Railway vehicle axle temperature testing system and axle temperature testing method

Abstract

The application provides a rail vehicle axle temperature testing system and a testing method, the system comprises a testing device and a receiving device, the testing device comprises an external temperature acquisition device, a testing interface and a central control device, the external temperature acquisition device is used for collecting the temperature of the external region around the axle, the central control device also receives the axle temperature detected by a to-be-tested temperature sensor, the temperature of the temperature sensor of the axle is automatically collected, the combination of the external temperature acquisition device and the to-be-tested temperature sensor realizes the multi-point collection of the environment around the axle and the internal temperature, and the comprehensiveness and accuracy of temperature monitoring are improved. The wireless communication mode between the testing device and the receiving device simplifies wiring and installation process and reduces maintenance cost.

Description

Technical Field

[0001] This application relates to the field of rail vehicle technology, specifically to a rail vehicle axle temperature testing system and axle temperature testing method. Background Technology

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

[0003] High-speed rail vehicles are assembled in a 4-motor, 4-trailer configuration. Therefore, a train of high-speed rail vehicles has a total of 4*8+4*24=128 temperature sensors for the axle temperature detection system of the high-speed rail vehicles to collect temperature data.

[0004] Before leaving the factory, high-speed rail vehicles require individual vehicle testing and static train testing of the axle temperature detection system. Individual vehicle testing of the axle temperature detection system involves testing the resistance values ​​of each sensor and verifying the accuracy of the temperature values ​​collected by the axle temperature acquisition unit. Static train testing of the axle temperature acquisition unit requires simulating faults in each sensor. Due to the large number of temperature sensors, multiple personnel are needed to complete the static train testing of the axle temperature detection system.

[0005] Because high-speed rail vehicles are equipped with multiple sensors, temperature sensor malfunctions are frequent during high-speed operation, which can easily lead to serious accidents such as vehicle stoppage and derailment. When a malfunction occurs, after-sales maintenance personnel need to troubleshoot the faulty sensor. The troubleshooting methods are cumbersome, and manual identification of the fault point is not quick and accurate, resulting in a long troubleshooting cycle and seriously affecting the operation of high-speed rail vehicles. Summary of the Invention

[0006] This application provides a rail vehicle axle temperature testing system and method to solve the problems of existing rail vehicle axle temperature testing systems requiring manual inspection of temperature sensors and long troubleshooting cycles.

[0007] To achieve the above objectives, this application provides the following technical solution: This application provides a rail vehicle axle temperature testing system, including a testing device and a receiving device, which are wirelessly connected. The testing device includes an external temperature acquisition device and a central control device. 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 under test, and is connected to both the external temperature acquisition device and the receiving device for data and signal interaction. The receiving device is used to connect to the central control unit (CCU) and the on-board axle temperature control unit for data interaction, and to send control commands to the testing device and receive test data sent by the testing device.

[0008] The axle temperature testing system and method for rail vehicles provided in this application have the following technical advantages compared to the prior art: This system includes testing equipment and receiving equipment. The testing equipment includes an external temperature acquisition device, a testing interface, and a central control unit. The external temperature acquisition device collects the temperature of the surrounding environment around the axle, while the central control unit receives the axle temperature detected by the temperature sensor under test, enabling automatic acquisition of the axle's temperature from the temperature sensor. The combination of the external temperature acquisition device and the temperature sensor under test achieves multi-point acquisition of the ambient and internal temperatures of the axle, improving the comprehensiveness and accuracy of temperature monitoring. The wireless communication between the testing and receiving equipment simplifies wiring and installation, reducing maintenance costs. Attached Figure Description

[0009] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings: Figure 1 A structural block diagram of a rail vehicle axle temperature testing system provided in this application embodiment; Figure 2 A structural block diagram of the receiving device provided in the embodiments of this application; Figure 3 A structural block diagram of the test equipment provided in the embodiments of this application; Figure 4 This is a schematic diagram of the hardware structure of the test equipment provided in the embodiments of this application; Figure 5 for Figure 4 A schematic diagram of the rear view structure; Figure 6 This is a schematic diagram of the cable device provided in the embodiments of this application; Figure 7This is a schematic diagram of the hard wire testing device provided in the embodiments of this application; Figure 8 This is a schematic diagram of the structure of the heating device provided in the embodiments of this application; Figure 9 This is a schematic diagram of the structure of the heating base provided in the embodiments of this application; Figure 10 This is a schematic diagram of the structure of the heating cylinder provided in an embodiment of this application; Figure 11 This is a schematic diagram of the structure of the heating device provided in the embodiments of this application; Figure 12 A schematic flowchart of the shaft temperature testing method provided in the embodiments of this application; Figure 13 Rail vehicle axle temperature system testing device and testing method; test equipment login interface; Figure 14 Test device and method for axle temperature system of rail vehicles; test equipment and test interface. Figure 15 Test device and test method for axle temperature system of rail vehicles; Test equipment parameters interface 1; Figure 16 Test device and test method for axle temperature system of rail vehicles; Test equipment parameters interface 2; Figure 17 Test device and method for axle temperature system of rail vehicles; test equipment and IoT interface. Figure 18 Test device and method for axle temperature system of rail vehicles; real-time curve interface of the test equipment. Figure 19 Test device and method for axle temperature system of rail vehicles; historical curve interface of test equipment. Figure 20 Test device and test method for axle temperature system of rail vehicles; test equipment storage and browsing interface; Figure 21 A schematic diagram of the structure of a driver's cab provided in an embodiment of this application; Figure 22 The schematic diagram of the steel structure of the driver's cab provided in this application; Figure 23 A schematic diagram of the front wall provided in an embodiment of this application; Figure 24 This is a schematic diagram of the structure of the front wall mainboard provided in an embodiment of this application; Figure 25 This is a cross-sectional view of the front wall mainboard provided in an embodiment of this application; wherein, (a) is a cross-sectional view at point AA, and (b) is an enlarged view of a portion of the structure at point V in (a); Figure 26A schematic diagram of a plate-beam structure provided in an embodiment of this application; Figure 27 for Figure 26 Enlarged schematic diagram of a local structure at point I; Figure 28 This is a top view of the steel structure of the driver's cab provided in an embodiment of this application; Figure 29 for Figure 28 Schematic diagram of the cross-sectional structure along the middle AA direction; Figure 30 This is a schematic diagram of the structure of the anti-collision post provided in the embodiments of this application; Figure 31 This is a structural schematic diagram of the sidewalls provided in an embodiment of this application; Figure 32 This is a structural schematic diagram of the sidewalls provided in another embodiment of this application; Figure 33 for Figure 32 Schematic diagram of the AA-direction cross-section structure; Figure 34 for Figure 32 Schematic diagram of the BB-direction cross-section structure in the middle; Figure 35 This is an assembly diagram of the front wall and side wall components provided in an embodiment of this application; Figure 36 for Figure 35 A magnified view of the structure at point A in the middle; Figure 37 This is a schematic diagram of the lateral structure of the driver's cab steel structure provided in an embodiment of this application; Figure 38 A schematic diagram of the assembly structure of the rear wall components and end columns provided in the embodiments of this application; Figure 39 for Figure 38 A magnified schematic diagram of a local structure; Figure 40 This is a schematic diagram of the structure of the back-end wall provided in an embodiment of this application; Figure 41 A partial enlarged schematic diagram of the top curved beam provided in an embodiment of this application; Figure 42 A schematic diagram of the assembly structure of the driver's cab headgear and end columns provided in the embodiments of this application; Figure 43 This is a schematic diagram of the assembly structure of the end column and the passenger compartment provided in an embodiment of this application.

