig. 3 shows a second energy diagram related to Fig. 1 described procedure for vehicle monitoring. An abscissa 29, an ordinate 30, a first energy limit curve 31, a second energy limit curve 32 and a third energy limit curve 33 as well as a maximum load limit 13 are as in that first energy diagram which in Fig. 2 As shown, it is executed.

[0108] The first energy limit curve 31, the second energy limit curve 32, the third energy limit curve 33 and the maximum load limit value 13 refer to a first load quantity, as is associated with Fig. 1 is described using an example.

[0109] A current first load value 6 of the first load quantity at a current travel speed value 34 of a rail vehicle 1, as exemplified in Fig. 4 As shown, it falls below a first load limit value 11 on the first energy limit curve 31 and exceeds a first load threshold value 25 on the second energy limit curve 32, which is smaller than the first load limit value 11. Therefore, no action is taken in connection with Fig. 1 described protective reaction 12, but also one related to Fig. 1 The described preliminary reaction 24 is triggered, in which the speed of the rail vehicle 1 is limited.

[0110] The pre-reaction 24 is carried out by means of drive shutdown and / or operational braking of the rail vehicle 1. This results in a target travel speed value 35 at which a target thermal load value 36 of the first load parameter of the first friction element is less than a second thermal load threshold 26 on the third energy limit curve 33. According to the invention, it is also possible for the target load value 36 to be equal to the second load threshold 26.

[0111] The second load threshold 26 is smaller than the first load threshold 25.

[0112] Fig. 4 Disclosing a track-guided vehicle designed as a rail vehicle 1, with an exemplary embodiment of a vehicle monitoring device according to the invention. The device is used to carry out a vehicle monitoring method according to the invention, as described in connection with Fig. 1 is described.

[0113] Rail vehicle 1 comprises a first car 37, a second car 38, a third car 39, and further components, in Fig. 4 Cars not shown.

[0114] The first car 37 is connected to a vehicle control unit, which functions as the first monitoring device 16 of the vehicle monitoring device according to the invention. The first monitoring device 16 is connected to a continuous rapid braking loop 19 of the rail vehicle 1.

[0115] The second car 38 has a first chassis 2 and a second chassis 3. The first car 37, the third car 39 and the subsequent cars include further components, in Fig. 4 Landing gear not shown.

[0116] The first chassis 2 comprises a first wheel 40 and a second wheel 41. The first wheel 40 can bring into contact a first brake block 42 of a first block brake unit 44, and the second wheel 41 can bring into contact a second brake block 43 of a second block brake unit 45.

[0117] The first block brake unit 44 includes, in addition to the first brake block 42, a pneumatic first brake cylinder 46; the second block brake unit 45 includes, in addition to the second brake block 43, a pneumatic second brake cylinder 47. The first brake block 42 is actuated by means of the first brake cylinder 46, and the second brake block 43 by means of the second brake cylinder 47.

[0118] The first brake cylinder 46 and the second brake cylinder 47 are controlled by a first brake control unit, which functions as the second monitoring device 17 of the vehicle monitoring system according to the invention. Electrical control signals from the first brake control unit or the second monitoring device 17 are converted into compressed air signals in a first electropneumatic unit 48 with analog converters, valves, compressed air reservoirs, etc., which are transmitted to the first brake cylinder 46 and the second brake cylinder 47. The first brake control unit or the second monitoring device 17 is connected to the first block brake unit 44 and the second block brake unit 45 via control lines and the first electropneumatic unit 48.

[0119] The first brake control unit or the second monitoring device 17 and the first electropneumatic unit 48 are connected to the rapid brake loop 19. The first block brake unit 44 and the second block brake unit 45 are therefore connected to the rapid brake loop 19 via the first electropneumatic unit 48.

[0120] The first wheel 40 acts as the first friction element of a friction braking system of the rail vehicle 1, the first brake block 42 as the second friction element of the friction braking system.

[0121] The second wheel 41 acts as the third friction element of the friction brake system, the second brake pad 43 as the fourth friction element of the friction brake system.

[0122] The second chassis 3 is structurally and functionally identical to the first chassis and also includes block brake units with brake blocks that can be brought into contact with wheels.

[0123] The block brake units of the second chassis 3 are controlled by a second brake control unit, which functions as the third monitoring device 18 of the vehicle monitoring system according to the invention, via a second electropneumatic device 49. The block brake units of the second chassis 3 are connected to the second brake control unit and the third monitoring device 18 via the second electropneumatic device 49 and control lines.

[0124] The second brake control unit or the third monitoring device 18 and the second electropneumatic device 49 are connected to the rapid brake loop 19 via control lines. The block brake units of the second bogie 3 are therefore connected to the rapid brake loop 19 via the second electropneumatic device 49.

[0125] The undercarriages of the first car 37 and the third car 39 include further components, in Fig. 4 Brake units or friction elements not shown, which are also parts of the friction braking system and which are connected to other components, in Fig. 4 also connected to brake control units or monitoring devices not shown and the rapid brake loop 19.

