Railway vehicle axle temperature test system and axle temperature test method

Abstract

The embodiment of the invention provides a railway vehicle axle temperature test system and method, the system comprises a test device and a receiving device, the test device comprises an external temperature acquisition device, a test interface and a central control device, the external temperature acquisition device is used for acquiring the temperature of an external area around an axle; the central control device further receives the axle temperature detected by the to-be-detected temperature sensor, automatic acquisition of the temperature of the axle temperature sensor is achieved, multi-point acquisition of the ambient environment and the internal temperature of the axle is achieved through combination of the external temperature acquisition device and the to-be-detected temperature sensor, and the comprehensiveness and accuracy of temperature monitoring are improved. The wireless communication mode between the test equipment and the receiving equipment simplifies the wiring and installation process, and reduces the maintenance cost.

Description

Technical Field

[0001] The present application relates to the technical field of rail vehicles, and in particular to a rail vehicle axle temperature testing system and an axle temperature testing method. Background Art

[0002] High-speed rail vehicle trailers are equipped with an axle temperature detection host. Each trailer has two bogies, each bogie has two axles, and each axle is equipped with two axle temperature sensors, meaning each trailer is equipped with eight axle temperature sensors. High-speed rail vehicle motors are equipped with an axle temperature detection host, and each vehicle is equipped with eight axle temperature sensors. The motor bogies are each equipped with two traction motors and a gearbox. The traction motors are each equipped with a stator temperature sensor and a rotor temperature sensor. The gearboxes are each equipped with a drive-end temperature sensor and a non-drive-end sensor. For a total of 24 temperature sensors, these high-speed rail vehicle motors are equipped.

[0003] High-speed rail vehicles adopt a 4-motor 4-trailer marshaling method, so the entire high-speed rail vehicle has a total of 4*8+4*24=128 temperature sensors, which are used for temperature collection work of the axle temperature detection system of high-speed rail vehicles.

[0004] High-speed rail vehicles require both single-vehicle and train-based commissioning of their axle temperature monitoring systems before leaving the factory. Single-vehicle commissioning of the axle temperature monitoring system involves testing the resistance of each sensor and verifying the correct temperature values collected by the axle temperature monitoring unit. Train-based commissioning of the axle temperature monitoring unit requires simulating faults for each sensor. Due to the large number of temperature sensors, the coordinated efforts of multiple personnel are required to complete this system's train-based commissioning.

[0005] Because high-speed rail vehicles are equipped with multiple sensors, temperature sensor failures are common during high-speed operation, easily causing serious accidents such as vehicle stalls and derailments. When a failure occurs, after-sales maintenance personnel must troubleshoot the faulty sensor. This cumbersome and manual process cannot quickly and accurately identify the fault point, resulting in a long troubleshooting cycle and seriously affecting the operation of high-speed rail vehicles. Summary of the Invention

[0006] The embodiments of the present application provide a rail vehicle axle temperature testing system and an axle temperature testing method to solve the problem that the existing rail vehicle axle temperature testing system requires manual testing of temperature sensors and has a long troubleshooting cycle.

[0007] In order to achieve the above objectives, this application provides the following technical solutions:

[0008] An embodiment of the present application provides a rail vehicle axle temperature testing system, including a testing device and a receiving device, wherein the testing device and the receiving device are wirelessly connected; the testing device includes an external temperature acquisition device and a central control device, wherein the external temperature acquisition device is used to acquire the temperature of the external area around the axle and send it to the central control device; the central control device is also used to acquire the axle temperature detected by the temperature sensor to be tested, and the central control device is respectively connected to the external temperature acquisition device and the receiving device for data and signal interaction; the receiving device is used to respectively connect to the central control unit CCU and the on-board axle temperature host for data interaction, and send control instructions to the testing device and receive test data sent by the testing device.

[0009] Compared with the prior art, the rail vehicle axle temperature testing system and axle temperature testing method provided in the embodiments of the present application have the following technical effects:

[0010] The system includes a test device and a receiving device. The test device includes an external temperature acquisition device, a test interface, and a central control unit. The external temperature acquisition device collects the temperature of the external area surrounding the axle. The central control unit also receives the axle temperature detected by the temperature sensor to be measured, enabling automatic temperature acquisition of the axle temperature sensor. The combination of the external temperature acquisition device and the temperature sensor to be measured enables multi-point acquisition of the ambient and internal temperatures of the axle, improving the comprehensiveness and accuracy of temperature monitoring. Wireless communication between the test device and the receiving device simplifies wiring and installation, reducing maintenance costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] The drawings described herein are used to provide a further understanding of the present application and constitute a part of the present application. The illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0012] Figure 1 A structural block diagram of a rail vehicle axle temperature testing system provided in an embodiment of the present application;

[0013] Figure 2 A structural block diagram of a receiving device provided in an embodiment of the present application;

[0014] Figure 3 A structural block diagram of the test equipment provided in an embodiment of the present application;

[0015] Figure 4 A schematic diagram of the hardware structure of the test equipment provided in the embodiment of the present application;

[0016] Figure 5 for Figure 4 Schematic diagram of the rear view structure;

[0017] Figure 6 A schematic structural diagram of a cable device provided in an embodiment of the present application;

[0018] Figure 7 A schematic diagram of the structure of a hard-wired testing device provided in an embodiment of the present application;

[0019] Figure 8 A schematic diagram of the structure of a heating device provided in an embodiment of the present application;

[0020] Figure 9 A schematic diagram of the structure of the heating base provided in an embodiment of the present application;

[0021] Figure 10 A schematic diagram of the structure of the heating cylinder provided in an embodiment of the present application;

[0022] Figure 11 A schematic diagram of the structure of a heating device provided in an embodiment of the present application;

[0023] Figure 12 A schematic diagram of the flow chart of the shaft temperature testing method provided in an embodiment of the present application;

[0024] Figure 13 Rail vehicle axle temperature system test device and test method test equipment login interface;

[0025] Figure 14 Test device and test method for rail vehicle axle temperature system; Test equipment and test interface;

[0026] Figure 15 Rail vehicle axle temperature system test device and test method test equipment equipment parameter interface 1;

[0027] Figure 16 Rail vehicle axle temperature system test device and test method test equipment equipment parameter interface 2;

[0028] Figure 17 Rail vehicle axle temperature system test device and test method test equipment IOT interface;

[0029] Figure 18 Rail vehicle axle temperature system test device and test method test equipment real-time curve interface;

[0030] Figure 19 Railway vehicle axle temperature system test device and test method test equipment history curve interface;

[0031] Figure 20 Test device and test method for rail vehicle axle temperature system; Test equipment storage and browsing interface;

[0032] Figure 21A schematic diagram of the structure of a driver's cab provided in an embodiment of the present application;

[0033] Figure 22 Schematic diagram of the steel structure of the driver's cab provided for this application;

[0034] Figure 23 A schematic structural diagram of the front wall provided in an embodiment of the present application;

[0035] Figure 24 A schematic diagram of the structure of the front wall mainboard provided in an embodiment of the present application;

[0036] Figure 25 Schematic diagram of the cross-sectional structure of the front wall mainboard provided in an embodiment of the present application; wherein (a) is a schematic diagram of the cross-sectional structure at AA in the middle, and (b) is a schematic diagram of the enlarged local structure at V in (a);

[0037] Figure 26 A schematic diagram of a plate-beam structure provided in an embodiment of the present application;

[0038] Figure 27 for Figure 26 A magnified schematic diagram of the local structure at point Ⅰ in the middle;

[0039] Figure 28 A schematic diagram of a top view of the steel structure of the driver's cab provided in an embodiment of the present application;

[0040] Figure 29 for Figure 28 AA-axis cross-sectional structural diagram;

[0041] Figure 30 A schematic diagram of the structure of the anti-collision column provided in an embodiment of the present application;

[0042] Figure 31 A schematic diagram of the structure of the side wall provided in an embodiment of the present application;

[0043] Figure 32 A schematic structural diagram of a sidewall structure provided in another embodiment of the present application;

[0044] Figure 33 for Figure 32 AA cross-sectional structural diagram in FIG;

[0045] Figure 34 for Figure 32 BB-direction cross-sectional structural diagram;

[0046] Figure 35 Schematic diagram of the assembly of the front wall and side wall components provided in an embodiment of the present application;

[0047] Figure 36 for Figure 35 A schematic diagram of the partially enlarged structure at center A;

[0048] Figure 37 A schematic diagram of the lateral structure of the driver's cab steel structure provided in an embodiment of the present application;

[0049] Figure 38 A schematic diagram of the assembly structure of the rear end wall and end columns provided in an embodiment of the present application;

[0050] Figure 39 for Figure 38 A magnified schematic diagram of the local structure;

[0051] Figure 40 A schematic diagram of the structure of the rear end wall provided in an embodiment of the present application;

[0052] Figure 41 This is an enlarged schematic diagram of the local structure of the top curved beam provided in an embodiment of the present application;

[0053] Figure 42 A schematic diagram of the assembly structure of the cab head cover and end columns provided in an embodiment of the present application;

[0054] Figure 43 Schematic diagram of the assembly structure of the end column and the passenger compartment provided in an embodiment of the present application.

[0055] The following are marked in the accompanying drawings:

[0056] Testing equipment 8810, receiving equipment 8820, industrial wireless network 8830, remote control platform 8840;

[0057] Central control device 88110, test interface 88120, hard-wire test interface 88130, heating device 88140, display screen 88150, external temperature acquisition device 88160, power supply 88170, first data transmission device 88180, cable device 88190, hard-wire test device 881110, heating device 8811120;

[0058] Test box 8811, power indicator light 8812, operation indicator light 8813, antenna 8815, M12 network interface 8816, RJ45 network interface 8817, USB data interface 8818, test input interface 8819, test output interface 881101, external temperature sensor interface 881102, heating interface 881103, telescopic support rod compartment 881104, power switch 881105, roller assembly 881106, telescopic support rod 881107, pull rod 881108;

[0059] Receiving control device 88210, receiving display screen 88220, network communication interface 88230, power supply 88240, second data transmission device 88250;

[0060] Cable 88191, test equipment end connector 88192, vehicle end connector 88193;

[0061] Hard-wire test interface connector 881111, cable 881112, hard-wire test box 881113, test terminal 881114;

[0062] Heating cylinder 8811121, heating seat 8811122, short-wave infrared emitting assembly 8811123;

[0063] Mounting plate 88111211, mounting hole 88111212, internal thread 88111213;

[0064] Sensor mounting hole 88111221, probe insertion hole 88111222, rectangular groove 88111223, external thread 88111224;

[0065] Shaft end heating seat 881401, short-wave infrared emitting tube 881402, strip slot 881403, fixing slot 881404;

[0066] Driver's cab 100;

[0067] Driver's cab steel structure 10, driver's cab head cover 20;

[0068] The front wall is composed of 11, the rear end wall is composed of 12, the side wall is composed of 13, the waist beam is composed of 14, the energy absorbing beam is composed of 15, the anti-collision column is composed of 16, the anti-collision corner column is composed of 17, and the roof curved beam is composed of 18;

[0069] Front wall 111, front wall main plate 1111, plate beam structure 1112, front wall reinforcement plate 1113, brake pipe installation interface 1114, electric whistle and bagpipe installation interface 1115, front wall crossbeam 11121, front wall longitudinal beam 11122, transverse reinforcement beam 11123, opening and closing mechanism installation interface 11131, hood installation interface 11132, first surface 111211, second surface 111212;

[0070] Top curved beam 121, rear end wall frame 122, rear end wall door frame 123, rear end wall cross beam 124, head cover end interface 1211, passenger compartment top area interface 1212;

[0071] Side wall frame 131, side wall skin 132, side wall curved beam 1311, end column 1312, support beam 1313, grid beam structure 1314, corner window installation interface 1315, side window installation interface 1316, transverse reinforcement beam 1317, reinforcement plate 1318, side wall patch 1319, installation flange 13121, support pad 13131;

[0072] Horizontal waist beam 141, vertical rib 1411, longitudinal waist beam 142;

[0073] Transverse ribs 161 and connecting ribs 162;

[0074] The side wall skin 21 of the passenger compartment and the side wall frame 22 of the passenger compartment. DETAILED DESCRIPTION

[0075] The embodiments of the present invention disclose a rail vehicle axle temperature testing system and an axle temperature testing method, so as to solve the problem that the existing rail vehicle axle temperature testing system requires manual detection of temperature sensors and has a long troubleshooting period.