[0010] The following labels are shown in the attached diagram: Test equipment 8810, receiving equipment 8820, industrial wireless network 8830, remote control platform 8840; 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; Test chamber 8811, power indicator light 8812, running 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; Receiver control device 88210, receiver display screen 88220, network communication interface 88230, power supply 88240, second data transmission device 88250; Cable 88191, Test equipment end connector 88192, Vehicle end connector 88193; Hard wire test interface connector 881111, cable 881112, hard wire test box 881113, test terminal 881114; Heating cylinder 8811121, heating base 8811122, shortwave infrared emitting component 8811123; Mounting plate 88111211, mounting hole 88111212, internal thread 88111213; Sensor mounting hole 88111221, probe insertion hole 88111222, rectangular groove 88111223, external thread 88111224; Shaft end heating seat 881401, short-wave infrared emitting tube 881402, strip slot 881403, fixing slot 881404; Driver's cab 100; 10mm steel structure for driver's cab; 20mm head cover for driver's cab; The front wall consists of 11 components, the rear wall consists of 12 components, the side wall consists of 13 components, the waist beam consists of 14 components, the energy-absorbing beam consists of 15 components, the anti-collision post consists of 16 components, the anti-collision corner post consists of 17 components, and the roof curved beam consists of 18 components. Front wall 111, front wall main board 1111, plate beam structure 1112, front wall reinforcement plate 1113, brake pipeline installation interface 1114, electric horn and wind horn installation interface 1115, front wall horizontal beam 11121, front wall longitudinal beam 11122, transverse reinforcement beam 11123, opening and closing mechanism installation interface 11131, head cover installation interface 11132, first surface 111211, second surface 111212; Top curved beam 121, rear wall frame 122, rear wall door frame 123, rear wall cross beam 124, headgear end interface 1211, and passenger room top area interface 1212; 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 plate 1319, installation flange 13121, support pad 13131; Horizontal wainscoting 141, vertical stiffening plate 1411, longitudinal wainscoting 142; Transverse stiffener 161, connecting stiffener 162; 21. Side wall cladding of the guest room; 22. Side wall frame of the guest room. Detailed Implementation

[0011] This invention discloses a rail vehicle axle temperature testing system and method to solve the problems of existing rail vehicle axle temperature testing systems requiring manual inspection of temperature sensors and long troubleshooting cycles.

[0012] To make the technical solutions and advantages of the embodiments of this application clearer, the exemplary embodiments of this application will be described in further detail below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not an exhaustive list of all embodiments. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of this application can be combined with each other.

[0013] Please see Figure 1-7 , Figure 1 A structural block diagram of a rail vehicle axle temperature testing system provided in this application embodiment; Figure 2 A structural block diagram of the receiving device provided in the embodiments of this application; Figure 3 A structural block diagram of the test equipment provided in the embodiments of this application; Figure 4 This is a schematic diagram of the hardware structure of the test equipment provided in the embodiments of this application; Figure 5 for Figure 4 A schematic diagram of the rear view structure; Figure 6 This is a schematic diagram of the cable device provided in the embodiments of this application; Figure 7 This is a schematic diagram of the hard wire testing device provided in an embodiment of this application.

[0014] In one specific embodiment, the rail vehicle axle temperature testing system provided in this application includes a testing device 8810, a receiving device 8820, an industrial wireless network 8830, and a remote control platform 8840. The receiving device 8820 and the testing device 8810 are wirelessly connected, simplifying the wiring and installation process and reducing maintenance costs. The receiving device 8820 sends control information to the testing device 8810 through the industrial wireless network 8830 and receives detection information sent by the testing device 8810. The receiving device 8820 is installed on the testing vehicle to replace the operation of employees, simplifying the labor intensity of operators and improving testing efficiency.

[0015] The testing device 8810 includes an external temperature acquisition device 88160 and a central control device 88110. The external temperature acquisition device 88160 is used to acquire the temperature of the external area around the axle and send it to the central control device 88110. The central control device 88110 is also used to receive the axle temperature detected by the temperature sensor under test. The central control device 88110 is connected to the external temperature acquisition device 88160 and the receiving device 8820 respectively for data and signal interaction. The receiving device 8820 is used to connect to the central control unit (CCU) and the vehicle axle temperature control unit for data exchange, and to send control commands to the testing device 8810 and receive test data sent by the testing device 8810.

[0016] In this specific embodiment, the test device 8810 includes an external temperature acquisition device 88160, a central control device 88110, a test interface 88120, a power supply 88170, a first data transmission device 88180, a heating device 88140, a hard-wired test interface 88130, and a device display screen 88150.

[0017] The external temperature acquisition device 88160 collects the temperature of the surrounding area around the axle and sends the collected temperature data to the central control unit 88110 for temperature calculation and monitoring. The external temperature acquisition device 88160 uses two types of sensors: an infrared sensor and a PT100 temperature sensor. The infrared temperature sensor communicates via MODBUS RTU, providing rapid, accurate, reliable, and interference-resistant temperature acquisition. The PT100 temperature sensor uses a contact connection, connected to the resistor module of the external temperature acquisition device 88160 via a hard wire. It also provides strong interference resistance and accurate, reliable temperature readings. After processing and filtering noise reduction, the signals from both sensors are calculated in the central control unit 88110, and the average value is displayed on the screen 88150 to show the actual ambient temperature.

[0018] The central control unit 88110 is the core component of the testing equipment 8810. It transmits test data to the temperature sensor via the test interface 88120, and simultaneously sends data to the receiving device 8820 via the industrial wireless network 8830 through the first data transmission device 88180, interacting with the receiving device 8820 for control signals. It also sends the test data in real-time to the equipment display screen 88150 for display and receives control commands from the operator on the display screen 88220. It can be configured as a PLC controller. The central control unit 88110 is connected to the heating device 88140, the power supply 88170, the first data transmission device 88180, the hard-wired test interface 88130, and the equipment display screen 88150.

[0019] The first data transmission device 88180 uses the MODBUS TCP communication protocol to forward test data, as well as the device information and control information of the secondary sub-device and the test device 8810, to the industrial network via the industrial wireless network 8830. This data is then received by the receiving device 8820 and used to control the test device 8810. The first data transmission device 88180 has a unique data encryption method, encrypting and packaging the data before sending it to the industrial wireless network 8830. This provides anti-eavesdropping, anti-tampering, and strong anti-interference capabilities, enhancing data security and reliability.

[0020] The test interface 88120 is used to connect to the temperature sensor in the axle temperature system of rail vehicles, sending the axle temperature detected by the sensor to the central control unit 88110. It uses a 4-wire, 2-channel interface for easy connection to the sensor. Simultaneously, the test interface 88120 is compatible with different rail vehicle temperature sensors, allowing it to be used on rail vehicle platforms such as the CRH380B and CR400BF, increasing the device's versatility and practicality.

[0021] The heating device 88140 receives control information from the central control device 88110 and converts the set temperature in the control information into the actual temperature for use in heating the temperature sensor. The heating device 88140 adopts PID control, ensuring precise and reliable temperature control. It uses a heat tracing wire or a metal heating platform for heating, resulting in stable heating temperatures.

