Arrangement of a rail vehicle system component with a plug connection and rail vehicle having such an arrangement

Abstract

The invention relates to an arrangement (1) of at least one system component (2, 20) of a rail vehicle (21), comprising at least one plug connection between the system component (2, 20) of the rail vehicle (21) and the rail vehicle (21), said arrangement being designed such that the at least one plug connection is designed as an intelligent plug connection (5), at least one wireless transmission section (8) is provided. The invention also relates to a rail vehicle (21) comprising said arrangement (1).

Description

Technical Field

[0001] The invention relates to a configuration system for system components of a rail vehicle having an intelligent plug connection (smart plug) according to the preamble of claim 1. The invention also relates to a rail vehicle having such a configuration system. Background Art

[0002] An example of a system component for rail vehicles is a brake caliper. Brake calipers are widely used in the brake systems of rail vehicles. The brake caliper consists essentially of a force generator that provides the operating force or spring accumulator force and a regulator module that compensates for wear. Other components of the brake caliper include a bracket that enables the brake unit to be fixed in the bogie, a caliper rod for transmitting the clamping force to the brake disc, and a brake lining holder with a brake lining.

[0003] Documents DE 10 2020 124 645 A1 and DE 195 14 463 C1 give examples of the function and design of brake calipers.

[0004] Cable plugs with associated sockets are nowadays a common solution as plug connections for connecting electrical components of (railway) vehicle systems.

[0005] However, installing the plug connection is an additional assembly step during initial assembly and maintenance if system components must be repaired or replaced. Cable plug connections require careful handling.

[0006] The installation of additional sensors, switches or similar devices may result in redesign and modification of the electrical equipment.

[0007] Conventional cable-free solutions are flexibly scalable and would provide a standardized system solution, but pneumatic system components in (rail) vehicles usually do not have individual electrical connections, except for plug connections for sensors and switches. Since a power supply must be installed for the (pneumatic) components, conventional wireless solutions can be supplemented by batteries or energy harvesting devices, but these are more maintenance-intensive and require additional installation space.

[0008] The term “smart plug connection” may also be understood as “smart plug”, wherein the smart plug connection includes not only the smart plug but also the associated smart socket or a smart device that matches the smart plug as a counterpart.

[0009] Smart plugs or plug connections are used for wireless transmission of data and / or electrical energy. Wireless transmission and wired transmission can also be combined, for example, signal lines, control lines and / or power lines can be connected.

[0010] One example for wireless data transfer or communication is NFC (Near Field Communication) technology.

[0011] The wireless transmission of electrical energy, for example for operating sensors or charging electrical energy stores, is usually achieved by inductive charging.

[0012] US 6 973 543 B1 describes an example for inductive charging. The address http: / / en.wikipedia.org / wiki / lnductivecharging also provides basics and examples for this. Summary of the invention

[0013] The object of the present invention is therefore to provide an improved configuration system for system components of a rail vehicle having an intelligent plug-in connection, in which the above-mentioned disadvantages are eliminated or at least no longer significantly occur.

[0014] Another object is to provide a rail vehicle having such an arrangement.

[0015] The task is solved by the technical solution of claim 1.

[0016] The further object is achieved by the technical solution of claim 20 .

[0017] The inventive concept is to use a smart plug connection device (smart plug).

[0018] The configuration system according to the invention comprises at least one system component of a rail vehicle and at least one plug connection between the system component of the rail vehicle and the rail vehicle. The at least one plug connection is designed as an intelligent plug connection with at least one wireless transmission section.

[0019] A particular advantage here is that the physical design of the system with the configuration system is designed to be significantly simpler than in the prior art.

[0020] The physical structure is simpler than in the prior art. The configuration system can be expanded quickly and easily by software updates (for example, when new components are added), without having to change the physical structure of the configuration system for this purpose.

[0021] A further advantage here is that the intelligent plug connection can process signals from one or more sensors, switches and / or other electrical / electronic / electromechanical functional units without having to undergo physical changes.

[0022] Furthermore, it is particularly advantageous here that the use of the smart plug connection does not require any specialist knowledge on the part of the operator.

[0023] Furthermore, intelligent plug connections can standardize the electrical systems of (rail) vehicles, which further improves reliability and vehicle availability.

[0024] The rail vehicle according to the invention with at least one system component comprises in particular at least one configuration system as described above.