[0076] In order to make the technical solutions and advantages of the embodiments of the present application more clearly understood, the exemplary embodiments of the present application are further described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present application, and are not an exhaustive list of all the embodiments. It should be noted that the embodiments and features in the embodiments of the present application can be combined with each other unless they conflict.

[0077] See also Figure 1-7 , Figure 1 A structural block diagram of a rail vehicle axle temperature testing system provided in an embodiment of the present application; Figure 2 A structural block diagram of a receiving device provided in an embodiment of the present application; Figure 3 A structural block diagram of the test equipment provided in an embodiment of the present application; Figure 4 A schematic diagram of the hardware structure of the test equipment provided in the embodiment of the present application; Figure 5 for Figure 4 Schematic diagram of the rear view structure; Figure 6 A schematic structural diagram of a cable device provided in an embodiment of the present application; Figure 7 This is a schematic diagram of the structure of the hard-wire testing device provided in an embodiment of the present application.

[0078] In a specific embodiment, the rail vehicle axle temperature testing system provided by the present application includes a testing device 10, a receiving device 20, an industrial wireless network 30 and a remote control platform 40. The receiving device 20 and the testing device 10 are wirelessly connected, which simplifies the wiring and installation process and reduces maintenance costs; the receiving device 20 sends control information to the testing device 10 through the industrial wireless network 30, and receives detection information sent by the testing device 10; the receiving device 20 is set on the test vehicle to replace the employees for operation, which simplifies the labor intensity of the operators and improves the testing efficiency.

[0079] The test equipment 10 includes an external temperature acquisition device 160 and a central control device 110. The external temperature acquisition device 160 is used to collect the temperature of the external area around the axle and send it to the central control device 110. The central control device 110 is also used to receive the axle temperature detected by the temperature sensor to be tested. The central control device 110 is connected to the external temperature acquisition device 160 and the receiving device 20 respectively for data and signal exchange.

[0080] The receiving device 20 is used to connect to the central control unit CCU and the on-board axle temperature host respectively to exchange data, and to send control instructions to the test device 10 and receive test data sent by the test device 10.

[0081] In this specific embodiment, the test device 10 includes an external temperature acquisition device 160 , a central control device 110 , a test interface 120 , a power supply 170 , a first data transmission device 180 , a heating device 140 , a hard-wired test interface 130 , and a device display screen 150 .

[0082] The external temperature acquisition device 160 is used to collect the temperature of the external area around the axle, and send the collected temperature of the external area to the central control device 110 for calculation and monitoring of the boundary area temperature. The external temperature acquisition device 160 uses two types of sensors, one is an infrared sensor and the other is a PT100 temperature sensor. The infrared temperature sensor uses MODBUS RTU to communicate with the external temperature acquisition device 160, and the temperature acquisition method is fast, accurate, reliable and has strong anti-interference ability. The PT100 temperature sensor uses a contact method and is connected to the resistance module of the external temperature acquisition device 160 through a hard wire. It has strong anti-interference ability and can collect temperature values accurately and reliably. After the signals collected by the two sensors are calculated and filtered for noise reduction by the central control device 110, the average value of the two is calculated and the actual temperature value of the external temperature is displayed on the display screen 150.

[0083] The central control device 110 is the core component of the test equipment 10. It communicates with the temperature sensor via the test interface 120 to transmit test data. It also transmits data to the receiving device 20 via the industrial wireless network 30 via the first data transmission device 180 and exchanges control signals with the receiving device 20. It also sends test data to the device display 150 in real time for display and receives control commands from the operator on the display 220. The central control device 110 can be configured as a PLC controller. It is connected to the heating device 140, power supply 170, first data transmission device 180, hardwired test interface 130, and device display 150.

[0084] The first data transmission device 180 uses the MODBUS TCP communication protocol to forward test data, as well as control information and status of the secondary sub-device and the test device 10, to the industrial network via the industrial wireless network 30, for reception by the receiving device 20 and control of the test device 10. The first data transmission device 180 employs a unique data encryption method, encrypting and packaging data before sending it to the industrial wireless network 30. This method offers anti-eavesdropping and anti-tampering features, as well as strong anti-interference capabilities, enhancing data security and reliability.

[0085] Test interface 120 is used to connect to temperature sensors in the rail vehicle axle temperature system and transmit the axle temperature detected by the temperature sensor to the central control unit 110. It uses a four-wire, two-channel interface to facilitate connection to the temperature sensor. Test interface 120 also supports interfaces for different rail vehicle temperature sensors, and can be used on rail vehicle platforms such as the CRH380B and CR400BF, increasing the versatility and practicality of the device.

[0086] Heating device 140 receives control information from central control device 110 and converts the set temperature in the control information into an actual temperature for heating the temperature sensor. Heating device 140 uses PID control, which ensures precise and reliable temperature control. Heating device 140 utilizes a heating wire or metal heating platform for heating, ensuring stable heating temperature.

[0087] In one embodiment, the heating device provided by the present application heats the temperature sensing probe of the temperature sensor to be measured to ensure that the temperature sensor to be measured can be heated to a preset warning temperature, while ensuring that the detection temperature difference of the temperature sensor to be measured is within a preset range; Figure 8-10 As shown, Figure 8 A schematic diagram of the structure of a heating device provided in an embodiment of the present application; Figure 9 A schematic diagram of the structure of the heating base provided in an embodiment of the present application; Figure 10 This is a schematic structural diagram of the heating cylinder provided in an embodiment of the present application.

[0088] The heating device 11120 heats the temperature sensor to be measured, specifically to detect the induction probe in the temperature sensor to be measured. The heating device 11120 is connected to the central control device.

[0089] Specifically, the heating device 11120 includes a heating cylinder 11121 and a heating seat 11122. The heating cylinder 11121 is a sealed structure with an open top; the heating seat 11122 is detachably connected to the heating cylinder 11121; a number of short-wave infrared emitting components 11123 are provided under the heating seat 11122 for emitting infrared rays to heat the sensing probe of the temperature sensor to be measured.

[0090] The top opening of heating cylinder 11121 is provided with a mounting plate 111211 for securing to the inner top plate of the test chamber. Mounting holes 111212 are provided around the circumference of mounting plate 111211 for securing to the inner top plate via threaded fasteners. The top opening of heating cylinder 11121 is also provided with internal threads 111213, while heating base 11122 is provided with external threads 111224, providing a removable, fixed connection between the two.

[0091] The sensing probe of the temperature sensor to be measured is located below the heating seat 11122 so that it can extend into the heating cylinder 11121 following the heating seat 11122 to achieve heating of the sensing probe of the temperature sensor to be measured; it can be understood that the sensing probe of the temperature sensor to be measured is detachably connected to the heating seat 11122, and a number of short-wave infrared emitting components 11123 are provided below the heating seat 11122 to heat the sensing probe of the temperature sensor to be measured in the heating cylinder 11121. The inner side and bottom surfaces of the heating cylinder 11121 are provided with an anti-infrared radiation coating to prevent infrared rays from conducting heat to the heating cylinder 11121. At the same time, a temperature sensor is provided in the heating cylinder 11121 to provide real-time feedback on the actual heating temperature of the short-wave infrared emitting component 11123.

[0092] Several short-wave infrared emitting components 11123 are provided under the heating seat 11122. The short-wave infrared emitting components 11123 include an emitting mounting tube and an infrared emitting tube. The emitting mounting tube is a cylindrical cavity structure for placing the infrared emitting tube. Several infrared emitting holes are installed circumferentially so that the infrared rays from the infrared emitting holes can be radiated to the surroundings through the emitting holes to heat the corresponding shaft temperature sensor to be measured.

[0093] Above heating base 11122 are provided sensor mounting holes 111212 and probe insertion holes 111222. Probe insertion holes 111222 are used to insert the sensing probe of the temperature sensor to be measured, allowing the probe to fully reach the interior of the heating mounting barrel of the test device and allowing the infrared rays emitted by the short-wave infrared ray emitting device to fully reach the probe of the temperature sensor to be measured. There are two sensor mounting holes 111221 for mounting the temperature sensor to be measured.

[0094] The upper circumferential edge of the heating seat 11122 is provided with a plurality of rectangular grooves 111223 for the operator to contact the heating seat 11122 . The heating seat 11122 can be rotated clockwise and counterclockwise and installed in conjunction with the heating cylinder 11121 .

[0095] In another embodiment, the heating device provided by the present application can also heat the temperature sensor to be measured installed at the end of the axle, such as Figure 11 As shown, Figure 11This is a schematic structural diagram of the heating device 140 provided in an embodiment of the present application.

[0096] The test equipment also includes a heating device 140 for heating the axle temperature sensor at the end of the axle. The heating device 140 includes two axle end heating seats 1401 that can be docked. The axle end heating seat 1401 is an arc-shaped structure with a plurality of short-wave infrared emitting tubes 1402 arranged on its outer periphery. A strip-shaped card slot 1403 is provided on the inner circumference of the axle end heating seat 1401. The strip-shaped card slot 1403 is provided along the circumference of the axle end heating seat 1401 and is used to contact the bogie. There are several through holes inside the slot 1403, so that the infrared rays of the short-wave infrared emitting tube 1402 arranged on the periphery can pass through, which is used to heat the axle temperature sensor to be tested of the bogie; fixed grooves 1404 are also provided at both circumferential ends of the shaft end heating seat 1401, which are used to dock with the other half of the shaft end heating seat 1401. The other half of the shaft end heating seat 1401 is provided with a protrusion, and the two shaft end heating seats 1401 are fixed by engaging with the fixing grooves 1404 and the protrusion.

[0097] At the same time, each short-wave infrared emitting tube 1402 is flush with the groove surface of the strip slot 1403 and can shrink radially; the strip slot 1403 is in contact with the bogie, specifically, the bogie is provided with a snap-fitting protrusion, which is snap-fitted with the strip slot 1403.

[0098] The device display screen 150 is used to receive the test data information sent by the central control device 110 and the diagnostic information of the secondary sub-device. The display screen 150 can also facilitate employees to perform operations such as querying and storing data.

[0099] The hard-wired test interface 130 is connected to the corresponding test input and output interface by hard-wire. When the test equipment 10 fails or the network connection fails, it is used for employees to manually test. It is a special testing method and an emergency use method under abnormal circumstances. The hard-wired test interface 130 increases the reliability and stability of the test equipment 10.

[0100] The power supply 170 provides power to the test device 10 and adopts a DC lithium battery, a rechargeable power source, to provide sufficient power for the entire device.

[0101] Specifically, the central control device 110 is configured to compare the collected ambient temperature with the axle temperature collected by the temperature sensor to be tested. When the difference between the two is within a preset error range, the temperature sensor to be tested is considered normal and the comparison result is sent to the receiving device 20. The preset error range is generally ±3°C, at which point the temperature sensor to be tested is considered to be able to perform normal temperature detection.

[0102] In another embodiment, the receiving device 20 is used to collect the axle temperature of the temperature sensor to be measured sent by the on-vehicle axle temperature host, and compare the axle temperature of the temperature sensor to be measured with the temperature of the external area collected by the testing device 10. When the difference between the two is within a preset error range, it is considered that the cable between the temperature sensor to be measured and the on-vehicle axle temperature host, and the on-vehicle axle temperature host are normal.

[0103] The axle temperature of the temperature sensor to be tested is sent to the receiving device 20 via the axle temperature host on the vehicle. At the same time, the test device 10 sends the collected external area temperature to the receiving device 20. The receiving device 20 compares the axle temperature of the temperature sensor to be tested with the collected external area temperature. When the difference between the two is within the preset error range, it is considered that the cable between the temperature sensor to be tested and the axle temperature host on the vehicle can operate normally, and the board of the axle temperature host on the vehicle can operate normally. Similarly, the preset error range is generally ±3°C.

[0104] On the other hand, the above-mentioned shaft temperature test system can also detect faulty temperature sensors. The specific detection process is as follows:

[0105] a) Detecting the faulty sensor itself: collecting the axle temperature through the temperature sensor to be measured, and sending the collected axle temperature to the central control device 110;

[0106] The external temperature collecting device 160 collects the temperature of the external area around the axle and sends it to the central control device 110;

[0107] The central control device 110 compares the axle temperature collected by the temperature sensor to be measured with the temperature of the external area. When the difference between the axle temperature and the temperature of the external area is within a preset error range, it is considered that the temperature sensor to be measured is normal.