[0022] In one embodiment, the heating device provided in this application heats the temperature sensing probe of the temperature sensor under test to ensure that the temperature sensor under test can be heated to a preset warning temperature, while ensuring that the detected temperature difference of the temperature sensor under test is within a preset range; such as Figure 8-10 As shown, Figure 8 This is a schematic diagram of the structure of the heating device provided in the embodiments of this application; Figure 9 This is a schematic diagram of the structure of the heating base provided in the embodiments of this application; Figure 10 This is a schematic diagram of the structure of the heating cylinder provided in an embodiment of this application.

[0023] Heating device 8811120 heats the temperature sensor under test, specifically the sensing probe in the temperature sensor under test. Heating device 8811120 is connected to the central control device.

[0024] Specifically, the heating device 8811120 includes a heating cylinder 8811121 and a heating base 8811122. The heating cylinder 8811121 is a sealed structure with an open top. The heating base 8811122 is detachably connected to the heating cylinder 8811121. Several short-wave infrared emitting components 8811123 are provided below the heating base 8811122 for emitting infrared rays to heat the sensing probe of the temperature sensor to be measured.

[0025] The heating cylinder 8811121 has a mounting plate 88111211 at its top opening for fixing to the inner top plate of the test chamber. The mounting plate 88111211 has mounting holes 88111212 around its circumference for fixing to the inner top plate with threaded fasteners. The top opening of the heating cylinder 8811121 also has an internal thread 88111213, and the heating base 8811122 has an external thread 88111224; the two are detachably fixedly connected by these threads.

[0026] The sensing probe of the temperature sensor under test is located below the heating base 8811122, so that it can extend into the heating cylinder 8811121 along with the heating base 8811122 to heat the sensing probe of the temperature sensor under test. It can be understood that the sensing probe of the temperature sensor under test is detachably connected to the heating base 8811122. Several short-wave infrared emitting components 8811123 are provided below the heating base 8811122 to heat the sensing probe of the temperature sensor under test in the heating cylinder 8811121. The inner side and bottom surface of the heating cylinder 8811121 are provided with an infrared radiation protection coating to prevent infrared rays from conducting heat to the heating cylinder 8811121. At the same time, a temperature sensor is provided inside the heating cylinder 8811121 to provide real-time feedback on the actual heating temperature of the short-wave infrared emitting components 8811123.

[0027] Below the heating base 8811122 are several short-wave infrared emitting components 8811123. The short-wave infrared emitting component 8811123 includes an emitting mounting tube and an infrared emitting tube. The emitting mounting tube is a cylindrical cavity structure used to house the infrared emitting tube. Several infrared emitting holes are installed around its circumference, so that the infrared rays from the infrared emitting holes can radiate to the surroundings through the emitting holes to heat the corresponding shaft temperature sensor to be measured.

[0028] Above the heating base 8811122, there are sensor mounting holes 88111212 and probe insertion holes 88111222. The probe insertion hole 88111222 allows the sensing probe of the temperature sensor under test to pass through, ensuring the probe can fully reach the interior of the heating mounting barrel of the testing device, and ensuring that the infrared light emitted by the short-wave infrared emitting device fully reaches the probe of the temperature sensor under test. There are two sensor mounting holes 88111221 for mounting the temperature sensor under test.

[0029] The upper circumferential edge of the heating base 8811122 is provided with several rectangular grooves 88111223 for the operator to contact the heating base 8811122. It can rotate clockwise and counterclockwise and is installed in conjunction with the heating cylinder 8811121.

[0030] In another embodiment, the heating device provided in this application can also heat the temperature sensor to be measured, which is mounted on the axle end, such as... Figure 11 As shown, Figure 11 This is a schematic diagram of the structure of the heating device 88140 provided in an embodiment of this application.

[0031] The testing equipment also includes a heating device 88140 for heating the axle temperature sensor at the axle end. The heating device 88140 includes two mating axle end heating seats 881401. Each axle end heating seat 881401 has an arc-shaped structure with several short-wave infrared emitting tubes 881402 on its outer periphery. A strip-shaped groove 881403 is provided circumferentially on the inner side of each axle end heating seat 881401, extending circumferentially along the axle end heating seat 881401 for contact with the bogie. The shaped slot 881403 has several through holes inside, allowing infrared rays from the short-wave infrared emitting tube 881402 located on the outer periphery to pass through, which is used to heat the axle temperature sensor of the bogie to be measured; at both ends of the axle end heating seat 881401, there are also fixing slots 881404 for docking with the other half of the axle end heating seat 881401. The other half of the axle end heating seat 881401 has a protrusion. The two axle end heating seats 881401 are engaged by the fixing slots 881404 and the protrusion to achieve fixation.

[0032] Meanwhile, each shortwave infrared emitting tube 881402 is flush with the groove surface of the strip slot 881403 and can shrink radially; the strip slot 881403 and the bogie are in contact and engaged, specifically, the bogie is provided with a snap-fit ​​protrusion, which engages and snaps with the strip slot 881403.

[0033] The equipment display screen 88150 is used to receive test data information sent by the central control device 88110, as well as diagnostic information of this secondary sub-equipment. The display screen 88150 can also facilitate employees to perform data query and storage operations.

[0034] The hard-wired test interface 88130 connects to the corresponding test input / output interface using hard wires. It is a special testing method for manual testing by employees when the test device 8810 malfunctions or the network connection fails. It is an emergency use method under abnormal circumstances. The hard-wired test interface 88130 increases the reliability and stability of the test device 8810.

[0035] The power supply 88170 provides power to the test equipment 8810. It uses a DC lithium battery and is a rechargeable power supply, providing sufficient power for the entire device.

[0036] Specifically, the central control unit 88110 compares the collected ambient temperature with the axle temperature collected by the temperature sensor under test. When the difference between the two is within a preset error range, the temperature sensor under test is considered to be normal, and the comparison result is sent to the receiving device 8820. The preset error range is generally ±3℃, at which point the temperature sensor under test is considered to be capable of normal temperature detection.

[0037] In another embodiment, the receiving device 8820 is used to collect the axle temperature of the temperature sensor under test sent by the vehicle axle temperature host, and compare the axle temperature of the temperature sensor under test with the external area temperature collected by the testing device 8810. When the difference between the two is within a preset error range, it is considered that the cable between the temperature sensor under test and the vehicle axle temperature host, as well as the vehicle axle temperature host, are normal.

[0038] The axle temperature of the temperature sensor under test is sent to the receiving device 8820 via the vehicle axle temperature control unit. At the same time, the testing device 8810 sends the collected ambient temperature to the receiving device 8820. The receiving device 8820 compares the axle temperature of the temperature sensor under test with the collected ambient temperature. When the difference between the two is within the preset error range, it is considered that the cable between the temperature sensor under test and the vehicle axle temperature control unit is working normally, and the circuit board of the vehicle axle temperature control unit is working normally. Similarly, the preset error range is generally ±3℃.

[0039] On the other hand, the aforementioned shaft temperature testing system can also detect faulty temperature sensors. The specific detection process is as follows: a) Detect the faulty sensor itself: Collect the axle temperature through the temperature sensor under test, and send the collected axle temperature to the central control unit 88110; The external temperature acquisition device 88160 collects the temperature of the external area around the axle and sends it to the central control device 88110; The central control unit 88110 compares the axle temperature collected by the temperature sensor under test with the temperature of the external area. When the difference between the axle temperature and the external area temperature is within the preset error range, the temperature sensor under test is considered to be normal.