[0025] In one embodiment, the at least one intelligent plug connection comprises a first transmission unit and a second transmission unit and the at least one common transmission section and a shielding device. In this way, an advantageously simple construction and at the same time a low space requirement can be achieved.

[0026] Advantageously, the at least one wireless transmission section is a bidirectional transmission section. This results in the advantage that data can be transmitted not only in one direction, for example from the sensor to the evaluation unit, but also in the reverse direction. This is advantageous because, for example, system updates of sensors, switches and / or other functional units on the system component side can be realized more easily and more quickly than in the prior art.

[0027] A further advantage is that the pairing of the transfer units is ensured by the position of the ends of the transfer units.

[0028] Further advantageous embodiments are given in the dependent claims.

[0029] In one embodiment, the first transmission unit is matched with the system component and connected to the sensors, switches and / or other electronic / electromechanical functional units of the system component by means of conductive connections via suitable cables. Thus, the advantages of wired and wireless solutions can be advantageously combined.

[0030] Another embodiment provides that the first transmission unit is configured to receive the electrical energy provided by the second transmission unit via the transmission section, to receive data signals of sensors and / or switches of the system component and to process the received data signals of sensors and / or switches and / or other electrical / electronic / electromechanical functional units of the system component and to transmit the data signals to the second transmission unit via the transmission section. This is advantageous because in this way not only data but also electrical energy can be transmitted via the common transmission section. Therefore, sensors and / or functional units arranged on the system component side can advantageously be supplied with electrical energy without having to install an additional energy supply device.

[0031] In another embodiment, the first transmission unit is designed to receive data signals of sensors, switches and / or other electrical / electronic / electromechanical functional units of the system component and to transmit data signals of the second transmission unit in the opposite transmission direction to the sensors and / or switches and / or other electrical / electronic / electromechanical functional units of the system component. In this way, it is advantageously possible not only to detect data of sensors and / or switches of the system component, but also to set, update and / or change the sensors and / or switches of the system component by software via the bidirectional transmission segment.

[0032] Another embodiment provides that the second transmission unit is provided on the rail vehicle and is configured to receive data signals of sensors, switches and / or other electrical / electronic / electromechanical functional units of the system components sent by the first transmission unit via the transmission section and to supply electrical energy to the first transmission unit via the transmission section. This results in the advantages of compact construction and a small number of components.

[0033] In yet another embodiment, it is provided that the second transmission unit is connected to a control unit which supplies the second transmission unit with electrical energy received from the rail vehicle and is designed to receive and process data signals of sensors, switches and / or other electrical / electronic / electromechanical functional units of the system component provided by the second transmission unit. This is advantageous because the data signals can be processed over a short path with little possible external interference.

[0034] In another embodiment, the second transmission unit is configured to receive data signals from the first transmission unit and to transmit data signals to the first transmission unit. Advantageously, the second transmission unit can perform two functions in one device, namely receiving and transmitting data signals.

[0035] Another embodiment provides that the control unit is connected by wire to a control device of the rail vehicle for data communication of data signals of sensors, switches or other electrical / electronic / electromechanical functional units of the system components provided by the second transmission unit and for supplying electrical energy. This results in an advantageously compact design.

[0036] In another embodiment, the control device has evaluation electronics for the received data signals. This results in an advantageously compact design.

[0037] In another embodiment, the control unit is connected to a control device of the rail vehicle for data communication via a bidirectional connection at an interface of the control device of the rail vehicle. This advantageously enables simple and rapid data transmission.

[0038] If the control device of the rail vehicle is connected to the bus system of the rail vehicle, the advantage is that the intelligent plug connection of the configuration system is connected to the bus system in this way.

[0039] In one embodiment, the first transmission unit and the second transmission unit are designed for wireless communication via a transmission path, for example NFC (Near Field Communication). These are advantageously cost-effective and high-quality functional units.

[0040] Furthermore, it is advantageous if the first transmission unit and the second transmission unit are designed for wireless transmission of electrical energy via the transmission path by inductive charging.

[0041] In another embodiment, the first transmission unit, the second transmission unit and the transmission section are arranged in a shielded arrangement. This is advantageous because the ingress protection is more robust and more independent of the operating conditions. In addition, the area of ​​the wireless connection is also well protected against electromagnetic interference, stone chips, etc. (which are characteristic of railway operation).