[0108] b) Fault detection of the cable between the temperature sensor and the onboard axle temperature host: The central control device 110 outputs a preset test temperature to the onboard axle temperature host and receives the actual test temperature sent by the onboard axle temperature host, collected by the receiving device 20. The actual test temperature is compared with the preset test temperature output by the testing device 10. If the difference between the two is not within the preset error range, the cable between the temperature sensor to be tested and the onboard axle temperature host is considered faulty, and a cable continuity test is performed. It can be understood that when the central control device 110 outputs the preset test temperature to the onboard axle temperature host, the output interface of the testing device 10 is connected to the connector on the vehicle end, the preset test temperature is 50°C, and the receiving device 20 collects the actual test temperature sent by the onboard axle temperature host. Assuming the actual test temperature is 46°C and the preset error range is ±3°C, then if the difference between the preset test temperature and the actual test temperature is not within the preset error range, the cable between the temperature sensor to be tested and the onboard axle temperature host is considered faulty, and the central control device 110 performs a cable continuity test on the cable.

[0109] When the difference between the actual test temperature and the preset test temperature output by the test device 10 is within the preset error range, it is considered that the axle temperature host board on the vehicle is faulty and the corresponding axle temperature host board needs to be replaced.

[0110] In another embodiment, the heating device 140 heats the temperature sensor to be measured, and the central control device 110 is also used to control the heating device 140 to heat the temperature sensor to be measured at a preset warning temperature, and obtain the warning temperature of the temperature sensor to be measured according to the warning information received by the receiving device 20 from the central control unit CCU. The central control device 110 compares the received external area temperature with the warning temperature of the temperature sensor to be measured. When the difference between the two is within the preset warning error, it is considered that the system warning test is normal.

[0111] The heating device 140 heats the axle end at a preset warning temperature according to the control instructions of the central control device 110. The temperature sensor to be measured sends a warning signal to the axle temperature host on the vehicle. The axle temperature host on the vehicle sends the warning signal to the central control unit CCU. The central control unit CCU sends the warning information to the receiving device 20. The receiving device 20 sends the warning information to the central control device 110. The central control device 110 obtains the warning temperature of the temperature sensor to be measured based on the warning information and compares the warning temperature with the temperature of the external area. When the difference between the two is within the preset warning error range, the system warning test is considered normal. The preset error range can be ±3°C, preferably ±1°C.

[0112] The central control device 110 is also used to control the heating device 140 to heat the sensor to be tested at a preset alarm temperature. The specific operation steps can be set with reference to the preset warning temperature. The preset warning temperature is generally set at 85°C, and the preset alarm temperature is generally set at 105°C.

[0113] Specifically, the test equipment 10 includes a test box 11, which is provided with a power indicator light 12, an operation indicator light 13, a display screen 150, an antenna 15, an M12 network interface 16, an RJ45 network interface 17, a USB data interface 18, a test input interface 19, a test output interface, an external temperature sensor interface 1102, a heating interface 1103, a hard-line test interface 130 and a power switch 1105.

[0114] The test box 11 has a power system that can operate under the rail vehicle and can be specified to operate below the corresponding temperature sensor to be tested to test the temperature sensor to be tested. The test box 11 includes a box body and a top cover. The box body is preferably made of ABS material. The interior is used to install electrical equipment such as the power supply 170, circuit board, and heating device 140 of the test equipment 10. The box body and the top cover are connected, with a high level of protection, providing dust and water resistance. It prevents foreign objects from entering the equipment and is the main device carrier of the entire test equipment 10. The top cover is made of ABS material and has an oblique structure. It is installed on the upper part of the box body and is used to install devices such as the power indicator light 12, the operation indicator light 13, the display screen 150, the antenna 15, the M12 network interface 16, the RJ45 network interface 17, the USB data interface 18, the power switch 1105, the output connector, the input connector, the external temperature sensor interface 1102, and the heating interface 1103. It is the device installation panel of the test equipment 10.

[0115] The power indicator 12 is a red LED indicator. When the test device 10 is connected to the power supply 170 and the power switch 1105 is turned on, the power indicator 12 illuminates. When the test device is testing, the indicator illuminates, indicating that the device is in the process of testing. The display screen 150 is a touch screen display 150, which mainly displays the information displayed by the operating device and test data, and loads interfaces such as the login interface, test interface, parameter interface 1, parameter interface 2, device IOT interface, real-time curve interface, historical curve interface, and save and browse interface. At the same time, the operator can operate the buttons on the display screen 150 to operate the device.

[0116] The antenna 15 is a detachable SMA type interface antenna 15, which is installed on the test box 11 by bolt fastening. The antenna 15 is a carrier for receiving and sending wireless network signals, and realizes data exchange between the receiving device 20 and the remote control platform 40. The M12 network interface 16 is mainly installed on the test box 11, and is used for the remote control platform 40 to realize data exchange through the network cable, and to debug and maintain the test equipment 10 through the M12 network interface 16; the RJ45 network interface 17 is installed on the test box 11, and is used for the remote control platform 40 to realize data exchange through the network cable, and to debug and maintain the equipment through this interface; the USB data transmission interface is installed on the test box 11 of the device, and is used to install and insert a USB dongle device. When the test device 10 is inserted with the USB dongle, the test device 10 can be operated, realizing a setting and control of hardware device permissions to prevent employees from privately operating the device and modifying the test program.

[0117] The test interface 120 includes a test input interface 19 and a test output interface 1101. The test input interface 19 is a quick-connect connector capable of carrying high current, used for quick connection to an external input cable. This connector is mounted on the housing of the test device 10 and uses a female pin module and a fool-proof design to prevent operators from inserting the connector incorrectly. The test output interface 1101 is a quick-connect connector capable of carrying high current, used for quick connection to an external output cable. This connector is mounted on the housing of the test device 10 and uses a male pin module and a fool-proof design to prevent operators from inserting the connector incorrectly.

[0118] The first external temperature sensor interface 1102 is installed on the upper cover of the equipment, using an M12 connector as a female pin module connector, and is connected to the male plug of the infrared sensor of the external temperature sensor of the test equipment 10. It is used for the central control device 110 to collect the external temperature data of the test equipment 10 for calculation of the test equipment 10.

[0119] The second external temperature sensor interface 1102 is mounted on the device housing and uses an M12 male connector module. It connects to the female plug of the PT100 temperature sensor of the test device 10. This allows the central control unit 110 to collect external temperature data from the test device 10 for use in the device's calculations. The two external temperature sensor interfaces 1102 use different pin types for foolproofing.

[0120] The lower part of the heating interface 1103 is connected to the heating device 140, which uses a heating tube installed on the upper cover. When testing is required, the shaft temperature sensor to be tested is inserted into the heating interface 1103, and the heating tube is heated under the control of the central control device 110 to achieve the heating effect on the shaft temperature sensor probe.

[0121] The power switch 1105 is a rocker-shaped switch installed on the upper cover. This power switch 1105 is the input interface of the external power supply of the test equipment 10, and has short circuit and anti-wrong insertion protection functions. When the external power plug is inserted into the power switch 1105 interface and the external power plug power is turned on, the power switch 1105 indicator light lights up, indicating that the external power plug has been connected to the power.

[0122] The hard-wire test interface 130 is installed on the upper cover of the test device 10 and uses a circular female pin module connector to connect to the male pin module connector of the hard-wire test module of the test device 10. It is used for emergency testing mode when a communication failure or network interruption occurs in the test device 10. This method is not used for testing during abnormal use.

[0123] Secondly, a group of roller assemblies 1106 and a locking pin for locking the roller assemblies 1106 are provided opposite to each other at the bottom of the test box 11; two telescopic support rods 1107 are provided opposite to each other at the top of the test box 11, and a pull rod 1108 is provided between the tops of the two telescopic support rods 1107; and two telescopic support rod compartments 1104 are provided opposite to the telescopic support rods 1107 at the bottom of the test box 11.

[0124] Roller assembly 1106 is a circular roller mounted on each end of the bottom link. Locking pins are installed in the roller locking pin mounting holes of the bottom link for securement. The roller locking pin mounting holes are circular holes located at each end of the bottom link for mounting locking pins to secure the roller. When the operator pulls lever 1108, the roller can slide on the ground. When autonomous operation is required, the roller can be replaced with a self-powered roller, enabling autonomous operation under the control of a remote platform.

[0125] The telescopic support rod cabin 1104 is a square structure connected to the test box body 11, and is used to place the telescopic support rod 1107 in the telescopic support rod cabin 1104 when it is retracted; the telescopic support rod 1107 is installed on the test box body 11 and can move up and down relative to the box body. The height of the telescopic support rod 1107 is adjusted by a locking device to achieve free height extension. According to the height of the user, the height of the pull rod 1108 can be adjusted by the telescopic rod to facilitate employee operation. This telescopic support rod 1107 is made of ABS material, which is light in weight and sturdy in structure. The pull rod 1108 is round and installed at the end of the telescopic support rod 1107. When the equipment is moved, the equipment is moved by pulling the pull rod 1108, and it adopts an anti-slip design to facilitate employees to hold.

[0126] There are 4 fixations at the bottom of the box, which are used to place the equipment in place and serve as fixed supports for the equipment. The bottom adopts an anti-slip design to prevent the equipment from slipping after being placed in place.

[0127] Specifically, the external temperature acquisition device 160 includes an infrared temperature sensor assembly and a PT100 temperature sensor assembly; the infrared temperature sensor assembly includes:

[0128] An external temperature sensor connector, a cable, and an infrared temperature sensor are sequentially arranged, and a sensor housing is provided on the outer side of the infrared temperature sensor;

[0129] The external temperature sensor connector is used to connect to the external temperature sensor interface 1102 .

[0130] The external temperature sensor connector uses a metal connector with an M12 male pin module, which is used to connect to the external temperature sensor interface 1102 of the test device 10 and transmit the temperature signal collected by the external temperature sensor to the test device 10. The cable is a multi-core cable with a shielding layer, which is used to transmit the external temperature signal to the test device 10. The sensor housing is made of metal, and the cable can be connected to the sensor through the interior of the sensor housing to prevent moisture and foreign matter from entering the sensor, thus protecting the sensor. The infrared temperature sensor is used to collect external temperature data, convert the temperature data into an analog signal, and connect to the central control unit via an RS485 interface. It uses the MODBUS RTU communication protocol for communication, and transmits the collected external temperature signal via the cable to the central control unit 110.

[0131] In addition, the external temperature acquisition device 160 also includes a PT100 temperature sensor assembly, which includes: a PT100 temperature sensor connector, a cable and a PT100 temperature sensor arranged in sequence, the PT100 temperature sensor connector is used to connect to the external temperature sensor interface 1102; the PT100 temperature sensor connector adopts a metal connector of an M12 female pin module, which is used to connect to the external temperature sensor interface 1102 of the test equipment 10, and transmit the temperature signal collected by the external PT100 temperature sensor to the test equipment 10. Similarly, the cable is a multi-core cable with a shielding layer to transmit the external PT100 temperature signal to the test equipment 10. The PT100 temperature sensor has a metal shell, and the cable can be connected to the PT100 sensor through the inside of the PT100 temperature sensor shell to prevent moisture and foreign matter from entering the sensor, thereby protecting the sensor.

[0132] In one embodiment, the above-mentioned testing equipment 10 also includes a hard-wire testing device 1110, which includes a hard-wire test interface 130 connector, a cable 1112 and a hard-wire test box 1113 arranged in sequence, and the hard-wire test interface 130 connector is used to connect to the hard-wire test interface 130; the hard-wire test box 1113 has several test terminals 1114.

[0133] The hard-wired test interface 130 connector uses a 16-pin male metal connector for connecting to the hard-wired test interface 130 of the test device 10, routing signals from the test device 10 to test terminals 1114 in the external hard-wired test box 1113. Cable 1112 is a shielded multi-core cable that electrically connects the hard-wired test interface 130 to the test terminals 1114 of the external hard-wired test box 1113. A plastic waterproof plug is installed between the hard-wired test box 1113 and cable 1112. Cable 1112 can pass through the plug to prevent moisture and foreign matter from entering the hard-wired test box 1113, thus sealing and dustproofing the hard-wired test box 1113.

[0134] The hard-wire test box 1113 includes an upper cover and a lower cover. The upper cover is a rectangular box made of plastic material. The interior of the box is a cavity structure, which is mainly used to place electrical components connected to the test terminals 1114 and cables 1112. The upper part is connected to the upper cover of the hard-wire test box 1113 to realize a closed space inside the cavity, and there is a circular hole at the end for installing a waterproof plug; the lower cover is a rectangular box cover made of plastic material. A circular hole for installing the test terminal 1114 is opened on the surface of the box cover for installing the test terminal 1114. There are countersunk holes around the box cover for installing fastening bolts. The terminal numbers are printed on the surface of the box cover; the upper and lower covers are connected by bolts, and the joint between the upper and lower covers is sealed with a sealing rubber ring to provide dust and water resistance; the test terminals 1114 are made of metal and have an insulating protective cover on the outside. There are 16 test terminals in total and they are installed on the upper cover of the hard-wired test box 1113. They are used as emergency detection interfaces for the multimeter in the event of network interruptions and equipment failures; the upper cover uses high-strength fastening bolts and is mechanically connected to the threads of the lower cover of the hard-wired test box 1113.