[0040] b) Fault detection of the cable between the temperature sensor and the vehicle axle temperature control unit: The central control unit 88110 outputs a preset test temperature to the vehicle axle temperature control unit and receives the actual test temperature sent by the vehicle axle temperature control unit from the receiving device 8820. The actual test temperature is compared with the preset test temperature output by the testing device 8810. If the difference between the two is not within the preset error range, the cable between the temperature sensor under test and the vehicle axle temperature control unit is considered faulty, and a cable continuity test is performed. For example, when the central control unit 88110 outputs the preset test temperature to the vehicle axle temperature control unit, the output interface of the testing device 8810 is connected to the connector on the vehicle side. The preset test temperature is 50℃. The receiving device 8820 receives the actual test temperature sent by the vehicle axle temperature control unit. Assuming the actual test temperature is 46℃ and the preset error range is ±3℃, the difference between the preset test temperature and the actual test temperature is not within the preset error range. Therefore, the cable between the temperature sensor under test and the vehicle axle temperature control unit is considered faulty, and the central control unit 88110 performs a cable continuity test.

[0041] When the difference between the actual test temperature and the preset test temperature output by the test device 8810 is within the preset error range, the axle temperature control board on the vehicle is considered to be faulty and the corresponding axle temperature control board needs to be replaced.

[0042] In another embodiment, the heating device 88140 heats the temperature sensor under test, and the central control device 88110 is also used to control the heating device 88140 to heat the temperature sensor under test at a preset warning temperature, and to obtain the warning temperature of the temperature sensor under test according to the warning information received by the receiving device 8820 from the central control unit CCU. The central control device 88110 compares the received external area temperature with the warning temperature of the temperature sensor under test. When the difference between the two is within the preset warning error, the system warning test is considered to be normal.

[0043] Heating device 88140 heats the axle end at a preset warning temperature according to the control command of central control device 88110. The temperature sensor under test sends a warning signal to the on-board axle temperature control unit, which then sends the warning signal to the central control unit (CCU). The CCU sends the warning information to receiving device 8820, which in turn sends it to the central control unit 88110. The central control unit 88110 obtains the warning temperature from the temperature sensor under test based on this warning information and compares it with the ambient temperature. When the difference between the two is within a preset warning error range, the system warning test is considered normal. The preset error range can be ±3℃, preferably ±1℃.

[0044] The central control unit 88110 is also used to control the heating device 88140 to heat the sensor under test 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℃, and the preset alarm temperature is generally set at 105℃.

[0045] Specifically, the test equipment 8810 includes a test enclosure 8811, which is equipped with a power indicator light 8812, a running indicator light 8813, a display screen 88150, an antenna 8815, an M12 network interface 8816, an RJ45 network interface 8817, a USB data interface 8818, a test input interface 8819, a test output interface, an external temperature sensor interface 881102, a heating interface 881103, a hard wire test interface 88130, and a power switch 881105.

[0046] The test chamber 8811 has a power system, enabling it to operate under a rail vehicle and to be positioned directly beneath the corresponding temperature sensor under test for testing. The test chamber 8811 includes a housing and a top cover. The housing is preferably made of ABS material. The interior houses the power supply 88170, circuit boards, heating device 88140, and other electrical equipment for the test equipment 8810. The housing and top cover are connected, providing a high level of protection, serving as dustproof and waterproof. Preventing foreign objects from entering the equipment, the main component of the entire testing equipment 8810 is the top cover. Made of ABS material, the cover has an angled structure and is installed on the upper part of the enclosure. It is used to install the power indicator light 8812, operation indicator light 8813, display screen 88150, antenna 8815, M12 network interface 8816, RJ45 network interface 8817, USB data interface 8818, power switch 881105, output connector, input connector, external temperature sensor interface 881102, heating interface 881103, and other devices. It serves as the equipment mounting panel for the testing equipment 8810.

[0047] The power indicator light 8812 is a red LED indicator. When the test equipment 8810 is connected to the power supply 88170, the power indicator light 8812 will illuminate after turning on the power switch 881105. When the test equipment is being tested, this indicator light will illuminate, indicating that the equipment is in the testing process. The display screen 88150 is a touch screen, primarily used to display information and test data from the operating equipment. It includes 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 / browse interface. The operator can also use the buttons on the display screen 88150 to operate the equipment.

[0048] Antenna 8815 is a detachable SMA-type interface antenna, which is mounted on the test enclosure 8811 by bolts. This antenna 8815 serves as a carrier for receiving and transmitting wireless network signals, enabling data exchange with the receiving device 8820 and the remote control platform 8840. The M12 network interface 8816 is mainly installed on the test enclosure 8811. It is used for remote control platform 8840 to exchange data via network cable, and for debugging and maintenance of test equipment 8810 through the M12 network interface 8816. The RJ45 network interface 8817 is installed on the test enclosure 8811. It is used for remote control platform 8840 to exchange data via network cable, and for debugging and maintenance of the equipment through this interface. The USB data transmission interface is installed on the test enclosure 8811. It is used to install and insert a USB dongle. The test equipment 8810 can only operate after the USB dongle is inserted, realizing the setting and control of hardware device permissions to prevent employees from operating the equipment and modifying the test program without authorization.

[0049] Test interface 88120 includes test input interface 8819 and test output interface 881101. Test input interface 8819 is a quick-connect, high-current-carrying connector used for quick connection to external input cables. This connector is mounted on the housing of test equipment 8810 and uses a female pin module and a foolproof design to prevent operator errors during connection. Test output interface 881101 is also a quick-connect, high-current-carrying connector used for quick connection to external output cables. This connector is mounted on the enclosure of test equipment 8810 and uses a male pin module with a foolproof design to prevent operator errors during connection.

[0050] The first external temperature sensor interface 881102 is installed on the cover of the equipment. It uses an M12 connector as the female pin module connector and connects to the male plug of the infrared sensor of the external temperature sensor of the test equipment 8810. It is used by the central control device 88110 to collect the external temperature data of the test equipment 8810 for calculations by the test equipment 8810.

[0051] The second external temperature sensor interface 881102 is mounted on the housing of the equipment. It uses an M12 connector as the male pin module connector and connects to the female plug of the PT100 temperature sensor of the test equipment 8810. This allows the central control device 88110 to collect external temperature data from the test equipment 8810 for calculations. The two external temperature sensor interfaces 881102 use different pin types primarily for foolproof connection.

[0052] The lower part of the heating interface 881103 is connected to the heating device 88140, 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 881103. Under the control of the central control device 88110, the heating tube is heated to achieve the heating effect on the shaft temperature sensor probe.

[0053] The power switch 881105 is a rocker switch mounted on the top cover. This power switch 881105 is the input interface for the external power supply of the test equipment 8810. It has short-circuit and anti-misinsertion protection functions. When the external power plug is inserted into the interface of the power switch 881105, the indicator light of the power switch 881105 will light up after the external power plug is connected to the power supply, indicating that the external power plug has been connected to the power supply.

[0054] The hard wire test interface 88130 is installed on the top cover of the test equipment 8810. It uses a round female pin module connector and connects to the male pin module connector of the hard wire test module of the test equipment 8810. It is used as an emergency test mode when the test equipment 8810 experiences communication failure or network interruption. This method is not used for testing under abnormal conditions.

[0055] Secondly, a set of roller assemblies 881106 are provided at the bottom of the test chamber 8811, and a locking pin is provided for locking the roller assembly 881106; two telescopic support rods 881107 are provided at the top of the test chamber 8811, and a pull rod 881108 is provided between the tops of the two telescopic support rods 881107; two telescopic support rod compartments 881104 are provided at the bottom of the test chamber 8811, which are opposite to the telescopic support rods 881107.