[0126] By means of the vehicle monitoring device according to the invention, the first block brake unit 44, the second block brake unit 45 and all further block brake units and brake units of the friction brake system are monitored.

[0127] The vehicle monitoring device according to the invention comprises, as described above, the first monitoring device 16, the second monitoring device 17, the third monitoring device 18 and further monitoring devices, which are designed as independent control units.

[0128] The first monitoring device 16 is connected to a first detection device 50 for brake pressures of the friction brake system, which is designed as a first pressure gauge coupled to the first brake cylinder 46, and to a second detection device 51 for kinematic quantities of the first chassis 2, which is designed as a first tachometer coupled to the first wheel 40.

[0129] The second monitoring device 17 is connected to a third detection device 52 for brake pressures of the friction brake system, which is designed as a second pressure gauge coupled to the first brake cylinder 46, and to a fourth detection device 53 for kinematic quantities of the first chassis 2, which is designed as a second tachometer coupled to the second wheel 41.

[0130] According to the invention, it is also conceivable that, if braking forces or braking torques are to be detected instead of brake pressures, the first detection device 50 and the third detection device 52 could be designed as force transducers or torque sensors, etc.

[0131] The first recording device 50 is independent of the third recording device 52 and the second recording device 51 is independent of the fourth recording device 53.

[0132] By means of measurement signals acquired by the first recording device 50, the second monitoring device 51, the third monitoring device 52 and the fourth monitoring device 53, as described in connection with Fig. 1 As described, a first load determination 4 and a second load determination 5 are performed with respect to the first wheel 40 and the first friction element, respectively. The first load determination 4 and the second load determination 5 are performed redundantly by the first monitoring device 16 and the second monitoring device 17.

[0133] More information in Fig. 4 The first load determination 4 and the second load determination 5 are also carried out for the second wheel 41 of the first bogie 2 as well as wheels of the second bogie 3 and of the first car 37, the third car 39 and of the other cars of the rail vehicle 1 by means of the partially shown detection devices which are connected to the first monitoring device 16, the second monitoring device 17, the third monitoring device 18 and / or the further monitoring devices.

[0134] The second monitoring device 17 is connected to the third monitoring device 18 via a signal line, whereby the second monitoring device 17 also monitors the block brake units or the wheels of the second chassis 3 and the third monitoring device 18 also monitors the first block brake unit 44 or the first wheel 40 and the second block brake unit 45 or the second wheel 41 of the first chassis 2.

[0135] As in connection with Fig. 1 As described, a protective reaction 12 can be triggered as a consequence of the first load determination 4 or the second load determination 5, or a pre-reaction 24 can be triggered as a consequence of the first load determination 4. To carry out the necessary process steps, timers and computer programs (e.g., with parameterized cooling functions, temperature simulation methods, etc.) are implemented in the first monitoring device 16, the second monitoring device 17, and the third monitoring device 18.

[0136] In the protective reaction 12, an emergency braking maneuver of the rail vehicle 1 is initiated or triggered. For example, in the case of an automatic triggering of the emergency braking maneuver, the first monitoring device 16 or the second monitoring device 17 intervenes in the emergency braking loop 19. An electrical interruption of the emergency braking loop 19 causes the first block brake unit 44, the second block brake unit 45, and the other block brake units and brake units of the friction braking system to build up emergency braking pressure via the first electropneumatic device 48, the second electropneumatic device 49, and the other electropneumatic devices of the rail vehicle 1. This generates braking forces (between the first friction element and the second friction element, as well as between other friction elements of the friction braking system) and brakes the rail vehicle 1.

[0137] In the preliminary reaction 24, a speed limit is imposed on the rail vehicle 1. This is done, for example, via the first monitoring device 16. Fig. 4 Drives of rail vehicle 1 not shown are switched off and / or service brakes of rail vehicle 1 are triggered via an electrodynamic braking effect of the drives.

[0138] Results of the first load determination 4, the second load determination 5, as well as instructions and / or status displays regarding the protective reaction 12 or the pre-reaction 24 are issued to a train driver via a display 14 in a driver's cab 15 of the rail vehicle 1. List of designations

[0139] 1 Rail vehicle 2 First bogie 3 Second bogie 4 First load determination 5 Second load determination 6 First load value 7 Load reserve value 8 First limit comparison 9 Second limit comparison 10 Third limit comparison 11 First load limit value 12 Protective reaction 13 Maximum load limit value 14 Display 15 Driver's cab 16 First monitoring device 17 Second monitoring device 18 Third monitoring device 19 Rapid braking loop 20 First output 21 Second output 22 Third output 23 Fourth output 24 Pre-reaction 25 First load threshold 26 Second load threshold 27 Storage 28 Classification 29 Abscissa 30 Ordinate 31 First energy limit curve 32 Second energy limit curve 33 Third energy limit curve 34 Travel speed value 35 Target speed value 36 Target load value 37 First car 38 Second car 39 Third car 40 First wheel 41 Second wheel 42 First brake pad 43 Second brake pad 44 First block brake unit 45 Second block brake unit 46 FirstBrake cylinder 47 Second brake cylinder 48 First electropneumatic unit 49 Second electropneumatic unit 50 First detection unit 51 Second detection unit 52 Third detection unit 53 Fourth detection unit