[0135] On the other hand, the receiving device 20 includes a power supply 240, a receiving control device 210, a receiving display screen 220, a network communication interface 230 and a second data transmission device 250; the second data transmission device 250 adopts the MODBUS TCP communication protocol to connect to the test device 10 through the industrial wireless network 30; the power supply 240 provides power to the receiving device 20; the receiving display screen 220 is used to display the test data sent by the test device 10 and display the test results sent by the receiving control device 210; the network communication interface 230 is used to communicate with the central control unit CCU and the on-board axle temperature host; the receiving control device 210 is used to exchange data with the central control unit CCU and the on-board axle temperature host through the network communication interface 230; and send the test device 10 data to the remote control platform 40 through the second data transmission device 250, as well as send control instructions to the test device 10 and receive test data sent by the test device 10.

[0136] The power supply 240 provides power to the receiving device 20 and adopts a DC lithium battery, a rechargeable power source, to provide sufficient power for the entire device.

[0137] The receiving control device is the core component of the receiving device 20, which mainly manages the data exchange between the receiving device 20 and the rail vehicle CCU (central control unit) and the shaft temperature host through the network communication interface, and at the same time forwards the data of the test device 10 to the remote control platform 40 through the industrial wireless network 30 through the second data transmission device 250, and interacts with the control signal; the main function of the receiving control device 210 is to send control instructions to the test device 10, receive the test information sent by the test device 10, and display the test data on the display screen 150. It is also the main control unit of the system of the device itself, which can be an ordinary CPU or a general PLC, a computer (tablet computer) with a network interface that runs the control software separately.

[0138] The receiving display screen 150 is used to display the test data sent by the test device 10 and the control information sent to the test device 10, and to display the diagnostic information of the sub-device and the test.

[0139] The network communication interface 230 is configured with network interfaces such as USB and RJ45. The network communication interface 230 is mainly used to communicate with the rail vehicle onboard CCU (central control unit) and the axle temperature system detection host.

[0140] like Figure 13-20 As shown, Figure 13 Rail vehicle axle temperature system test device and test method test equipment login interface; Figure 14 Test device and test method for rail vehicle axle temperature system; Test equipment and test interface; Figure 15 Rail vehicle axle temperature system test device and test method test equipment equipment parameter interface 1; Figure 16 Rail vehicle axle temperature system test device and test method test equipment equipment parameter interface 2; Figure 17 Rail vehicle axle temperature system test device and test method test equipment IOT interface; Figure 18 Rail vehicle axle temperature system test device and test method test equipment real-time curve interface; Figure 19 Railway vehicle axle temperature system test device and test method test equipment history curve interface; Figure 20 Rail vehicle axle temperature system test device and test method test equipment storage browsing interface.

[0141] The second data transmission device 250 uses the MODBUS TCP communication protocol to forward the test data of the test device 10, the control information and status of the sub-device, and the test device 10 to the industrial network via the industrial wireless network 30, for the remote control platform 40 to receive and control the sub-device and the test device 10. The second data transmission device 250 has a unique data encryption method, which encrypts and packages the data before sending it to the industrial wireless network 30. It has anti-eavesdropping and anti-tampering functions, as well as strong anti-interference capabilities, enhancing data security and reliability.

[0142] The test device 10 further includes a cable device 190 for connecting the test device 10 and the vehicle-mounted terminal for signal transmission; the output cable device 190 includes:

[0143] Cable 191;

[0144] The test device end connector 192 is located at the first end of the cable 191 and includes a test device end connector 192 housing, a test device end connector 192 female pin module, and a waterproof plug. The test device end connector 192 female pin module and the waterproof plug are located within the test device end connector 192 housing. The test device end connector 192 female pin module is connected to the first end of the cable 191.

[0145] The vehicle-mounted end connector 193 is located at the second end of the cable 191, and includes a vehicle-mounted end connector 193 shell, a vehicle-mounted end connector 193 male pin module and a waterproof plug. The vehicle-mounted end connector 193 male pin module and the waterproof plug are located inside the vehicle-mounted end connector 193 shell, and the vehicle-mounted end connector 193 male pin module is connected to the second end of the cable 191.

[0146] The shell of the test equipment end connector 192 is a metal shell with a protection grade of IP65, which is used to install the test equipment end connector 192 female pin module and waterproof plug. The test equipment end connector 192 shell is used to protect the female pin module and cable 191 from being hit and stepped on by external foreign objects, and has strong anti-electromagnetic interference capability.

[0147] The waterproof plug is a metal waterproof plug used to connect to the test equipment end connector 192 shell. The cable 191 is protected from moisture entering the shell and the cable 191 through the waterproof plug.

[0148] Cable 191 is a multi-core cable with a shielding layer, used to transmit the output signal to the vehicle end.

[0149] Similarly, the waterproof plug of the vehicle-mounted connector 193 is also a metal waterproof plug, which is used to connect to the shell of the test equipment-end connector 192. The cable 191 is protected by the waterproof plug to prevent moisture from entering the shell and the cable 191.

[0150] The vehicle-end connector 193 shell is a metal shell with an IP68 protection grade, which is used to install the vehicle-end connector 193 connector male pin module and waterproof plug. The vehicle-end connector 193 shell is used to protect the male pin module and cable 191 from being hit and stepped on by external foreign objects, and has strong anti-electromagnetic interference capabilities.

[0151] The female pin module of the test device end connector 192 is an 8-core female pin module, which adopts a crimp-free connection method to facilitate wiring with the cable 191 and has low contact resistance; the female pin module of the test device end connector 192 is placed inside the shell of the test device end connector 192 and is connected to the test output interface 1101 of the test device 10.

[0152] The male pin module of the vehicle-mounted connector 193 is an 8-core male pin module, which adopts a crimp-free connection method to facilitate wiring with the cable 191 and has low contact resistance; the male pin module of the vehicle-mounted connector 193 is placed inside the shell of the test equipment end connector 192 and is connected to the female pin module of the vehicle-mounted connector 193 to transmit the output signal of the test equipment 10 to the vehicle-mounted end.

[0153] In another embodiment, the industrial wireless network 30 is constructed by devices such as communication relays and gateways. This allows for real-time and efficient information exchange with the receiving device 20, the test device 10, and the remote control platform 40, reducing operating and production costs and the use of hardwired resources. The industrial wireless network 30 primarily includes wireless routing devices and gateway devices; the wireless routing devices are responsible for functions such as field device management and information forwarding, while the gateway devices are responsible for connecting the industrial wireless network 30 with other factory networks, enabling protocol conversion and data mapping between networks. There are various ways to implement the industrial wireless network 30, including wireless communication technologies based on different standards such as RFID, Bluetooth, Zigbee, and Wi-Fi. Among them, an industrial wireless local area network (WLAN) is a solution that can establish wireless connections in PROFINET, EtherNet / IP, or Modbus / TCP networks. This solution adopts a Modbus / TCP wireless network construction solution.

[0154] The remote control platform 40 is connected to the receiving device 20 via the industrial wireless network 30. The remote device control platform can monitor and control the receiving device 20 and the test device 10. The remote control platform 40 has an active control function, and the control command has the highest priority in the rail vehicle axle temperature system test device and test method system.

[0155] Through the remote control platform 40, engineers can remotely monitor and control the receiving device 20, enabling functions such as remote fault diagnosis, remote debugging, and remote parameter adjustment. This remote control platform 40 can be expanded infinitely within the capacity of the industrial wireless network 30, increasing the system's operability and scalability. Furthermore, the control authority of the remote control platform 40 is increased, which allows for the prioritization of control tasks and control accuracy, preventing cross-control and mutual interference. The remote control platform 40 can be any computer capable of running the remote platform software and successfully connected to the industrial wireless network 30.

[0156] The axle temperature test system of the present application can perform factory inspection on the axle temperature sensor, as well as early warning test of the axle temperature sensor and troubleshooting when the axle temperature sensor fails. The following is a detailed description of the hardware of the axle temperature test system;

[0157] Example 1: Factory inspection of the axle temperature sensor

[0158] 1. Check that the test device 10 and the receiving device 20 are in good condition and have sufficient power. Place the receiving device 20 on the rail vehicle to be tested and the test device 10 under the rail vehicle to be tested.

[0159] 2. Turn on the power of the receiving device 20. The corresponding power indicator 12 of the receiving device 20 will light up, and the display screen 220 will enter the power-on interface. Connect an external network cable to the service port of the rail vehicle axle temperature host to be tested. The other end is connected to the network communication interface 230 of the receiving device 20. The network cable connection is firm and reliable.

[0160] 3. Turn on the power of the test device 10. The corresponding power indicator 12 of the test device 10 will light up, and the display 220 will automatically start and enter the power-on interface. Place the test device 10 below the temperature sensor to be tested. Connect the output end of the axle temperature sensor to the vehicle-side connector 193. Connect the test device-side connector 192 to the test input interface 19 of the test device 10. Ensure that the connection is firm and reliable.

[0161] 4. The test operator places the infrared temperature sensor and the PT100 sensor on the shaft end to be tested to collect the temperature of the external area of the shaft end to be tested; the test operator enters the test interface of the test device 10, clicks the start test button, automatically performs a resistance test on the shaft temperature sensor, and outputs the corresponding resistance test value. This value is compared and calculated with the resistance value corresponding to the external area temperature. When the difference between the two is within the preset error range, the correct result is output, and the receiving device 20 can also view the corresponding test result.

[0162] 5. The receiving device 20 automatically displays the axle temperature of the corresponding axle end. Click the test button on the receiving device 20 to start the temperature test of the temperature sensor to be tested. At this time, the axle temperature of the corresponding axle end is compared with the external area temperature read by the test device 10. When the two temperature values are within ±3°C, it is judged that the temperature sensor to be tested is normal and the correct test result is output.

[0163] 6. The operational data from steps 3-5 above can be viewed on the corresponding test device 10 by opening the corresponding remote control platform 40. If the test results are incorrect, the remote monitoring platform can be used to remotely control and retest the temperature sensor. All remote monitoring screens within the entire industrial wireless network 30 can view device status and test results, allowing remote operation when necessary.

[0164] 7. Move the test device 10 to the position below the next temperature sensor to be tested and repeat steps 3-5 until all temperature sensors in the axle temperature system of a single rail vehicle have been tested. After the test is complete, power off the test device 10 and receiving device 20 and clean the site.

[0165] Example 2: Early Warning Test of Axle Temperature Sensor

[0166] 1. Check that the test equipment 10 and the receiving equipment 20 are in good condition and have sufficient power. The receiving equipment 20 is placed in the driver's cab of the railway vehicle to be tested, and the test equipment 10 is placed under the single vehicle to be tested.

[0167] 2. Turn on the power of receiving device 20. The corresponding power indicator 12 of receiving device 20 will light up, and the display screen 220 will enter the power-on interface. Connect receiving device 20 to the service port of the central control unit (CCU) of the rail vehicle to be tested via an external network cable. The other end is connected to the network communication interface 230 of receiving device 20. The network cable connection is secure and reliable.

[0168] 3. Turn on the power of the test device 10. The corresponding power indicator 12 of the test device 10 will light up, and the display screen 220 will automatically start and enter the power-on interface. The test device 10 is placed below the temperature sensor to be tested. The heating device 140 is placed on each shaft end to heat the temperature sensor to be tested. The test operator places the infrared temperature sensor and PT100 sensor on the shaft end to be tested to collect the temperature of the external area of the shaft end to be tested.

[0169] 4. The test operator presses the Start Warning Test button on the test interface of receiving device 20. Control information is sent to test device 10 via industrial wireless network 30. Test device 10 automatically activates heating device 140, heating the shaft end to the preset warning temperature. When the temperature value collected by the shaft end temperature sensor reaches the preset warning temperature, the shaft temperature system host sends the warning temperature of the temperature sensor to be tested to the onboard central control unit (CCU) via the rail vehicle's onboard network, triggering an onboard HMI warning and popping up the corresponding warning information prompt. Receiving device 20 collects the warning information from the CCU, compares it with the preset warning temperature, and automatically diagnoses and outputs the correct warning test result.