[0056] The roller assembly 881106 consists of circular rollers mounted at both ends of the bottom connecting rod. They are secured using locking pins installed in the roller locking pin mounting holes on the bottom connecting rod. These circular locking pin mounting holes are installed at both ends of the bottom connecting rod to install locking pins and secure the rollers. When the operator pulls the lever 881108, the rollers can slide on the ground. For autonomous operation, self-powered rollers are used, enabling autonomous operation under the control of a remote platform.

[0057] The telescopic support rod compartment 881104 is a square structure connected to the test chamber 8811. It houses the telescopic support rod 881107 when retracted. The telescopic support rod 881107 is mounted on the test chamber 8811 and can move vertically relative to the chamber. Its height is adjusted via a locking device, allowing for free-range telescopic movement. The height of the pull rod 881108 can be adjusted according to the user's height for easy operation. This telescopic support rod 881107 is made of ABS material, making it lightweight and structurally robust. The pull rod 881108 is circular and installed at the end of the telescopic support rod 881107. When moving equipment, pulling the pull rod 881108 moves the equipment and features an anti-slip design for easy gripping.

[0058] Four fixing points are provided at the bottom of the enclosure to provide support for the equipment when it is placed in place. The bottom is designed to be non-slip to prevent the equipment from slipping or sliding after it is placed in place.

[0059] Specifically, the external temperature acquisition device 88160 includes an infrared temperature sensor assembly and a PT100 temperature sensor assembly; the infrared temperature sensor assembly includes: An external temperature sensor connector, a cable, and an infrared temperature sensor are arranged sequentially, with a sensor housing on the outside of the infrared temperature sensor; The external temperature sensor connector is used to connect to the external temperature sensor interface 881102.

[0060] The external temperature sensor connector uses an M12 male pin metal connector to connect with the external temperature sensor interface 881102 of the test equipment 8810, transmitting the temperature signal collected by the external temperature sensor to the test equipment 8810. The cable is a shielded multi-core cable used to transmit the external temperature signal to the test equipment 8810. The sensor housing is made of metal, and the cable can connect to the sensor through the inside of the housing, preventing moisture and foreign objects from entering the sensor and protecting it. The infrared temperature sensor collects external temperature data, converts the temperature data into an analog signal, connects to the central control unit via an RS485 interface, and communicates using the MODBUS RTU communication protocol, transmitting the collected external temperature signal to the central control unit 88110 via cable.

[0061] In addition, the external temperature acquisition device 88160 also includes a PT100 temperature sensor assembly. The PT100 temperature sensor assembly 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 881102. The PT100 temperature sensor connector is a metal connector with an M12 female pin module, used to connect to the external temperature sensor interface 881102 of the test equipment 8810, transmitting the temperature signal acquired by the external PT100 temperature sensor to the test equipment 8810. Similarly, the cable is a multi-core cable with a shielding layer to transmit the external PT100 temperature signal to the test equipment 8810. The PT100 temperature sensor has a metal shell, and the cable can connect to the PT100 sensor through the inside of the PT100 temperature sensor shell to prevent moisture and foreign objects from entering the sensor, thus protecting the sensor.

[0062] In one embodiment, the test device 8810 further includes a hard wire test device 881110, which includes a hard wire test interface 88130 connector, a cable 881112 and a hard wire test box 881113 arranged sequentially. The hard wire test interface 88130 connector is used to connect to the hard wire test interface 88130. The hard wire test box 881113 has a plurality of test terminals 881114.

[0063] The hard-wire test interface 88130 connector uses a 16-pin male metal connector module to connect with the hard-wire test interface 88130 of the test equipment 8810, leading the signal from the test equipment 8810 to the test terminal 881114 in the external hard-wire test box 881113. The cable 881112 is a shielded multi-core cable, providing electrical connection between the hard-wire test interface 88130 and the test terminal 881114 of the external hard-wire test box 881113. A waterproof plug, made of plastic, is installed between the hard-wire test box 881113 and the cable 881112, on the lower cover of the hard-wire test box 881113. The cable 881112 can pass through the inside of the waterproof plug, preventing moisture and foreign objects from entering the hard-wire test box 881113, thus achieving a sealed and dustproof function for the hard-wire test box 881113.

[0064] The hard-wire test box 881113 includes an upper cover and a lower cover. The upper cover is a rectangular box made of plastic with a hollow interior structure, mainly for housing electrical components connected to the test terminals 881114 and cables 881112. The upper part connects to the upper cover of the hard-wire test box 881113, creating a sealed space inside the cavity. The end has a circular hole for installing a waterproof plug. The lower cover is a rectangular box cover made of plastic with a circular hole for installing the test terminals 881114 on its surface. Countersunk holes are provided around the box cover for installing fastening bolts. The terminal numbers are printed on the surface of the cover; the upper and lower covers are connected by bolts, and the connection between the upper and lower covers is sealed with a sealing ring to prevent dust and water. The test terminals 881114 are made of metal and have an external insulating protective sleeve. There are a total of 16 terminals, which are installed on the upper cover of the hard wire test box 881113 and are used as emergency testing interfaces for multimeters in case of network interruption and equipment failure. The upper cover is fastened with high-strength bolts and is mechanically connected to the lower cover of the hard wire test box 881113 through threads.

[0065] On the other hand, the receiving device 8820 includes a power supply 88240, a receiving control device 88210, a receiving display screen 88220, a network communication interface 88230, and a second data transmission device 88250. The second data transmission device 88250 uses the MODBUS TCP communication protocol to connect to the test device 8810 via an industrial wireless network 8830. The power supply 88240 provides power to the receiving device 8820. The receiving display screen 88220 is used to display the test data sent by the test device 8810 and the test results sent by the receiving control device 88210. The network communication interface 88230 is used to communicate with the central control unit (CCU) and the vehicle axle temperature control unit. The receiving control device 88210 is used to interact with the central control unit (CCU) and the vehicle axle temperature control unit via the network communication interface 88230. It also sends the data from the test device 8810 to the remote control platform 8840 via the second data transmission device 88250, and sends control commands to the test device 8810 and receives the test data sent by the test device 8810.

[0066] The power supply 88240 provides power to the receiving device 8820. It uses a DC lithium battery, a rechargeable power supply, to provide sufficient power for the entire device.

[0067] The receiving control device is the core component of the receiving device 8820. It mainly manages the receiving device 8820 to exchange data with the rail vehicle CCU (Central Control Unit) and axle temperature host through the network communication interface. At the same time, it forwards the data of the test device 8810 to the remote control platform 8840 through the industrial wireless network 8830 via the second data transmission device 88250, and interacts with control signals. The receiving control device 88210 mainly sends control commands to the test device 8810 and receives the test information sent by the test device 8810, and displays the test data on the display screen 88150. It is also the main control unit of the device itself. It can be a general-purpose CPU or a general-purpose PLC, or a computer (tablet computer) with a network interface that runs control software independently.

[0068] The display screen 88150 is used to display the test data sent by the test device 8810 and the control information sent to the test device 8810, as well as the diagnostic information of the device and the test.

[0069] The network communication interface 88230 is equipped with network interfaces such as USB and RJ45. This network communication interface 88230 is mainly used to communicate with the on-board CCU (central control unit) of the rail vehicle and the axle temperature system detection host.