[0042] In a further configuration, the shielding device is designed as a housing or the shielding device is mounted in or on such a housing or is additionally arranged in or around the housing. These additional functions result in a compact construction.

[0043] One embodiment provides that the smart plug connection is arranged at an interface between a rail vehicle or a bracket or fixture connected to the rail vehicle and a system component. Advantageously, the required structural space remains unchanged and does not need to be enlarged.

[0044] In a further embodiment, the at least one intelligent plug connection uses the at least one wireless transmission segment to interrupt the current connection between sensors, switches and / or other electrical / electronic / electromechanical functional units of the system component of the rail vehicle via the connecting lines of the sensors, switches and / or other electrical / electronic / electromechanical functional units of the system component and the control device of the rail vehicle. The advantage resulting from this is that any equalizing currents between different potentials of the system component of the rail vehicle and the rail vehicle do not flow through the connecting lines for the data and current supply of the sensors, switches and / or other electrical / electronic / electromechanical functional units of the system component and damage these components. A further advantage here is that, for this reason, fewer requirements can be placed on the electrical breakdown strength of the sensors, switches and / or other electrical / electronic / electromechanical functional units of the system component.

[0045] For example, the advantages of the configuration system according to the present invention are as follows.

[0046] ● Any galvanic connection between bogie and carriage via connecting lines of sensors, switches and / or other electrical / electronic / electromechanical functional units of system components and control devices (with evaluation electronics) is interrupted by the wireless transmission path.

[0047] ●Less requirements on the electrical breakdown strength of sensors, switches and / or other electrical / electronic / electromechanical functional units of system components.

[0048] ●Thus, further electrical / electronic / electromechanical components etc. of the system components (capable of cooperating with the intelligent plug connection device - smart plug) can be installed here on the brake caliper in a relatively simple manner, without the need to lay additional electrical lines between the brake caliper of the bogie and the control device with analysis and evaluation electronics on / in the carriage of the rail vehicle.

[0049] ——Reduce wiring costs.

[0050] ——Platform solutions can be reused in subsequent projects without the need for matching. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] The following describes an embodiment of the present invention with reference to the accompanying drawings. The present invention is not limited to this embodiment. In particular, each individual feature of the following embodiment can be used not only in this embodiment but also in other embodiments. In the drawings:

[0052] Figure 1 A schematic perspective view showing an exemplary embodiment of a system for configuring system components of a rail vehicle with an intelligent plug connection according to the invention; and

[0053] Figure 2 Shown with basis Figure 1 Schematic block diagram of an intelligent plug connection device according to an embodiment of the configuration system of the present invention. DETAILED DESCRIPTION

[0054] Figure 1 A schematic perspective illustration of an exemplary embodiment of a configuration system 1 for a system component 20 of a rail vehicle 21 with a smart plug connection (smart plug) 5 according to the invention is shown. Figure 2 Shown with basis Figure 1 Schematic block diagram of an intelligent plug connection device 5 according to an embodiment of the configuration system 1 of the present invention.

[0055] The term “intelligent plug connection” is to be understood as a plug connection that includes both an intelligent plug (intelligent plug) and an associated intelligent socket.

[0056] As an example of a system component 20 of a rail vehicle 21, a brake caliper 2 of a bogie of the rail vehicle 21 is shown here. The brake caliper 1 is fastened to the bogie by means of a bracket 4.

[0057] The design and function of an exemplary brake caliper 1 are described, for example, in the documents DE 10 2020 124 645 A1, DE 195 14463 C1, to which reference is made here.

[0058] The brake caliper 1 forms a disk brake for a rail vehicle 21 and has a brake lining 3 which interacts with a brake disk, for example a wheel brake disk or an axle brake disk (not shown but easily conceivable).

[0059] The intelligent plug connection 5 is arranged here at the interface between the rail vehicle 21 or a carrier 4 connected to the rail vehicle 21 and the brake caliper 2 as system component 20. For this purpose, the required installation space advantageously remains unchanged.

[0060] exist Figure 2 An exemplary intelligent plug connection device 5 is shown in a schematic block diagram.

[0061] The intelligent plug-in connection 5 comprises a first transmission unit 6 and a second transmission unit 7 with a common transmission section 8 and a shielding device 9 .