[0170] 5. The test operator presses the Start Alarm Test button on the receiving device's test interface. Control information is sent to the test device 10 via the industrial wireless network 30. The test device 10 automatically activates the heating device 140, heating the shaft end to the preset alarm temperature. When the temperature value collected by the shaft end temperature sensor reaches the alarm temperature, the shaft temperature system host sends the alarm temperature value to the onboard central control unit (CCU) via the rail vehicle's onboard network, triggering an alarm on the rail vehicle's onboard HMI and popping up the corresponding alarm fault. The receiving device 20 collects the alarm fault information from the CCU, compares it with the corresponding preset alarm temperature, and automatically diagnoses and outputs the correct alarm test result.

[0171] 6. The operational data from steps 3-5 can be viewed by opening the corresponding remote control platform 40, allowing the corresponding test process and device parameters to be fully reviewed. If the test results are incorrect, the remote monitoring platform can be used to remotely control the receiving device 20 or retest it. Simultaneously, all remote monitoring screens within the entire industrial wireless network 30 can view device status and test results, allowing remote operation when necessary.

[0172] 7. Move the test device 10 to the next vehicle axle end to be tested and repeat steps 3-5 until all sensors in the axle temperature system of the train and rail vehicle have completed the early warning and alarm tests. After the test is complete, power off the test device 10 and receiving device 20 and clean the site.

[0173] Example 3: Troubleshooting when the shaft temperature sensor fails

[0174] 1. Check that the test equipment 10 and the receiving equipment 20 are in good condition and have sufficient power. Place the receiving equipment 20 on the faulty rail vehicle and the test equipment 10 under the faulty rail vehicle.

[0175] 2. Turn on the power of the receiving device 20, the corresponding power indicator light 12 of the receiving device 20 lights up, the display screen 220 enters the power-on interface, the receiving device 20 is connected to the service port of the faulty rail vehicle axle temperature host through an external network cable, and the other end is connected to the network communication interface of the receiving device 20. The network cable connection is firm and reliable.

[0176] 3. Turn on the power of the test device 10. The corresponding power indicator 12 of the test device 10 will light up, and the display 220 will automatically start and enter the power-on interface. Place the test device 10 below the temperature sensor to be tested. Connect the output end of the axle temperature sensor to the vehicle-side connector 193. Connect the test device-side connector 192 to the test input interface 19 of the test device 10. Ensure that the connection is firm and reliable.

[0177] 4. The test operator places the infrared temperature sensor and PT100 sensor on the shaft end of the fault sensor to be tested, and collects the temperature of the external area of the shaft end of the faulty shaft temperature sensor; Figure 11 The two shaft-end heating seats 1401 in the heating device 140 shown are installed in pairs on the shaft ends of the faulty sensor to be tested. The diagnostic operator enters the test interface of the test equipment 10 and clicks the start test button. The heating device 140 starts and automatically performs a resistance test on the faulty shaft temperature sensor, and outputs the corresponding resistance test value. This value is compared and calculated with the resistance value corresponding to the external area temperature collected externally. When the test result is within the specified range, the correct result is output. At the same time, the receiving device 20 can also view the corresponding test results. If the test result is normal, it means that the shaft temperature sensor at the faulty end is not faulty. It can be judged that the cable at the vehicle end may be faulty. If the test result is unqualified, it can be judged that the shaft temperature sensor is faulty and the faulty shaft temperature sensor needs to be replaced.

[0178] 5. When the test result is correct, connect the test output interface 1101 of the test device 10 to the test device end connector 192, and connect the vehicle end connector 193 to the vehicle end connector. The diagnostic operator enters the test interface of the test device 10 and clicks the start test button. Figure 8 The heating device 11120 shown is started, and the test equipment 10 collects the detection temperature of the heating device 11120 (detected by the temperature sensor at the bottom of the heating cylinder 11121 of the heating device 11120), and receives the actual test temperature of the test equipment 10 sent by the vehicle-mounted axle temperature system host collected by the receiving device 20. If the difference between the collected actual test temperature and the detection temperature of the heating device 11120 is large, it means that the connecting cable at the vehicle end is faulty and the cable needs to be replaced or a line conductivity test needs to be performed.

[0179] 6. If a fault occurs in the vehicle-mounted connection cable, the test interface of the test device 10 will be used for a continuity test. First, disconnect the onboard connector of the faulty vehicle's axle temperature sensor from the axle temperature host. Connect the onboard plug to the input of the receiving device 20. Click the "Start Test" button on the test interface of the test device 10 to automatically perform the cable test. The cable corresponding to pins 1-8 will be tested. If a cable fault occurs, the corresponding cable fault information will pop up on the screen, and the vehicle cable will need to be replaced.

[0180] 7. If the cable test is correct, it means that the corresponding board of the axle temperature system host on the vehicle side is faulty and the corresponding axle temperature host board needs to be replaced. After the board is replaced, the fault is eliminated.

[0181] 8. After the rail vehicle axle temperature system fault diagnosis test is completed, the test device 10 and the receiving device 20 are powered off and the site is cleaned.

[0182] Example 4: Hard-wired Axis Temperature Sensor Fault Diagnosis

[0183] 1. When the test equipment 10 fails or the industrial wireless network 30 cannot be established, a pure hard-line method is used to diagnose the faulty shaft temperature sensor.

[0184] 2. Connect the hard-line test interface connector 1111 to the hard-line test interface 130 of the test device 10, and ensure that the connection is firm and reliable.

[0185] 3. Connect the test input interface 19 of the test device 10 to the test device end connector 192, and connect the vehicle end connector 193 to the faulty axle temperature sensor on the vehicle end.

[0186] 4. Steps 2 and 3 above establish an electrical connection between the faulty axle temperature sensor and hard-wire test box 1113. Insert the multimeter probes into the corresponding test terminals 1114 to perform a resistance test. If a voltage withstand test is required on the sensor, connect the output of the voltage withstand tester to the corresponding test terminals 1114 on the hard-wire test box 1113 to perform the insulation voltage withstand test on the axle temperature sensor.

[0187] Based on the rail vehicle axle temperature testing system provided in the above embodiment, the present application also provides a rail vehicle axle temperature testing method, the rail vehicle axle temperature testing system includes a testing device 10 and a receiving device 20, and the testing device 10 and the receiving device 20 are wirelessly connected; the testing device 10 includes an external temperature acquisition device 160, a test interface 120 and a central control device 110, the external temperature acquisition device 160 is used to collect the temperature of the external area around the axle and send it to the central control device 110; the test interface 120 is used to connect to the temperature sensor to be measured, and collect the detection temperature of the temperature sensor to be measured and send it to the central control device 110; the central control device 110 is respectively connected to the external temperature acquisition device 160, the test interface 120 and the receiving device 20 for data and signal exchange; the receiving device 20 is used to connect to the central control unit CCU and the on-board axle temperature host for data exchange, and send control instructions to the testing device 10 and receive test data sent by the testing device 10;

[0188] Test methods include:

[0189] S11: collecting the axle temperature through the temperature sensor to be measured, and sending the collected axle temperature to the central control device 110;

[0190] S12: The external temperature collecting device 160 collects the temperature of the external area around the axle and sends it to the central control device 110;

[0191] S13: The central control device 110 compares the axle temperature collected by the temperature sensor to be measured with the temperature of the external area. When the difference between the axle temperature and the temperature of the external area is within a preset error range, it is considered that the temperature sensor to be measured is normal.

[0192] Specifically, the testing method also includes:

[0193] The axle temperature of the temperature sensor to be measured is collected by the on-board axle temperature host through the receiving device 20, and the detection temperature of the temperature sensor to be measured is compared with the external area temperature collected by the test device 10. When the difference between the two is within the preset error range, it is considered that the cable between the temperature sensor to be measured and the on-board axle temperature host, and the on-board axle temperature host are normal.

[0194] Furthermore, the testing method further includes:

[0195] The rail vehicle axle temperature test system is used to detect faulty temperature sensors.

[0196] Furthermore, fault detection also includes:

[0197] The central control device 110 outputs the preset test temperature to the on-board axle temperature host, and receives the actual test temperature sent by the on-board axle temperature host collected by the receiving device 20, and compares the actual test temperature with the preset test temperature output by the test device 10. When the difference between the two is not within the preset error range, it is considered that the cable between the temperature sensor to be tested and the on-board axle temperature host is faulty, and a cable continuity test is performed.

[0198] When the difference between the actual test temperature and the preset test temperature output by the test device 10 is within the preset error range, it is considered that the axle temperature host board on the vehicle is faulty.

[0199] The present application also provides a rail vehicle, comprising a driver's cab and the rail vehicle axle temperature testing system according to any one of the above embodiments.

[0200] See also Figure 21-22 , Figure 21 A schematic diagram of the structure of a driver's cab provided in an embodiment of the present application; Figure 22 Schematic diagram of the steel structure of the driver's cab provided for this application.

[0201] In a specific embodiment, the driver's cab provided in this application includes a driver's cab steel structure 10 and an integrally formed driver's cab hood 20. The driver's cab hood 20 is located on and fixed to the driver's cab steel structure 10. The driver's cab hood 20, located in the top area of the driver's cab, adopts an integrally formed fiberglass sandwich structure. The driver's cab hood 20 includes two fiberglass layers and a sandwich layer located in the middle. The sandwich layer is specifically a pre-embedded polymethacrylimide (PMI) foam layer. The integrally formed fiberglass sandwich structure facilitates controlling the dimensional accuracy of the driver's cab hood 20 after molding, improves the precision control of the three-dimensional interface dimensions of the windshield, external lighting, headlight glass, and wipers, and facilitates the installation of three-dimensional components such as the windshield external lighting, headlight glass, and wipers. The driver's cab steel structure 10, located in the bottom area of the driver's cab, is composed of a steel structure frame and a skin. The steel structure frame is a carbon steel metal frame. By providing the driver's cab hood 20, the scope of the driver's cab steel structure 10 is reduced, the manufacturing costs of molds, inspection tools, bending parts, etc. are reduced, and economic efficiency is improved. The density of the fiberglass reinforced plastic of the cab head cover 20 is lower than that of carbon steel, and reducing the range of the cab steel structure 10 helps to achieve lightweighting of the cab head structure.

[0202] In addition, the parting position of the cab hood 20 and the cab steel structure 10 should be on a simple, smooth surface with a small curvature change, so as to facilitate the streamlined matching of the cab hood 20 and the cab steel structure 10 during installation, while reducing the difficulty of manufacturing the skeleton and skin components of the cab steel structure 10 and improving economy; the curvature of the parting position between the cab hood 20 and the side wall of the cab steel structure 10 is small, and the position where the curvature of the side surface and the top surface change greatly is located on the fiberglass hood; the interface between the cab hood 20 and the front wall 11 and the rear end wall 12 is a two-dimensional surface.

[0203] The driver's cab steel structure 10 provides installation interfaces for movable windows and fixed windows, and thus the installation interfaces are respectively distributed on the driver's cab hood 20 and the driver's cab steel structure 10. It can be understood that the above-mentioned installation interfaces are respectively fully provided by the driver's cab hood 20 or the driver's cab steel structure 10, so as to avoid a certain component interface crossing the gap between the driver's cab steel structure 10 and the driver's cab hood 20, which makes the installation of the component difficult. Specifically, the driver's cab steel structure 10 includes a front wall component 11, a rear end wall component 12, a waist beam component 14, a roof curved beam component 18, and two side wall components 13 arranged opposite to each other in the transverse direction. The waist beam component 14 connects the front wall component 11 and the side wall component 13 respectively; the side wall component 13 connects the front wall component 11 and the rear end wall component 12 in the longitudinal direction, and the side wall component 13 has a movable window installation interface and a fixed window installation interface.

[0204] Example 1

[0205] like Figure 23-30 As shown, Figure 23 A schematic structural diagram of the front wall provided in an embodiment of the present application; Figure 24 A schematic diagram of the structure of the front wall mainboard provided in an embodiment of the present application; Figure 25 Schematic diagram of the cross-sectional structure of the front wall mainboard provided in an embodiment of the present application; wherein (a) is a schematic diagram of the cross-sectional structure at AA in the middle, and (b) is a schematic diagram of the enlarged local structure at V in (a); Figure 26 A schematic diagram of a plate-beam structure provided in an embodiment of the present application; Figure 27 for Figure 26 A magnified schematic diagram of the local structure at point Ⅰ in the middle; Figure 28 A schematic diagram of a top view of the steel structure of the driver's cab provided in an embodiment of the present application; Figure 29 for Figure 28 AA-axis cross-sectional structural diagram; Figure 30 A schematic structural diagram of the anti-collision column provided in an embodiment of the present application.