[0070] like Figure 13-20 As shown, Figure 13Rail vehicle axle temperature system testing device and testing method; test equipment login interface; Figure 14 Test device and method for axle temperature system of rail vehicles; test equipment and test interface. Figure 15 Test device and test method for axle temperature system of rail vehicles; Test equipment parameters interface 1; Figure 16 Test device and test method for axle temperature system of rail vehicles; Test equipment parameters interface 2; Figure 17 Test device and method for axle temperature system of rail vehicles; test equipment and IoT interface. Figure 18 Test device and method for axle temperature system of rail vehicles; real-time curve interface of the test equipment. Figure 19 Test device and method for axle temperature system of rail vehicles; historical curve interface of test equipment. Figure 20 Test device and test method for axle temperature system of rail vehicles; test equipment storage and browsing interface.

[0071] The second data transmission device, using the MODBUS TCP communication protocol, forwards test data, device information, and control information and status of the test device 8810 to the industrial network via the industrial wireless network 8830. This data is then received and controlled by the remote control platform 8840. The second data transmission device 88250 features a unique data encryption method, encrypting and packaging the data before sending it to the industrial wireless network 8830. This provides anti-eavesdropping, anti-tampering, and strong anti-interference capabilities, enhancing data security and reliability.

[0072] The test equipment 8810 also includes a cable assembly 88190 for connecting the test equipment 8810 and the vehicle-mounted terminal for signal transmission; the output cable assembly 88190 includes: Cable 88191; The test equipment end connector 88192 is located at the first end of the cable 88191 and includes a test equipment end connector 88192 housing, a test equipment end connector 88192 female pin module and a waterproof plug. The test equipment end connector 88192 female pin module and the waterproof plug are located inside the test equipment end connector 88192 housing. The test equipment end connector 88192 female pin module is connected to the first end of the cable 88191. The vehicle-mounted connector 88193, located at the second end of the cable 88191, includes a vehicle-mounted connector 88193 housing, a vehicle-mounted connector 88193 male pin module, and a waterproof plug. The vehicle-mounted connector 88193 male pin module and the waterproof plug are located inside the vehicle-mounted connector 88193 housing. The vehicle-mounted connector 88193 male pin module is connected to the second end of the cable 88191.

[0073] The housing of the test equipment end connector 88192 is a metal shell with an IP65 protection rating. It is used to install the test equipment end connector 88192 female pin module and waterproof plug. The housing of the test equipment end connector 88192 is used to protect the female pin module and cable 88191 from external foreign object impact and trampling, and has a strong anti-electromagnetic interference capability.

[0074] The waterproof plug is a metal waterproof plug used to connect to the housing of the test equipment connector 88192. The cable 88191 passes through the waterproof plug to prevent moisture from entering the housing and the cable 88191.

[0075] Cable 88191 is a shielded multi-core cable used to transmit output signals to the vehicle.

[0076] Similarly, the waterproof plug of the vehicle-mounted connector 88193 is also a metal waterproof plug, used to connect with the housing of the test equipment connector 88192. The cable 88191 passes through the waterproof plug to prevent moisture from entering the housing and the cable 88191.

[0077] The automotive connector 88193 housing has an IP68 protection rating and is a metal shell used to install the male pin module and waterproof plug of the automotive connector 88193. The housing of the automotive connector 88193 is used to protect the male pin module and cable 88191 from impacts and trampling by external foreign objects, and has a strong anti-electromagnetic interference capability.

[0078] The test equipment end connector 88192 female pin module is an 8-pin female pin module. It adopts a crimp-free connection method to facilitate wiring with cable 88191 and has low contact resistance. The test equipment end connector 88192 female pin module is placed inside the test equipment end connector 88192 housing and connects to the test output interface 881101 of test equipment 8810.

[0079] The automotive connector 88193 male pin module is an 8-pin male pin module that uses a crimp-free connection method for easy wiring with cable 88191 and has low contact resistance. The automotive connector 88193 male pin module is placed inside the housing of the test equipment connector 88192 and connects with the female pin module of the automotive connector 88193 to transmit the output signal of the test equipment 8810 to the automotive end.

[0080] In another embodiment, the industrial wireless network 8830 is constructed from devices such as communication relays and gateways. It enables real-time and efficient information exchange with receiving devices 8820, testing devices 8810, and remote control platforms 8840, reducing operating and production costs and minimizing the use of hard-wired resources. The industrial wireless network 8830 mainly includes wireless routing devices and gateway devices; the wireless routing devices are responsible for managing field devices and forwarding information, while the gateway devices are responsible for connecting the industrial wireless network 8830 to other factory networks, enabling protocol conversion and data mapping between networks. The industrial wireless network 8830 can be implemented in various ways, including using wireless communication technologies such as RFID, Bluetooth, Zigbee, and Wi-Fi. Among these, an industrial wireless local area network (WLAN) is a solution that can build wireless connections in PROFINET, EtherNet / IP, or Modbus / TCP networks; this solution adopts the Modbus / TCP wireless network construction scheme.

[0081] The remote control platform 8840 connects to the receiving device 8820 via an industrial wireless network 8830. This remote control platform can monitor and control both the receiving device 8820 and the testing device 8810. The remote control platform 8840 has active control capabilities, and the control commands have the highest priority in this rail vehicle axle temperature system testing device and testing method system.

[0082] Through the remote control platform 8840, engineers can remotely monitor and control the receiving device 8820, enabling remote fault diagnosis, remote debugging, and remote parameter adjustment. The remote control platform 8840 can be infinitely expanded within the capacity allowed by the industrial wireless network 8830, increasing the system's operability and scalability. It also enhances the control permissions of the remote control platform 8840, allowing for the prioritization and accuracy of control tasks and preventing overlapping and interference between control operations. The remote control platform 8840 can be any computer capable of running remote platform software, provided that the computer is successfully connected to the industrial wireless network 8830.

[0083] The shaft temperature testing system of this application can perform factory testing on shaft temperature sensors, as well as early warning testing on shaft temperature sensors, and troubleshooting when shaft temperature sensors fail. The following describes the specific hardware of the shaft temperature testing system. Example 1: Factory testing of shaft temperature sensor 1. Check that the test equipment 8810 and the receiving equipment 8820 are in good condition and have sufficient power. Place the receiving equipment 8820 on the rail vehicle to be tested and place the test equipment 8810 under the rail vehicle to be tested. 2. Connect the power supply to the receiver 8820. The corresponding power indicator light 8812 on the receiver 8820 will light up, and the receiver display screen 88220 will enter the power-on interface. Connect the receiver to the service port of the axle temperature control unit of the rail vehicle under test via an external network cable, and connect the other end to the network communication interface 88230 of the receiver 8820. Ensure the network cable connection is secure and reliable.

[0084] 3. Connect the power supply to the test device 8810. The corresponding power indicator light 8812 of the test device 8810 will light up, and the receiving display screen 88220 will automatically start and enter the startup interface. Place the test device 8810 below the temperature sensor under test. Connect the output terminal of the axle temperature sensor under test to the vehicle-mounted connector 88193, and connect the test device connector 88192 to the test input interface 8819 of the test device 8810. Ensure the connection is secure and reliable.

[0085] 4. 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. The test operator enters the test interface of the test equipment 8810, clicks the start test button, and automatically performs the resistance test of the shaft temperature sensor and outputs the corresponding resistance test value. This value is compared 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. At the same time, the receiving device 8820 can also view the corresponding test results.