Claims

1. Method for vehicle monitoring, wherein brake pressures, brake forces or braking torques of a friction braking system, comprising at least a first friction element and a second friction element, of a rail-guided vehicle, in particular of a rail vehicle (1), and kinematic parameters of the vehicle are captured, and wherein values of at least one first load parameter of the friction braking system are determined from the brake pressures, brake forces or braking torques and from the kinematic parameters, wherein limit value comparisons are carried out with the values of the at least first load parameter, wherein as a protective reaction (12) a braking of the vehicle which ensures an agreed safety level is then instructed or triggered if at least one limit value comparison criterion is fulfilled, characterised in that values based on thermal energy contents of the friction braking system are determined as values of the at least first load parameter, wherein the values of the at least first load parameter are determined as a cumulation of differences between energy inputs into the first friction element and heat output by the first friction element.

2. Method according to claim 1, characterised in that the braking to a target driving speed of the vehicle or into the stoppage of the vehicle is instructed or triggered and carried out, wherein at the target driving speed or at driving speeds of the vehicle lower than the target driving speed, even at maximum brake pressures, maximum brake forces or maximum braking torques of the friction braking system, an increase in the values of the at least first load parameter is ruled out in the determination of the values of the at least first load parameter.

3. Method according to claim 1 or 2, characterised in that a first limit value comparison criterion is then fulfilled if at least a first load value (6) of the at least first load parameter is equal to or greater than a first load limit value (11).

4. Method according to claim 3, characterised in that values of a second load parameter of the friction braking system are determined from the brake pressures, brake forces or braking torques and from the kinematic parameters, wherein the first load parameter and the second load parameter are physical parameters of different categories, wherein limit value comparisons are carried out with the values of the second load parameter, wherein a second limit value comparison criterion is then fulfilled if at least a second load value of the second load parameter is equal to or greater than a second load limit value.

5. Method according to claim 4, characterised in that frictional power values of the friction braking system are determined as values of the second load parameter.

6. Method according to one of claims 3 to 5, characterised in that the first load limit value (11) is defined in such a way that a total of the current first load value (6) and a load lead value (7) of the at least first load parameter, which corresponds to an expected load of the friction braking system by means of the braking, is equal to or smaller than a maximum load limit value (13) of the at least first load parameter.

7. Method according to claim 6, characterised in that the load lead value (7) is dependent on at least one braking parameter, in particular as a function of a brake blending, a loading of the vehicle and / or a track gradient.

8. Method according to one of claims 3 to 7, characterised in that as a preliminary reaction (24), a speed limitation of the vehicle is then instructed or triggered if at least the first load value (6) is equal to or greater than a first load threshold value (25) of the at least first load parameter, wherein the first load threshold value (25) is smaller than that of the first load limit value (11).

9. Method according to claim 8, characterised in that after parking the vehicle, values of the at least first load parameter are determined until at least the first load value (6) is smaller than the first load threshold value (25).

10. Method according to one of claims 3 to 9, characterised in that at least the first load limit value (11) is dependent on a driving speed of the vehicle.

11. Method according to one of claims 1 to 10, characterised in that brake activations of the vehicle are assigned to load parameter categories at least as a function of values of the at least first load parameter occurring during the brake activations, which load parameter categories are formed from load parameter intervals.

12. Method according to one of claims 3 to 11, characterised in that at least the first load value (6) and the protective reaction (12) are output to a train driver.

13. Method according to one of claims 3 to 12, characterised in that the first load value (6) is stored together with a time stamp in such a way that the first load value (6) and the time stamp can be retrieved again after a period of time during which the vehicle is parked.

14. Method according to one of claims 1 to 13, characterised in that the first friction element is a first wheel (40) of the vehicle.

15. Facility for vehicle monitoring, configured to carry out the method according to one of claims 1 to 14, characterised in that at least two monitoring devices which are independent of one another can be connected to the vehicle, wherein a first monitoring device (16) and a second monitoring device (17) are embodied as control devices.

16. Facility according to claim 15, characterised in that the first monitoring device (16) can be connected to a first capture facility (50) for brake pressures, brake forces or braking torques of a friction braking system of the vehicle and to a second capture facility (51) for kinematic parameters of the vehicle, and the second monitoring device (17) can be connected to a third capture facility (52) for brake pressures, brake forces or braking torques of the friction braking system of the vehicle and to a fourth capture facility (53) for kinematic parameters of the vehicle, wherein the first capture facility (50) is redundant to and thus independent of the third capture facility (52) and the second capture facility (51) is redundant to and thus independent of the fourth capture facility (53).

17. Facility according to claim 15 or 16, characterised in that the first monitoring device (16) and the second monitoring device (17) can be connected to at least one brake unit, in particular to at least a first tread brake unit (44) of the vehicle.

18. Facility according to one of claims 15 to 17, characterised in that the first monitoring device (16) and the second monitoring device (17) can be connected to an emergency brake loop (19) of the vehicle.

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