[0206] In this embodiment, the front wall component 11 includes a front wall 111 and an opening and closing mechanism located at the front end of the front wall 111. The front end described here and below is based on the running direction of the rail vehicle, the longitudinal direction is the length direction of the rail vehicle, and the transverse direction is the width direction of the rail vehicle; the front wall component 11 is located at the end of the driver's cab steel structure 10, is connected to the chassis and side wall component 13, and provides relevant installation interfaces for the opening and closing mechanism, hood, electric whistle / bagpipe, brake pipe, etc.

[0207] The front wall component 11 includes a front wall 111, and the front wall 111 includes:

[0208] The front wall main plate 1111, the inner plate surface of the front wall main plate 1111 facing the interior of the driver's cab is provided with a plate beam structure 1112 for reinforcement;

[0209] The front wall reinforcement plate 1113 is arranged along the outer contour of the front wall main board 1111, and is used to connect with the driver's cab head cover 20 and the side wall component 13; the thickness of the front wall reinforcement plate 1113 is greater than the thickness of the front wall main board 1111.

[0210] Since the opening and closing mechanism, hood, etc. are heavier than other installed components, in order to ensure the installation reliability of the opening and closing mechanism and the hood, a front wall reinforcement plate 1113 is set in the outer contour area of the front wall main board 1111. The outer contour of the front wall reinforcement plate 1113 is consistent with the top contour of the parting position of the driver's cab hood 20, and the inner contour of the front wall reinforcement plate 1113 is set according to the lightweight principle (minimum area) of the connection point of the hood and the opening and closing mechanism to achieve lightweight. The thickness of the front wall reinforcement plate 1113 is greater than that of the front wall main board 1111. The front wall main board 1111 is set to 2-4mm, preferably 2mm, and the thickness of the front wall reinforcement plate 1113 is set to 8-12mm, preferably 10mm; on the outside of the driver's compartment, the front wall reinforcement plate 1113 protrudes beyond the size of the front wall main board 1111a, and on the outside of the driver's compartment, the front wall reinforcement plate 1113 protrudes beyond the size of the front wall main board 1111b; a brake pipe installation interface 1114 and an electric whistle and bagpipe installation interface 1115 are respectively provided on the outer plate surface of the front wall main board 1111, for respectively installing the brake pipe, electric whistle and bagpipe; two brake pipe installation interfaces 1114 and two electric whistle and bagpipe installation interfaces 1115 are respectively provided, and are symmetrically arranged along the transverse center line of the front wall component 11; the brake pipe installation interface 1114 and the electric whistle and bagpipe installation interface 1115 are respectively set as mounting seats with flanged wing plates. In order to ensure the strength and rigidity of the front wall component 11, a plate beam structure 1112 for reinforcement is provided on the inner panel surface of the front wall main panel 1111 facing the interior of the driver's cab. The plate beam structure 1112 includes a number of front wall cross beams 11121 and front wall longitudinal beams 11122 that are staggered horizontally and vertically, as well as a transverse reinforcement beam 11123. The brake pipe installation interface 1114, the electric whistle and bagpipe installation interface 1115 are respectively opposite to the horizontal and vertical intersection points of the plate beam structure 1112 on the inner panel surface on the outer panel surface of the front wall main panel 1111, and the plate beam structure 1112 provides support for each installation interface, thereby avoiding electric shock. The flute / bagpipe and brake pipe are deformed after welding; wherein, the front wall cross beam 11121 and the front wall longitudinal beam 11122 can be respectively set as L-shaped angle irons, and the L-shaped angle iron includes a first surface 111211 and a second surface 111212 perpendicular to each other, the first surface 111211 is in contact with the front wall main board 1111, and the second surface 111212 is perpendicular to the front wall main board 1111; the front wall cross beam 11121 and the front wall longitudinal beam 11122 are respectively continuously arranged at the first surface 111211 and the second surface 111212 at the intersection; thereby, the lateral load and the longitudinal load at the intersection can be continuously transmitted.Taking the example of setting 4 front wall longitudinal beams 11122 and 2 groups of front wall cross beams 11121, with 3 beams in each group, the top of the front wall longitudinal beam 11122 is close to the front wall reinforcement plate 1113 to ensure the transmission of the longitudinal load, while leaving an adjustment amount, such as a 1.5-3.5mm gap; at the intersection of the front wall cross beam 11121 and the front wall longitudinal beam 11122, the second surface 111212 of the front wall cross beam 11121 extends horizontally to above the first surface 111211 of the front wall longitudinal beam 11122 and abuts against the second surface 111212 of the front wall longitudinal beam 11122 and is welded and fixed, and the first surface 111211 of the front wall cross beam 11121 extends horizontally to the edge of the second surface 111212 of the front wall longitudinal beam 11122 and abuts and is welded and fixed; the L-shaped angle iron openings of the two groups of front wall cross beams 11121 are arranged opposite to each other to further improve the connection strength. The transverse reinforcement beam 11123 is located at the bottom of the front wall main board 1111 and extends along the length direction of the front wall main board 1111 and is set throughout the length, which is used to connect with the chassis, and at the same time prevent the front wall reinforcement plate 1113 from being deformed after being assembled and welded with the outer interface of the driver's cab, and prevent the front wall component 11 from being deformed after welding; it can be understood that the transverse ends of the transverse reinforcement beam 11123 also have adjustment amounts, such as a 1.5-3.5mm gap, and a transverse reinforcement beam 11123 with smaller rigidity is set on the inner plate surface of the front wall 111 to cooperate with the chassis, and a process adjustment amount is set at the transverse reinforcement beam 11123 to ensure the overall outline and size of the driver's cab after assembly, and can simultaneously realize load and shaping, and can realize a lightweight setting of the driver's cab.

[0211] The front wall reinforcement plate 1113 is arranged along the outer contour of the front wall main plate 1111. An opening and closing mechanism mounting interface 11131 and a head cover mounting interface 11132 are provided on the front wall reinforcement plate 1113. The opening and closing mechanism mounting interfaces 11131 are arranged in two groups, each group including two opening and closing mechanism mounting interfaces 11131. The two groups of opening and closing mechanism mounting interfaces 11131 are symmetrically arranged on both sides of the transverse centerline of the front wall component 11. The opening and closing mechanism mounting interfaces can be configured as mounting seats; the head cover mounting interfaces 11132 can be configured as oblong holes to provide installation adjustment. Adhesive is used to seal the front wall 111 and the opening and closing mechanism (mechanical connection and sealing). The outer contour of the front wall 111 is recessed inward from the outer contour of the opening and closing mechanism, leaving space for adhesive application. The front wall reinforcement plate 1113 provides support for adhesive application.

[0212] The driver's cab steel structure 10 provided in this application also includes an energy-absorbing beam 15, an anti-collision column 16 and an anti-collision corner column 17; the waist beam component 14 includes a transverse waist beam 141 and a longitudinal waist beam 142, the transverse waist beam 141 is located below the front window frame of the driver's cab; the longitudinal waist beam 142 is located below the side wall window; the energy absorption area is formed by the front wall component 11, the waist beam component 14, the energy-absorbing beam 15, the anti-collision column 16 and the anti-collision corner column 17 to ensure the safety of the driver; the anti-collision column 16, the anti-collision corner column 17, the transverse waist beam 141 and the longitudinal waist beam 142 form a protective belt to further protect the driver's personal safety.

[0213] Specifically, one end of the energy-absorbing beam 15 in the longitudinal direction is fixedly connected to the front wall 111, and the other end of the energy-absorbing beam 15 in the longitudinal direction is fixedly connected to the anti-collision column 16; the anti-collision column 16 and the energy-absorbing beam 15 are arranged in a one-to-one correspondence; the anti-collision column 16 and the anti-collision corner column 17 are both fixedly arranged below the transverse waist beam 141, and the anti-collision corner column 17 is located on the outside of the anti-collision column 16 in the transverse direction.

[0214] One end of the energy-absorbing beam 15 in the longitudinal direction is connected to the front wall reinforcement plate 1113, preferably opposite the opening and closing structure mounting interface. The other end of the energy-absorbing beam 15 in the longitudinal direction is welded to the anti-collision column 16. The anti-collision column 16 and the anti-rotation corner post are both box-beam structures. In the transverse direction of the driver's cab, the anti-collision corner post 17 is located laterally outside the anti-collision column 16. Optionally, there are two energy-absorbing beams 15, two anti-collision columns 16, and two anti-collision corner posts 17. In order to ensure the structural reliability and lightweight setting of the above-mentioned protective belt, a number of vertically arranged transverse ribs 161 are set inside the anti-collision column 16 and the anti-collision corner column 17, and the transverse ribs 161 in the same row of each anti-collision column 16 and anti-collision corner column 17 are in the same horizontal plane; taking the anti-collision column 16 and the anti-collision corner column 17 as an example to illustrate that four transverse ribs 161 are set respectively, the first row of transverse ribs 161 of the anti-collision column 16 and the first row of transverse ribs 161 of the anti-collision corner column 17 are in the same horizontal plane, the second row of transverse ribs 161 of the anti-collision column 16 and the second row of transverse ribs 161 of the anti-collision corner column 17 are in the same horizontal plane, and so on.

[0215] In order to further ensure the structural reliability of the protective belt, vertical ribs 1411 corresponding to the lateral side panels of the anti-collision column 16 and the anti-collision corner column 17 are provided in the transverse waist beam 141, and a number of vertical ribs 1411 are provided in the length direction of the transverse waist beam 141. The two lateral side panels of each anti-collision column 16 are respectively provided with two vertical ribs 1411 opposite to each other. Similarly, the two lateral side panels of each anti-collision corner column 17 are respectively provided with two vertical ribs 1411 opposite to each other, so as to improve the connection strength and ensure the continuous transmission of the load.

[0216] At the same time, since the bottom collides first when a collision occurs and the bottom bears a larger load, a connecting rib 162 is provided between the bottoms of adjacent anti-collision columns 16 and anti-collision corner columns 17 to facilitate structural stability and load transfer.

[0217] Example 2

[0218] like Figures 31-39 As shown, Figure 31 A schematic diagram of the structure of the side wall provided in an embodiment of the present application; Figure 32 A schematic structural diagram of a sidewall structure provided in another embodiment of the present application; Figure 33 for Figure 32 AA cross-sectional structural diagram; Figure 34 for Figure 32 BB-direction cross-sectional structural diagram; Figure 35 Schematic diagram of the assembly of the front wall and side wall components provided in an embodiment of the present application; Figure 36 for Figure 35 A schematic diagram of the partially enlarged structure at center A; Figure 37 A schematic diagram of the lateral structure of the driver's cab steel structure provided in an embodiment of the present application; Figure 38 A schematic diagram of the assembly structure of the rear end wall and end columns provided in an embodiment of the present application; Figure 39 for Figure 38 A magnified schematic diagram of the local structure.

[0219] The side wall component 13 of the present application provides an installation interface for corner windows, side windows, and a driver's cab installed driver's station; the side wall component 13 includes a side wall frame 131 and a side wall skin 132 located on the outside of the side wall frame 131; the side wall frame 131 matches the inner contour of the side wall skin 132, and the skin needs to have good deformation ability and a certain degree of rigidity, so the plate thickness is relatively thin, generally 2 to 3 mm; the side wall frame 131 plays the role of transferring loads, and the skin plays the role of shaping and providing an installation interface, so the plate thickness is relatively thicker than the skin.

[0220] Optionally, the side wall frame 131 includes a side wall bent beam 1311 and an end column 1312. The side wall bent beam 1311 extends longitudinally and its height increases gradually from front to back. With the front direction of the rail vehicle as the front, the front end of the side wall bent beam 1311 is docked with the front wall reinforcement plate 1113 to realize the connection between the side wall component 13 and the front wall component 11; the end column 1312 is located at the longitudinal rear end of the side wall bent beam 1311 and is arranged in the vertical direction; the end column 1312 is used to connect the rear end wall component 12; the longitudinal waist beam 142 of the waist beam component 14 is located below the side wall window, the longitudinal front end of the longitudinal waist beam 142 is fixed to the side wall bent beam 1311, and the longitudinal rear end of the longitudinal waist beam 142 is perpendicular to and fixed to the end column 1312. The upper and lower planes of the longitudinal waist beam 142 are parallel to the rail surface and can serve as a positioning reference in the vehicle height direction. The longitudinal end surfaces of the end columns 1312 are perpendicular to the rail surface and can serve as a positioning reference in the vehicle length direction when the cab side walls 13 and the cab are assembled. Together with the longitudinal waist beam 142, they form a reference for the manufacture of side windows and corner windows, thereby helping to ensure that the manufacturing tolerances of the side window and corner window frames are within the limits. Preferably, the end columns 1312 are U-shaped columns.