[0086] 5. The receiving device 8820 automatically displays the axle temperature at the corresponding axle end. Click the test button on the receiving device 8820 to start the temperature test of the temperature sensor under test. At this time, the axle temperature at the corresponding axle end is compared with the external temperature read by the testing device 8810. When the two temperature values ​​are within ±3℃, the temperature sensor under test is judged to be normal and the correct test result is output.

[0087] 6. The operational data from steps 3-5 above can all be viewed on the corresponding remote control platform 8840, which displays the data for the testing device 8810. If the test results are incorrect, the temperature sensor under test can be retested via remote control through the remote monitoring platform. All remote monitoring screens within the industrial wireless network 8830 can display the device status and test results, and remote operation can be performed when necessary.

[0088] 7. Move the test device 8810 under the next temperature sensor to be tested, and repeat steps 3-5. Continue until all temperature sensors of the single-vehicle rail vehicle axle temperature system have been tested. After testing, disconnect the power to the test device 8810 and the receiving device 8820, and clean the site.

[0089] Example 2: Early Warning Test of Shaft Temperature Sensor 1. Check that the test equipment 8810 and the receiving equipment 8820 are in good condition and have sufficient power. Place the receiving equipment 8820 in the driver's cab of the rail vehicle to be tested, and place the test equipment 8810 under the rail vehicle to be tested.

[0090] 2. Connect the power supply to the receiver 8820. The corresponding power indicator light 8812 on the receiver 8820 will light up, and the receiver display screen 88220 will enter the power-on interface. The receiver 8820 is connected to the service port of the central control unit (CCU) of the rail vehicle under test via an external network cable. The other end of the cable is connected to the network communication interface 88230 of the receiver 8820. The network cable connection should be secure and reliable.

[0091] 3. Connect the power supply to the test equipment 8810. The corresponding power indicator light 8812 on the test equipment 8810 will illuminate, and the receiving display screen 88220 will automatically start and enter the power-on interface. Place the test equipment 8810 below the temperature sensor under test, and place the heating device 88140 on the corresponding end of each shaft under test to heat the temperature sensor at the shaft end. The test operator places the infrared temperature sensor and PT100 sensor on the end of the shaft under test to collect the temperature of the external area at the end of the shaft under test.

[0092] 4. On the test interface of receiving device 8820, the operator presses the "Start Warning Test" button. Control information is transmitted to testing device 8810 via the industrial wireless network 8830. Testing device 8810 automatically activates heating device 88140 to heat 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 from the temperature sensor under test to the onboard central control unit (CCU) via the rail vehicle's onboard network, triggering a warning from the rail vehicle's onboard HMI and displaying the corresponding warning information. Receiving device 8820 collects the warning information from the CCU, compares it with the preset warning temperature, and automatically diagnoses and outputs the correct warning test result.

[0093] 5. The test operator, on the receiving equipment's test interface, presses the "Start Alarm Test" button. Control information is transmitted to the test equipment 8810 via the industrial wireless network 8830. The test equipment 8810 automatically activates the heating device 88140, heating the shaft end temperature to the preset alarm temperature. When the temperature value collected by the shaft end temperature sensor reaches the alarm temperature value, 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 the rail vehicle's onboard HMI alarm and displaying the corresponding alarm fault. The receiving equipment 8820 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.

[0094] 6. The operational data from steps 3-5 above can be viewed on the corresponding remote control platform 8840, showing the testing process and equipment parameters. If the test results are incorrect, the test can be re-tested via remote control or receiving device 8820 through the remote monitoring platform. Simultaneously, all remote monitoring screens within the industrial wireless network 8830 can view the equipment status and test results, and remote operation can be performed when necessary.

[0095] 7. Move the testing device 8810 to the underside of the next axle to be tested on a single vehicle, and repeat steps 3-5. Continue until all the sensors under test in the train track vehicle axle temperature system have completed the early warning and alarm tests. After the tests are completed, disconnect the power to the testing device 8810 and the receiving device 8820, and clean the site.

[0096] Example 3: Troubleshooting when the shaft temperature sensor malfunctions 1. Check that the test equipment 8810 and the receiving equipment 8820 are in good condition and have sufficient power. Place the receiving equipment 8820 on the faulty railcar and place the test equipment 8810 under the faulty railcar.

[0097] 2. Turn on the power to the receiver 8820. The corresponding power indicator 8812 of the receiver 8820 will light up, and the receiver display screen 88220 will enter the power-on interface. The receiver 8820 connects to the service port of the faulty rail vehicle axle temperature host through an external network cable, and the other end connects to the network communication interface of the receiver 8820. The network cable connection should be firm and reliable.

[0098] 3. Connect the power supply to the test device 8810. The corresponding power indicator light 8812 of the test device 8810 will light up, and the receiving display screen 88220 will automatically start and enter the startup interface. Place the test device 8810 below the temperature sensor under test. Connect the output terminal of the axle temperature sensor under test to the vehicle-mounted connector 88193, and connect the test device connector 88192 to the test input interface 8819 of the test device 8810. Ensure the connection is secure and reliable.

[0099] 4. The testing operator places the infrared temperature sensor and the PT100 sensor on the shaft end of the faulty sensor under test to collect the temperature of the external area at the shaft end of the faulty shaft temperature sensor; [The text abruptly ends here, likely due to an incomplete sentence or missing information.] Figure 11 The two shaft-end heating seats 881401 in the heating device 88140 shown are plugged into and installed on the shaft end of the sensor under test. The diagnostic operator enters the test interface of the test equipment 8810, clicks the start test button, and the heating device 88140 starts automatically, performing a resistance test on the faulty shaft temperature sensor and outputting the corresponding resistance value. This value is compared with the resistance value corresponding to the external temperature range collected from the outside. If the test result is within the specified range, the correct result is output. Simultaneously, the receiving device 8820 can also view the corresponding test results. If the test result is normal, it indicates that the shaft temperature sensor at the faulty end is not faulty. It can be determined that the problem may be due to a cable fault at the vehicle end. If the test result is unqualified, it can be determined that the shaft temperature sensor is faulty and needs to be replaced.

[0100] 5. After confirming the test result is correct, connect the test output interface 881101 of the test device 8810 to the test device connector 88192, and connect the vehicle connector 88193 to the vehicle connector. The diagnostic operator then accesses the test interface of the test device 8810 and clicks the "Start Test" button. Figure 8 When the heating device 8811120 is activated, the testing device 8810 collects the detected temperature of the heating device 8811120 (obtained by the temperature sensor at the bottom of the heating cylinder 8811121 of the heating device 8811120), and receives the actual test temperature of the testing device 8810 sent by the host of the vehicle axle temperature system collected by the receiving device 8820. If the difference between the actual test temperature collected and the detected temperature of the heating device 8811120 is large, it indicates that the connection cable at the vehicle end is faulty and the cable needs to be replaced or a circuit continuity test needs to be performed.

[0101] 6. When a fault occurs in the vehicle-mounted connection cable, the continuity test will be initiated on the test interface of test device 8810. First, disconnect the axle temperature sensor connector from the axle temperature control unit. Connect the vehicle-mounted connector to the input terminal of receiver device 8820. On the test interface of test device 8810, click the "Start Test for Vehicle-Mounted Cables" button. Test device 8810 will automatically perform cable testing, testing pins 1-8. If a cable fault is detected, the corresponding cable fault information will pop up on the screen, requiring replacement of the vehicle-mounted cable.

[0102] 7. If the cable test is correct, it indicates that the corresponding board of the axle temperature system host on the vehicle side is faulty. The corresponding axle temperature host board needs to be replaced. After the board is replaced, the fault will be eliminated.