[0062] The transport units 6, 7 are arranged such that their transport ends 6a, 7a are at a distance from one another within which the transport section 8 is fully effective. The transport ends 6a, 7a can also be in close contact with one another. This depends on the properties (reach) of the transport units 6, 7.

[0063] The transmission units 6, 7 and the transmission section 8 are arranged in a shielding device 9. In this way, on the one hand, the region of the transmission units 6, 7 and the transmission section 8 is protected from external electromagnetic interference in accordance with the electromagnetic compatibility (EMC) guidelines and also from own electromagnetic radiation. On the other hand, the shielding device 9 also forms a mechanical protection against the ingress of foreign bodies and moisture (IP protection type) and against stone chips, etc., which are characteristic for rail vehicle operation.

[0064] Since the transmission section 8 is designed to be wireless, the ingress protection (IP protection type) can be designed to be more robust and less dependent on the operating conditions.

[0065] The shielding device 9 can also be designed as a housing which provides the above-mentioned protection and is also a receptacle for the transmission units 6, 7. It is also conceivable that the shielding device 9 is mounted in or on such a housing or is additionally arranged in or around the housing.

[0066] The first transmission unit 6 is matched with the system component 20. The sensors 10, 11 are connected to the first transmission unit 6 by means of conductive connection means 12, 13, for example, wired via suitable cables. Here, the two sensors 10, 11 shown also represent a plurality of sensors and / or switches or other electronic / electromechanical functional units. Naturally, there can also be only one sensor 10, 11 and / or only one switch or a combination.

[0067] The first transmission unit 6 supplies electrical energy to the sensors 10, 11 and receives data signals of the sensors 10, 11 and / or switches (not shown, but easily conceivable). The data signals received from the sensors 10, 11 and / or switches are processed by the first transmission unit 6 and sent to the second transmission unit 7 via the transmission section 8. This can be done, for example, via standardized wireless communication, such as NFC (near field communication). Naturally, other methods are also possible.

[0068] The transmission path 8 forms a bidirectional transmission path 8 and can therefore also transmit data from the second transmission unit 7 to the first transmission unit 6. In this way, the sensors 10, 11 and / or the above-mentioned functional units can be modified, adapted or updated in their properties, for example.

[0069] At the same time, the second transmission unit 7 provides the first transmission unit 6 with the required electrical energy (both for the function of the first transmission unit 6 itself and for the connected sensors 10, 10 and / or switches) by means of inductive transmission via the transmission section 8.

[0070] The second transmission unit 7 is connected to a control unit 14. The control unit 14 supplies the second transmission unit 7 with electrical energy and has a signal processing device for data transmission.

[0071] The second transmission unit 7 receives the data of the sensors 10, 11 via the transmission section 8 and processes / adapts it for further transmission to the control device 19 of the rail vehicle 21. For this purpose, the second transmission unit 7 is connected to the control device 19 for data communication via the bidirectional connection devices 15, 16 at the interfaces 17, 18 of the control device 19. For example, these interfaces 17, 18 can be common interfaces (4-20mA; 0-10V, etc.).

[0072] Furthermore, the control unit 14 is connected to a control device 19 for a power supply (not shown but readily conceivable) which is used firstly for operating the control unit 14 and the second transmission unit 7 and secondly for supplying the first transmission unit 6 with inductive energy transmission.

[0073] In the present example, the control device 19 also has evaluation electronics for the received data signals.

[0074] In this case, the control device 19 is connected to a bus system BS of the rail vehicle 21 .

[0075] The control device 19 also has functional units which generate control signals for controlling the transmission units 6 , 7 and the sensors 10 , 11 and / or switches connected to the first transmission unit 6 and data signals for supplying them with data and transmit them there wirelessly by means of the transmission section 8 .

[0076] The inductive power transmission for supplying the first transmission unit 6 with current via the transmission section 8 can also be used simultaneously for transmitting data / data signals, for example by modulating the inductively transmitted data / data signals.

[0077] The use of the intelligent plug connection 5 does not require any special knowledge from the operator.

[0078] The so-called device pairing, ie the pairing of sensors 10 , 11 and / or switches and / or functional units on / near system component 20 with intelligent plug connection 5 , is ensured by the position of the ends of transmission units 6 , 7 .