[0221] Furthermore, the side wall frame 131 also includes:

[0222] Several support beams 1313 are arranged longitudinally. The top of the first support beam 1313 is fixed to the side wall curved beam 1311. The tops of the remaining support beams 1313 except the first support beam 1313 are fixed to the longitudinal waist beam 142. The bottom ends of the support beams 1313 are used to be fixed to the base frame.

[0223] The side wall curved beam 1311 below the longitudinal waist beam 142, the first longitudinal support beam 1313 and the longitudinal waist beam 142 form a first side wall region, in which a plurality of grid beam structures 1314 staggered in both horizontal and vertical directions are provided;

[0224] The longitudinal waist beam 142, the first longitudinal support beam 1313 below the longitudinal waist beam 142, and the end columns 1312 form a second side wall area;

[0225] The side wall curved beam 1311 above the longitudinal waist beam 142, the first longitudinal support beam 1313, the longitudinal waist beam 142 and the end column 1312 form a third side wall area, which is used to install corner windows and side windows.

[0226] The first support beam 1313 arranged from front to back in the longitudinal direction is divided into two parts, upper and lower, through the longitudinal waist beam 142. The top of the upper part of the first support beam 1313 is fixed to the side wall curved beam 1311, and the bottom of the upper part of the first support beam 1313 is fixed to the upper surface of the longitudinal waist beam 142; the top of the lower part of the first support beam 1313 is fixed to the lower surface of the longitudinal waist beam 142, and the bottom of the lower part of the first support beam 1313 is fixed to the bottom frame. The top of each of the remaining support beams 1313 is fixed to the lower surface of the longitudinal waist beam 142, and the bottom of each support beam 1313 is fixed to the bottom frame; the support beam is set to a U-shaped structure, such as Figure 34 shown.

[0227] The first side wall region consists of a longitudinal waist beam 142, a side wall curved beam 1311 below the longitudinal waist beam 142, and the lower portion of the first support beam 1313. This region is located outside the driver's cab safety zone and provides an interface for hood installation. The curvature of the side wall skin 132 in this region varies significantly. Therefore, a rigid U-shaped frame is used around the side wall skeleton 131 in this region (except for the open structure at the bottom where it connects to the chassis). Several grid beam structures 1314 are arranged in a staggered pattern, horizontally and vertically, within the first side wall region. This utilizes an orthogonal grid beam structure, i.e., thinner, denser, and shorter vertical and horizontal grid beam structures 1314. This facilitates shaping while ensuring strength and rigidity. The orthogonal grid beams in this region are 3mm thick and spaced 200 to 300mm apart. Some cross beams of the grid beam structure 1314 and the front ends of the side wall curved beams 1311 are fixed to the front wall reinforcement plate 1113; the grid beam adopts L-shaped angle iron or U-shaped angle iron, which is fixed to the front wall reinforcement plate 1113 of the driver's cab in an open structure to increase stability and reduce noise.

[0228] The second side wall area is composed of the longitudinal waist beam 142, the lower part of the first support beam 1313 and the end column 1312, forming a box-shaped stable structure for load transfer; the side wall frame 131 also includes:

[0229] A plurality of transverse reinforcement beams 1317 are respectively located between adjacent support beams 1313 and between support beams 1313 and end columns 1312 . The transverse reinforcement beams 1317 are used to support the side wall skin 132 .

[0230] A reinforcing plate 1318 is provided below any supporting beam 1313 , and the supporting beam 1313 is fixed to the base frame via the reinforcing plate 1318 .

[0231] Similar to the first side wall area, the bottom of the second side wall area is an open structure. Due to the small curvature variation in this area, and considering the requirements for shape and weight reduction, transverse reinforcement beams 1317 are used between each support beam 1313 to support the side wall skin 132. The spacing between each support beam 1313 is set at 600-700mm to meet the requirements for shape and weight reduction. The transverse reinforcement beams 1317 are vertically spaced at 250-300mm. Specifically, several transverse reinforcement beams 1317 are respectively located between adjacent support beams 1313, and between support beams 1313 and end columns 1312. At the same time, a reinforcement plate 1318 is provided below each support beam 1313, and the support beam 1313 is fixed to the base frame via the reinforcement plate 1318 to reduce stress concentration. The transverse reinforcement beams 1317 are configured as L-shaped angle irons.

[0232] Furthermore, the side wall frame 131 also includes a number of side wall patches 1319, which are located at the longitudinal front end of the grid beam structure 1314, specifically arranged in the front end grid of the grid beam structure 1314; the side wall bent beam 1311 and part of the side wall patches 1319 are fixed to the front wall component 11, and before the front end open structure of the front wall component 11 is connected with the front wall reinforcement plate 1113, the side wall patches 1319 are welded first, and the side wall patches 1319 and the front wall reinforcement plate 1113 in the outer contour area of the front wall component 11 constitute the bonding area between the opening and closing mechanism and the driver's cab; at the same time, the surface quality control of the side wall shape is further improved, the stability of the structure is enhanced, and vibration and noise are reduced.

[0233] Considering the manufacturing cost and processability, the side wall is usually welded with multiple side wall skins 132 and side wall frames 131. In order to control the deformation of the side wall skins 132 after welding, the dividing lines between the multiple side walls are set on a supporting frame, such as a longitudinal waist beam 142, a support beam 1313, etc. At the same time, corresponding support pads 13131 can be set on the support beam to improve the support of the side wall skin, such as Figure 33 shown.

[0234] The third sidewall region provides installation interfaces for corner windows and side windows, specifically including corner window installation interface 1315 and side window installation interface 1316. The top portion provides an interface for hood installation. The structural design of this region should facilitate the installation of corner windows, side windows, and hoods, minimizing error accumulation. The first, second, and third sidewall regions are formed from integral components such as the longitudinal waist beam 142 and end columns 1312, which helps reduce manufacturing errors in the connection between the second and third sidewall regions. The U-shaped beams of the end columns 1312 have two surfaces perpendicular to the rail surface, serving as a vehicle-length positioning reference for cab sidewall assembly 13 and cab assembly. The upper and lower planes of the longitudinal waist beam 142 (parallel to the rail surface) serve as a vehicle-height positioning reference for the third sidewall region. Together with the end columns 1312, they form a reference for manufacturing the side windows and corner windows, helping to minimize manufacturing errors in the side window and corner window frames. The curved side beam 1311 at the top of the third side wall provides an interface for hood installation, and is designed to be divided into sections by the longitudinal waist beam 142 and the curved side beam 1311 of the first side wall. The design of the internal beams in the first side wall area, located near the front of the vehicle, must balance load transfer and load distribution. The beam row design matches the cross-section of the U-shaped beam row in the corresponding position in the first side wall area. The beam row between the corner windows and side windows is designed to take into account the contours of the corner windows and side windows.

[0235] The side wall component 13 is a curved component, using the integral end column 1312 as the reference for vehicle length, and the integral longitudinal waist beam 142 as the reference for side wall height. This reduces the cumulative manufacturing errors after the installation of the corner window and side window frames, facilitates the subsequent installation of interior decoration, corner windows, side windows, and the driver's platform, and saves assembly and repair work. The end column 1312 is a U-shaped column, and its outer contour matches the inner skin of the driver's cab side wall. It has good rigidity and is not easily deformed, which helps to maintain the contour of the driver's cab after the side wall component 13 is connected to the rear end wall. Ribs are installed at the corresponding positions where the end column 1312 connects to the side wall curved beam 1311 and the longitudinal waist beam 142 to facilitate load transfer.

[0236] Example 3

[0237] like Figures 40-43 As shown, Figure 40 A schematic diagram of the structure of the rear end wall provided in an embodiment of the present application; Figure 41 This is an enlarged schematic diagram of the local structure of the top curved beam provided in an embodiment of the present application; Figure 42 A schematic diagram of the assembly structure of the cab head cover and end columns provided in an embodiment of the present application; Figure 43 Schematic diagram of the assembly structure of the end column and the passenger compartment provided in an embodiment of the present application.

[0238] The rear end wall assembly 12 provided in this application is a planar structure used to connect the driver's cab and the passenger compartment. The rear end wall assembly 12 includes a top curved beam 121 and a rear end wall frame 122. The top curved beam 121 spans the upper portion of the rear end wall frame 122 in the transverse direction, and the bottom surfaces of the lateral ends of the top curved beam 121 are seated on the top surfaces of the end columns 1312. The top curved beam 121 is used to connect the driver's cab hood 20 and the passenger compartment roof structure. The top curved beam 121 is welded and fixed to the rear end wall frame 122. The top curved beam 121 also provides a connection interface between the driver's cab hood 20 and the passenger compartment roof structure, and is connected to the side wall end columns 1312. To facilitate measurement and assembly positioning during the driver's cab assembly, the interface between the top curved beam 121 and the end columns 1312 is parallel to the rail surface.

[0239] Optionally, the rear wall frame 122 includes:

[0240] The rear end wall door frame 123 has a center line that coincides with or is parallel to the transverse center line of the cab steel structure 10; the bottom of the rear end wall door frame 123 is used to connect to the chassis;

[0241] A plurality of rear end wall cross beams 124 and door frame columns on both sides of the rear end wall door frame 123 are connected to the end columns 1312 via the plurality of rear end wall cross beams 124 .

[0242] The rear wall door frame 123 has two door frame columns arranged in a transversely opposed relationship. The bottom of the rear wall door frame 123 is used to connect to the chassis. The rear wall crossbeam 124 is preferably configured as an L-shaped or U-shaped angle iron. This is open during the rear wall assembly process to provide a process margin, ensuring the installation accuracy of the door frame structure. This also facilitates the connection of the cab side walls to the rear wall assembly 12 by grinding the length of the rear wall crossbeam 124 to ensure the required overall cab profile accuracy. Similarly, the bottom column of the rear wall door frame 123 is also configured as an open structure, such as an L-shaped or U-shaped structure. This open structure connects to the chassis floor surface, facilitating height adjustment by reducing the connection area.

[0243] Optionally, a head cover end interface 1211 is provided at one end of the top curved beam 121 along the longitudinal direction toward the cab head cover 20;

[0244] And / or, a passenger compartment top area interface 1212 is provided on a side of the top surface of the top curved beam 121 close to the passenger compartment.

[0245] The end interface 1211 of the hood is a stepped structure, and the end of the cab hood 20 is also set to a stepped structure accordingly to achieve docking and fixation by bonding. The top surface of the top curved beam 121 is provided with a passenger compartment top area interface 1212, which can be set as a groove, and the passenger compartment top area can be overlapped with the passenger compartment skin. It can be understood that after the driver's cab is assembled, the passenger compartment roof skin is overlapped on the top curved beam 121 to ensure the welding quality and the airtightness of the whole vehicle. The passenger compartment roof assembly is the last component to be assembled during the vehicle body assembly. After ensuring the airtightness of the roof skin and the rear end wall of the driver's cab, in order to reduce the repair and adjustment work, a connecting plate is set between the passenger compartment roof frame and the top curved beam 121 of the rear end wall of the driver's cab to adjust the manufacturing error during the vehicle body assembly to ensure the vehicle body length.

[0246] At the same time, in order to achieve the connection between the end column 1312 and the passenger compartment and the driver's cab, the end column 1312 is provided with a mounting flange 13121 extending toward the passenger compartment side along the longitudinal direction. The connecting seam between the passenger compartment side wall skin 21132 and the driver's cab side wall skin 132 is butted against the mounting flange 13121.

[0247] The side wall frame 22131 of the passenger compartment extends longitudinally to the inner surface of the mounting flange 13121 and butts against the longitudinal end wall of the end column 1312 .

[0248] The installation flange 13121 can be specifically an L-shaped angle iron, one side of the L-shaped angle iron is in contact with the longitudinal end wall of the end column 1312, and the other side of the L-shaped angle iron extends longitudinally toward the passenger compartment. The connection seam between the passenger compartment side wall skin 21132 and the driver compartment side wall skin 132 overlaps the installation flange 13121, and the end column 1312 provides support for the passenger compartment side wall skin 132 and the driver compartment side wall skin 132 at the same time, ensuring the welding quality and the airtightness of the entire vehicle. The passenger compartment frame and the end column 1312 of the driver compartment side wall assembly 13 are connected by the reserved process adjustment amount of the passenger compartment frame to ensure the length of the vehicle body. The passenger compartment side wall skin 132 and the driver compartment end column 1312, the passenger compartment roof skin and the top curved beam 121 adopt an overlapping structure, which is conducive to ensuring the welding quality, the dimensional accuracy after the vehicle body is assembled, and the airtightness of the entire vehicle.

