Process for determining the need for repair of machine parts of a transport unit.

A method for determining need of repair components of a vehicle unit

The invention relates to a method according to the preamble of claim 1. The term of the vehicle unit extends from two-wheeled road vehicle to a compiled of several rolling train. Necessary to propel the vehicle unit components include wheels or axles, bearings, drive shafts, transmission elements, brackets, etc.

Vehicles in certain time or distance intervals analyzed for their work satisfactorily generally in repairing and servicing. During this time they are not available for operational use. When servicing many components as a precaution even replaced if they are still functional. If the vehicle unit from disparate vehicles - such as locomotive and wagon - as has disassembled the vehicle unit and the vehicles can be placed separately in workshops.

The invention has for its object to provide a method by which the need for repair can be determined by necessary for locomotion of the vehicle unit components, without having to take the vehicle unit from the operation.

This object is achieved by the features specified in patent claim 1. By measuring the vibrations which occur during movement of the vehicle unit in the new state of the vehicle unit and at a later date can be viewed here used resulting differences as a criterion for the quality of the components used and their Repararturbedürftigkeit. The vehicle unit requiring only under at least one constant condition moved over a stretch or to be driven, which can represent a part of the operating network, particularly in rail vehicles. Here, the recording of vibrations without time losses in connection with the commercial operation take place.

Suitably, the Fahrzeu^Gunit for the measurements with the same and at a constant speed over the distance moved, where it affects additionally advantageous to move the vehicle unit a arranged in a horizontal plane rectilinear path.

Since the method can also be carried out in connection with the scheduled operation, the intervals may be made shorter for determining the components in need of repair and the safety of the vehicle unit can be increased thereby.

When using intensity probes only directed in the axis components of the sound intensity (radiated area-related sound power) are the components detected, whereby a clear localization of vibration or noise cause is possible.

The recording of the vibrations through arranged directly at the components vibration sensor brings with it the advantage that determining the need for repair of the components can be carried on board the vehicle unit, each time when the vehicle unit is moved on a straight track at the same constant speed ,

The object of the invention is explained below with reference to exemplary embodiments illustrated in the drawings. Show it:<ul><li>FIG. 1 designed as a train vehicle unit,</li><li>Fig. 2, the vehicle unit in a schematic cross-section, and for performing the method provided for devices in a schematic representation,</li><li>Fig. 3 shows the arrangement of oscillation sensors at the foot of the test track,</li><li>Fig. 4 the third octave levels of sound intensity of the vehicle unit and</li><li>Fig. 5 shows the arrangement of vibration sensors on a wheel associated components.</li></ul>

In the embodiment shown in FIG. 1, the vehicle unit is designed as a rail-bound train 1 with a six-axle locomotive 2 and three four-axle carriage 3 so that the train a total of 18 axes A1 ... A6.A7 ... A18 has. The train 1, which is shown in Fig. 2 in a schematic cross section, is moving with constant velocity v over a horizontal straight standard or test zone 10.

Left and right of the test track 10 is ever an intensity probe 11 placed that of the perpendicular to the test track 10 oriented components

Train 1 or caused by its components sound intensities absorbs and emits electrical signals corresponding to a magnetic tape unit 12, where it is stored on a magnetic tape.

The stored signals include the profile of the sound intensity of all frequencies as a function of the time t. As the train 1 with a constant velocity v moves, is calculated by multiplying the time t with velocity v also a statement about the sound intensity depending on the distance traveled and depending on an aggregation at the front of the train 1 way abscissa s optionally, wherein the distance of the axes A1 ..._Adesignated 18 from the front of the train 1 with s1 ... s18.

In a controlled via a trigger circuit of a computer 13 frequency analyzer 14 different frequency bands are determined and stored in a memory unit 15 from the sound intensities stored by the magnetic tape apparatus 12th The bandwidth and center frequency of the frequency bands are the various components, for example the axes A1 ... A6, A7 ... A18, matched.

In FIG. 4 is an example of the third octave level of the sound intensity L_Ithe train 1 over time t or s plotted over the path with solid lines, which among other things one of the number of axes A1 ... A18 corresponding of turn 1 number of intensity peaks is present. Such charts can eg be recorded by a device connected to the computer 13 Plotter 16th In addition to or instead of the graphical records and protocols with the frequency and time- or distance-dependent intensities can be created by a computer connected to the printer 13 17th Here, the place of origin or vibration can be Schwingunsursache s stated by the head of the train 1 directly in meters by the distance.

The intensity of frequency bands obtained as a result of following the first measurement in the new state of the train 1 measurement can be the computer 13 together with the corresponding data stored in the storage unit 15 frequency bands intensity supplied to the determination of the difference. A a predetermined amount dL₀ border difference dL_i the Intensitätspels L_I is a criterion for the need for repair of a component. In the diagram in Fig. 4 is optionally substituted by the component and thus the location-dependent predeterminable amount dL₀ given permissible exceeded Intensitätsverlaufsgestrichelt obtained during the first measurement and the intensity profile obtained in the later successful measurement, shown in phantom. from Fi^G. 4 shows that the fifth axis A5 of the locomotive 2 and the third axis A13 of the second carriage 3 are in need of repair.

In another embodiment, the moving of the train will be 1 - and thus of its components necessary for the movement - was added to the rails 20 of the test track 10 produced body vibration. Given on two rails 20 opposite points vibration sensor 22 are attached to each other directly on the rail 21st Evaluating the abgegebenenelektrischen of the vibration sensors 22 signals corresponding to the method already described.

In a further embodiment vibration transducer are arranged directly on the individual components of the vehicle unit. For example, the bearing housing 24 of the axis_A13 and the associated axle guide 25, respectively, 26 'provided with an accelerometer 26th The evaluation of the output from the acceleration analog signals corresponds to the method already described, with the difference that the intensity values ​​associated with the components directly and localization of the cause of vibrations, ie the determination of the component is not necessary. The required hardware for evaluation is placed in the train. 1