[0079] The configuration system 1 with the intelligent plug connection 5 can process one or more messages via the common transmission section 8. Compared with the prior art, the physical structure is simpler. The configuration system 1 can be expanded simply and quickly by software updates (for example, when new components are added), and the physical structure of the configuration system 1 does not need to be changed for this purpose.

[0080] If sensors 10, 11 and / or electrical components such as switches or electronic functional units are mounted on a system component 20, which in the described example is the brake caliper 2 of the bogie of a rail vehicle 21, i.e. on the brake caliper, the sensors 10, 11 and / or the electrical components are at the potential of the bogie.

[0081] The control device 19 with the evaluation electronics is mounted on the body of the rail vehicle 21 and is therefore at the potential of the body. If there is a potential difference between the bogie (with the brake caliper 2 as system component 20) and the body (with the evaluation electronics of the control device 19), a balancing current will flow between the potentials of these two areas. In this case, the balancing current always follows the path of least resistance. Sensor lines and sensors can thus be destroyed when the balancing current flows through them, and even fires can occur (for example, when the balancing current flows through electrical shielding in the connecting lines of the sensors 10, 11 and / or electrical components).

[0082] However, in the above-described configuration system 1 , the intelligent plug connection 5 with the wireless transmission path 8 is arranged between the sensors 10 , 11 and / or electrical components of the system component 20 and the evaluation electronics of the (carriage) control device 19 of the rail vehicle 21 .

[0083] In this way, the following advantages are obtained when using a smart plug connection (smart plug).

[0084] ● A possible galvanic connection between the bogie and the carriage via the connecting lines of the sensors 10 , 11 , switches and / or other electrical / electronic / electromechanical functional units of the system component 20 and the control device 19 (with evaluation electronics) is interrupted by the wireless transmission section 8 .

[0085] For this reason, lesser demands can be made on the electrical breakdown strength of the sensors 10 , 11 and / or of the electrical components of the system component 20 .

[0086] ●Thus, further electrical / electronic / electromechanical components etc. of the system component 20 (capable of cooperating with a smart plug connection device - smart plug) can be installed here on the brake caliper 2 in a relatively simple manner, without the need to lay additional electrical lines between the brake caliper 2 of the bogie and the control device 19 with analysis and evaluation electronics on / in the carriage of the rail vehicle 21.

[0087] ●Platform solutions can be reused in subsequent projects without matching.

[0088] This also results in the advantage of reducing the wiring complexity.

[0089] In a single rail vehicle 21 and in a train of rail vehicles 21 with the configuration system 1, both the single rail vehicle 21 and all rail vehicles 21 in a train of rail vehicles 21 are equipped with an intelligent plug-in connection 5. However, a combination of a configuration system 1 with an intelligent plug-in connection 5 and a configuration system with a conventional plug-in connection is also possible, for example when a train of rail vehicles 21 has vehicles with conventional plug-in connections.

[0090] The invention is not limited to the above described embodiments but can be modified within the scope of the claims.

[0091] Reference numerals list

[0092] 1Configure the system

[0093] 2 Brake calipers

[0094] 3Brake linings

[0095] 4 Bracket

[0096] 5 Intelligent plug connection device

[0097] 6.7 Transmission Unit

[0098] 8 transmission segments

[0099] 9 Shielding device

[0100] 10.11 Sensors

[0101] 12, 13 Connecting device

[0102] 14Control Unit

[0103] 15, 16 connection device

[0104] 17, 18 interfaces

[0105] 19 Control Device

[0106] 20 System Components

[0107] 21Railway Vehicles

[0108] BS bus system

Claims

1. A system (1) for configuring at least one system component (2, 20) of a rail vehicle (21), comprising at least one plug connection between the system component (2, 20) of the rail vehicle (21) and the rail vehicle (21); characterized in that The at least one plug-in connection is designed as a smart plug-in connection (5) and has at least one wireless transmission path (8).

2. The configuration system (1) according to claim 1, characterized in that The at least one intelligent plug-in connection device (5) comprises a first transmission unit (6) and a second transmission unit (7) having the at least one common transmission section (8) and a shielding device (9).

3. The configuration system (1) according to claim 1 or 2, characterized in that: The at least one wireless transmission path (8) is a bidirectional transmission path (8).

4. Configuration system (1) according to one of the preceding claims, characterized in that The first transmission unit (6) is arranged on the system component (20) and is connected to the sensors (10, 11), switches and / or other electrical / electronic / electromechanical functional units of the system component (20) by means of conductive connecting devices (12, 13) via suitable cables.