[0249] In one specific embodiment, after the driver's cab is assembled, its structure with the chassis includes interfaces with the front wall 11, the side walls 13, and the rear wall 12. Due to the high overall rigidity of the chassis, a transverse reinforcement beam 11123 with low rigidity is installed on the inside of the front wall of the driver's cab to connect with it, ensuring the dimensional accuracy and airtightness of the vehicle body after assembly. The side wall frame 131 is connected to the chassis plane via an open support beam 1313, and the side wall skin 132 is overlapped on the support beam 1313, ensuring not only an aesthetically pleasing appearance after welding but also the airtightness of the vehicle.

[0250] The above-described cab is suitable for structures with carbon steel bodies and a relatively large interior cab space requirement. It utilizes a bottom cab steel structure 10 combined with an upper cab hood 20. The bottom cab steel structure 10, comprised of a carbon steel metal frame and skin, ensures load-bearing and shape stability, ensuring driver safety. It also provides mounting ports for cab equipment such as side windows and movable windows, minimizing interior cab space occupation and ensuring convenient operating space throughout the cab. The reduced size of the cab steel structure 10 reduces manufacturing costs for molds, gauges, and bent parts, improving economic efficiency and achieving a lightweight design.

[0251] The upper cab hood 20 utilizes a fiberglass sandwich structure that facilitates curved surface shaping, providing a three-dimensional interface for the windshield, exterior lighting, and headlight glass. This achieves lightweight design while reducing manufacturing costs. Furthermore, the fiberglass composite manufacturing process improves the dimensional accuracy of the three-dimensional components and the control of interface matching. The cab hood 20 is bolted together for reliable connection, and a sealant seal is used to seal the cab steel structure 10 and the cab hood 20.

[0252] The connection interfaces between the driver's cab front wall component 11, the side wall component 13, and the rear end wall component 12 adopt a connection structure with high stiffness matching low stiffness, and process adjustment amounts are set in the area with low stiffness, which is conducive to ensuring the overall outline and size of the driver's cab after assembly.

[0253] The design of the connection interfaces between the front wall, side walls and rear end wall of the driver's cab, as well as the interface relationship design between the driver's cab steel structure 10 and the passenger compartment chassis, side walls and roof, can reduce the amount of assembly mold modification, control post-weld deformation, and ensure the dimensional accuracy and sealing of the entire vehicle.

[0254] Although the preferred embodiments of the present application have been described, those skilled in the art may make additional changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the present application.

[0255] Obviously, those skilled in the art may make various changes and modifications to this application without departing from the spirit and scope of this application. Thus, if these modifications and variations of this application fall within the scope of the claims of this application and their equivalents, this application is intended to include these modifications and variations.

Claims

1. A rail vehicle axle temperature testing system, characterized in that: comprising a testing device and a receiving device, wherein the testing device and the receiving device are connected to each other by wireless communication; The test equipment includes an external temperature acquisition device and a central control device. The external temperature acquisition device is used to collect the temperature of the external area around the axle and send it to the central control device. The central control device is also used to collect the axle temperature detected by the temperature sensor to be tested. The central control device is connected to the external temperature acquisition device and the receiving device respectively for data and signal exchange. The receiving device is used to connect to the central control unit CCU and the on-board axle temperature host respectively to exchange data, and to send control instructions to the test device and receive test data sent by the test device.

2. The rail vehicle axle temperature testing system according to claim 1, characterized in that: The central control device is used to compare the collected external area temperature with the collected axle temperature detected by the temperature sensor to be measured. When the difference between the two is within a preset error range, it is considered that the temperature sensor to be measured is normal, and the comparison result is sent to the receiving device.

3. The rail vehicle axle temperature testing system according to claim 2, characterized in that: The receiving device is used to collect the axle temperature of the temperature sensor to be measured sent by the on-board axle temperature host, and compare the detection temperature of the temperature sensor to be measured with the temperature of the external area collected by the testing device. When the difference between the two is within the preset error range, it is considered that the cable between the temperature sensor to be measured and the on-board axle temperature host, and the on-board axle temperature host are normal.

4. The rail vehicle axle temperature testing system according to claim 2, characterized in that: The central control device is also used to output a preset test temperature to the on-board axle temperature host; and receive the actual test temperature sent by the on-board axle temperature host collected by the receiving device, and compare the actual test temperature with the preset test temperature output by the test device. When the difference between the two is not within the preset error range, it is considered that the cable between the temperature sensor to be tested and the on-board axle temperature host is faulty, and the central control device performs a cable continuity test.

5. The rail vehicle axle temperature testing system according to claim 1, characterized in that: The test equipment further comprises a heating device for heating the temperature sensor to be tested, wherein the heating device is connected to the central control device; The heating device comprises a heating cylinder and a heating seat, wherein the heating cylinder is a sealed structure with an opening at the top; The heating seat is detachably connected to the heating cylinder, and the temperature sensor to be measured is located below the heating seat; a plurality of short-wave infrared emitting components are provided below the heating seat for emitting infrared rays to heat the temperature sensor to be measured.

6. The rail vehicle axle temperature testing system according to claim 5, characterized in that: The central control device is also used to control the heating device to heat the axle end at a preset warning temperature, and obtain the warning temperature of the temperature sensor to be measured based on the warning information received by the receiving device from the central control unit CCU. The central control device compares the received external area temperature with the warning temperature of the temperature sensor to be measured. When the difference between the two is within the preset warning error range, the system warning test is considered normal.

7. The rail vehicle axle temperature testing system according to claim 1, characterized in that: The test equipment also includes a heating device, a power supply, a first data transmission device, a hard-line test interface, and a device display screen; The heating device is used to heat the temperature sensor to be measured at the end of the axle; The first data transmission device is connected to the receiving device via an industrial wireless network using the MODBUS TCP communication protocol; The hard-wire test interface is connected to the test interface via a hard wire for manual testing; The device display screen is used to receive and display the test data and test results sent by the central control device; The power supply is used to supply power to the testing equipment; The central control device is respectively connected to the heating device, the power supply, the first data transmission device, the hard-line test interface, and the equipment display screen.

8. The rail vehicle axle temperature testing system according to claim 7, characterized in that: The test equipment includes a test box, which is provided with a power indicator light, an operation indicator light, the display screen, an antenna, an M12 network interface, an RJ45 network interface, a USB data interface, a test input interface, a test output interface, an external temperature sensor interface, a heating interface, a hard-wired test interface and a power switch.

9. The rail vehicle axle temperature testing system according to claim 8, characterized in that: A group of roller assemblies and a locking pin for locking the roller assemblies are relatively provided at the bottom of the test box; The top of the test box is provided with two telescopic support rods opposite to each other, and a pull rod is provided between the tops of the two telescopic support rods; the bottom of the test box is provided with two telescopic support rod compartments opposite to the telescopic support rods.

10. The rail vehicle axle temperature testing system according to claim 1, characterized in that: The receiving device includes a power supply, a receiving control device, a receiving display screen, a network communication interface and a second data transmission device; The second data transmission device is connected to the test equipment via an industrial wireless network using the MODBUS TCP communication protocol; The power supply provides power to the receiving device; The receiving display screen is used to display the test data sent by the testing equipment and the test results sent by the receiving control device; The network communication interface is used to communicate with the central control unit CCU and the axle temperature host on the vehicle; The receiving control device is used to exchange data with the central control unit CCU and the on-board axle temperature host through the network communication interface; The test equipment data is sent to the remote control platform through the second data transmission device, and a control instruction is sent to the test equipment and the test data sent by the test equipment is received.

11. The rail vehicle axle temperature testing system according to claim 8, characterized in that: The test equipment further includes a cable device for connecting the test equipment and the vehicle-mounted terminal for signal transmission; the output cable device includes: Cables; a test device end connector, located at the first end of the cable, comprising a test device end connector housing, a test device end connector female pin module, and a waterproof plug, wherein the test device end connector female pin module and the waterproof plug are located within the test device end connector housing, and the test device end connector female pin module is connected to the first end of the cable; The vehicle-mounted end connector is located at the second end of the cable, and includes a vehicle-mounted end connector shell, a vehicle-mounted end connector male pin module and a waterproof plug. The vehicle-mounted end connector male pin module and the waterproof plug are located in the vehicle-mounted end connector shell, and the vehicle-mounted end connector male pin module is connected to the second end of the cable.

12. The rail vehicle axle temperature testing system according to claim 11, characterized in that: The external temperature acquisition device includes an infrared temperature sensor assembly, and the infrared temperature sensor assembly includes: An external temperature sensor connector, a cable, and an infrared temperature sensor are sequentially arranged, wherein a sensor housing is provided on the outer side of the infrared temperature sensor; The external temperature sensor connector is used to connect to the external temperature sensor interface.

13. The rail vehicle axle temperature testing system according to claim 12, characterized in that: The external temperature acquisition device further includes a PT100 temperature sensor assembly, and the PT100 temperature sensor assembly includes: A PT100 temperature sensor connector, a cable and a PT100 temperature sensor are arranged in sequence, and the PT100 temperature sensor connector is used to connect to the external temperature sensor interface.

14. The rail vehicle axle temperature testing system according to claim 12, characterized in that: The test equipment further comprises a hard-line test device, the hard-line test device comprising: A hard-line test interface connector, a cable, and a hard-line test box are sequentially arranged, wherein the hard-line test interface connector is used to connect to the hard-line test interface; The hard-wire test box is provided with a plurality of test terminals.

15. A method for testing axle temperature of a rail vehicle axle temperature testing system, characterized in that: The rail vehicle axle temperature test system includes a test device and a receiving device, and the test device and the receiving device are wirelessly connected; the test device includes an external temperature acquisition device, a test interface and a central control device, the external temperature acquisition device is used to collect the temperature of the external area around the axle and send it to the central control device; the test interface is used to connect to the temperature sensor to be measured, and collect the detection temperature of the temperature sensor to be measured and send it to the central control device; the central control device is respectively connected to the external temperature acquisition device, the test interface and the receiving device for data and signal exchange; the receiving device is used to connect to the central control unit CCU and the on-board axle temperature host for data exchange, and send control instructions to the test device and receive test data sent by the test device; The test method includes: collecting the axle temperature through the temperature sensor to be measured, and sending the collected axle temperature to the central control device; The external temperature collecting device collects the temperature of the external area around the axle and sends it to the central control device; The central control device compares the axle temperature collected by the temperature sensor to be measured with the temperature of the external area. When the difference between the axle temperature and the temperature of the external area is within a preset error range, it is considered that the temperature sensor to be measured is normal.

16. The axle temperature testing method of a rail vehicle axle temperature testing system according to claim 15, characterized in that: The test method further comprises: The axle temperature of the temperature sensor to be measured is collected by the receiving device and sent by the axle temperature host on the vehicle, and the detection temperature of the temperature sensor to be measured is compared with the temperature of the external area collected by the testing device. When the difference between the two is within the preset error range, it is considered that the cable between the temperature sensor to be measured and the axle temperature host on the vehicle, and the axle temperature host on the vehicle are normal.

17. The axle temperature testing method of a rail vehicle axle temperature testing system according to claim 15, characterized in that: The test method further comprises: The rail vehicle axle temperature testing system is used to perform fault detection on a faulty temperature sensor.

18. The axle temperature testing method of a rail vehicle axle temperature testing system according to claim 17, characterized in that: The fault detection further includes: The central control device outputs a preset test temperature to the on-board axle temperature host, and receives the actual test temperature sent by the on-board axle temperature host collected by the receiving device, and compares the actual test temperature with the preset test temperature output by the test device. When the difference between the two is not within the preset error range, it is considered that the cable between the temperature sensor to be tested and the on-board axle temperature host is faulty, and a cable continuity test is performed.

19. The axle temperature testing method of a rail vehicle axle temperature testing system according to claim 18, characterized in that: When the difference between the actual test temperature and the preset test temperature output by the test equipment is within a preset error range, it is considered that the axle temperature host board on the vehicle is faulty.

20. A rail vehicle, characterized in that: The invention comprises a driver's cab and the rail vehicle axle temperature testing system according to any one of claims 1 to 14.

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