5. The configuration system (1) according to claim 4, characterized in that The first transmission unit (6) is configured to receive electrical energy provided by the second transmission unit (7) via a transmission section (8), to receive data signals of sensors (10, 11), switches and / or other electrical / electronic / electromechanical functional units of a system component (20), and to process the received data signals of the sensors (10, 11) and / or switches of the system component (20) and to transmit the data signals to the second transmission unit (7) via the transmission section (8).

6. The configuration system (1) according to claim 5, characterized in that The first transmission unit (6) is configured to receive data signals of sensors (10, 11), switches and / or other electrical / electronic / electromechanical functional units of a system component (20) and to transmit data signals of a second transmission unit (7) in an opposite transmission direction to the sensors (10, 11) and / or switches of the system component (20).

7. The configuration system (1) according to claim 5 or 6, characterized in that: The second transmission unit (7) is arranged on the rail vehicle (21) and is configured to receive data signals of sensors (10, 11), switches and / or other electrical / electronic / electromechanical functional units of the system component (20) sent by the first transmission unit (6) via the transmission section (8) and is configured to supply electrical energy to the first transmission unit (6) via the transmission section (8).

8. The configuration system (1) according to claim 7, characterized in that The second transmission unit (7) is connected to a control unit (14), which supplies the second transmission unit (7) with electrical energy received from the rail vehicle (21) and is configured to receive and process data signals of sensors (10, 11), switches and / or other electrical / electronic / electromechanical functional units of the system component (20) provided by the second transmission unit (7).

9. The configuration system (1) according to claim 8, characterized in that The second transmission unit (7) is configured to receive a data signal from the first transmission unit (6) and to transmit a data signal to the first transmission unit (6).

10. The configuration system (1) according to any one of claims 7 to 9, characterized in that The control unit (14) is connected to a control device (19) of a rail vehicle (21) by wire for data communication of data signals of sensors (10, 11), switches or other electrical / electronic / electromechanical functional units of the system component (20) provided by a second transmission unit (7) and for supplying electrical energy.

11. The configuration system (1) according to claim 10, characterized in that The control device (19) has evaluation electronics for received data signals.

12. The configuration system (1) according to claim 10 or 11, characterized in that The control unit (14) is connected to a control device (19) of a rail vehicle (21) for data communication via a bidirectional connection device (15, 16) at an interface (17, 18) of the control device (19) of the rail vehicle (21).

13. The configuration system (1) according to any one of claims 10 to 12, characterized in that The control device (19) of the rail vehicle (21) is connected to a bus system (BS) of the rail vehicle (21).

14. The configuration system (1) according to any one of claims 2 to 13, characterized in that The first transmission unit (6) and the second transmission unit (7) are designed for wireless communication, for example NFC (Near Field Communication), via a transmission segment (8).

15. The configuration system (1) according to any one of claims 2 to 14, characterized in that The first transmission unit (6) and the second transmission unit (7) are configured to wirelessly transmit electrical energy via a transmission segment (8) by inductive charging.

16. Configuration system (1) according to any one of claims 2 to 15, characterized in that The first transmission unit (6), the second transmission unit (7) and the transmission section (8) are arranged in a shielding device (9).

17. The configuration system (1) according to claim 16, characterized in that The shielding device (9) is designed as a housing, or the shielding device (9) is mounted in or on such a housing, or is additionally arranged in or around the housing.

18. Configuration system (1) according to one of the preceding claims, characterized in that The intelligent plug connection device (5) is arranged at an interface between a rail vehicle (21) or a bracket (4) or a fixture connected to the rail vehicle (21) and a system component (20).

19. The configuration system (1) according to any one of claims 10 to 18, characterized in that The at least one intelligent plug connection (5) uses the at least one wireless transmission segment (8) to interrupt the current connection between sensors (10, 11), switches and / or other electrical / electronic / electromechanical functional units of a system component (20) of a rail vehicle (21) via connecting lines of sensors (10, 11), switches and / or other electrical / electronic / electromechanical functional units of the system component (20) and a control device (19) of the rail vehicle (21).

20. A rail vehicle (21) having at least one system component (20), in particular a brake caliper (2), characterized in that The rail vehicle (21) has an arrangement system (1) according to one of the preceding claims.

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