[0103] 8. After the fault diagnosis test of the axle temperature system of the rail vehicle is completed, disconnect the power to the test equipment 8810 and the receiving equipment 8820, and clean the site.

[0104] Example 4: Hard-wire method for shaft temperature sensor fault diagnosis 1. When the test equipment 8810 malfunctions or the industrial wireless network 8830 fails to establish, the faulty shaft temperature sensor is diagnosed using a pure hard wire method.

[0105] 2. Connect the hard wire test interface connector 881111 to the hard wire test interface 88130 of the test equipment 8810. The connection should be firm and reliable.

[0106] 3. Connect the test input interface 8819 of the test equipment 8810 to the test equipment end connector 88192, and connect the vehicle end connector 88193 to the vehicle end fault axle temperature sensor.

[0107] 4. Steps ② and ③ above establish the electrical connection between the faulty shaft temperature sensor and the hard-wired test box 881113. Insert the multimeter probes into the corresponding test terminal 881114 to perform a resistance test. If a withstand voltage test is required, connect the output of the withstand voltage tester to the corresponding test terminal 881114 on the hard-wired test box 881113 to perform an insulation withstand voltage test on the shaft temperature sensor.

[0108] Based on the rail vehicle axle temperature testing system provided in the above embodiments, this application also provides a rail vehicle axle temperature testing method. The rail vehicle axle temperature testing system includes a testing device 8810 and a receiving device 8820, which are wirelessly connected. The testing device 8810 includes an external temperature acquisition device 88160, a testing interface 88120, and a central control device 88110. The external temperature acquisition device 88160 is used to acquire the temperature of the external area around the axle and send it to the central control device 88110. The test interface 88120 is used to connect to the temperature sensor under test and collect the detected temperature of the temperature sensor under test and send it to the central control unit 88110; the central control unit 88110 is connected to the external temperature acquisition device 88160, the test interface 88120 and the receiving device 8820 respectively for data and signal interaction; the receiving device 8820 is used to connect to the central control unit CCU and the vehicle axle temperature host respectively for data interaction, and to send control commands to the test device 8810 and receive test data sent by the test device 8810; The testing methods include: S11: Collect the axle temperature through the temperature sensor to be measured, and send the collected axle temperature to the central control unit 88110; S12: External temperature acquisition device 88160 acquires the temperature of the external area around the axle and sends it to the central control device 88110; S13: The central control unit 88110 compares the axle temperature collected by the temperature sensor under test with the temperature of the external area. When the difference between the axle temperature and the external area temperature is within the preset error range, the temperature sensor under test is considered to be normal.

[0109] Specifically, the testing methods also include: The receiving device 8820 collects the axle temperature of the temperature sensor under test sent by the axle temperature host on the vehicle, and compares the detected temperature of the temperature sensor under test with the external temperature collected by the testing device 8810. When the difference between the two is within the preset error range, it is considered that the cable between the temperature sensor under test and the axle temperature host on the vehicle, as well as the axle temperature host on the vehicle, are normal.

[0110] Furthermore, the testing methods also include: The faulty temperature sensor is detected by using a rail vehicle axle temperature testing system.

[0111] Furthermore, fault detection also includes: The central control unit 88110 outputs a preset test temperature to the vehicle axle temperature host and receives the actual test temperature sent by the vehicle axle temperature host collected by the receiving device 8820. The actual test temperature is compared with the preset test temperature output by the testing device 8810. If the difference between the two is not within the preset error range, it is considered that there is a cable fault between the temperature sensor under test and the vehicle axle temperature host, and a cable continuity test is performed.

[0112] When the difference between the actual test temperature and the preset test temperature output by the testing equipment 8810 is within the preset error range, the axle temperature control board on the vehicle is considered to be faulty.

[0113] This application also provides a rail vehicle, including a driver's cab and a rail vehicle axle temperature testing system as described in any of the above embodiments.

[0114] Please see Figure 21-22 , Figure 21 A schematic diagram of the structure of a driver's cab provided in an embodiment of this application; Figure 22 The schematic diagram of the steel structure of the driver's cab provided in this application.

[0115] In one specific embodiment, the driver's cab provided in this application includes a driver's cab steel structure 10 and an integrated driver's cab headgear 20. The driver's cab headgear 20 is situated on and fixed to the driver's cab steel structure 10. The driver's cab headgear 20 located in the top area of ​​the driver's cab adopts an integrated fiberglass sandwich structure. The driver's cab headgear 20 includes two fiberglass layers and a sandwich layer in the middle. The sandwich layer is specifically a pre-embedded polymethyl methacrylate (PMI) foam layer. The integrated fiberglass sandwich structure facilitates the control of the dimensional accuracy of the driver's cab headgear 20 after molding, improves the accuracy control of the three-dimensional interface dimensions of the windshield, external lighting, headlight glass, and windshield wipers, and facilitates the installation of three-dimensional components such as the windshield, external lighting, headlight glass, and windshield wipers. The driver's cab steel structure 10 located in the bottom area of ​​the driver's cab consists of a steel frame and a skin. The steel frame is a carbon steel metal frame. By setting the driver's cab headgear 20, the scope of the driver's cab steel structure 10 is reduced, the manufacturing costs of molds, gauges, bending parts, etc. are reduced, and the economy is improved. The fiberglass of the driver's cab head cover 20 has a lower density than carbon steel, and reducing the range of the driver's cab steel structure 10 helps to achieve lightweighting of the driver's cab head structure.

[0116] In addition, the joint between the driver's cab hood 20 and the driver's cab steel structure 10 should be located on a simple, smooth surface with minimal curvature variation, so as to facilitate the streamlined matching of the driver's cab hood 20 and the driver's cab steel structure 10 during installation, while reducing the manufacturing difficulty of the frame and skin components of the driver's cab steel structure 10 and improving economy; the curvature at the joint between the driver's cab hood 20 and the side wall of the driver's cab steel structure 10 is small, and the location with a large curvature variation between the side surface and the top surface is located on the fiberglass hood; the interface between the driver's cab hood 20 and the front wall component 11 and the rear wall component 12 is a two-dimensional curved surface.

[0117] The driver's cab steel structure 10 provides installation interfaces for both movable and fixed windows. These interfaces are distributed across the driver's cab hood 20 and the driver's cab steel structure 10. This means that the installation interfaces are entirely provided by both the driver's cab hood 20 and the driver's cab steel structure 10, preventing any component interface from crossing the seam between the driver's cab steel structure 10 and the driver's cab hood 20, thus avoiding installation difficulties. Specifically, the driver's cab steel structure 10 includes a front wall assembly 11, a rear wall assembly 12, a waist beam assembly 14, a roof curved beam assembly 18, and two side wall assemblies 13 arranged laterally opposite each other. The waist beam assembly 14 connects the front wall assembly 11 and the side wall assembly 13. The side wall assembly 13 connects the front wall assembly 11 and the rear wall assembly 12 longitudinally, and has installation interfaces for both movable and fixed windows.

[0118] Example 1 like Figure 23-30 As shown, Figure 23 A schematic diagram of the front wall provided in an embodiment of this application; Figure 24 This is a schematic diagram of the structure of the front wall mainboard provided in an embodiment of this application; Figure 25 This is a cross-sectional view of the front wall mainboard provided in an embodiment of this application; wherein, (a) is a cross-sectional view at point AA, and (b) is an enlarged view of a portion of the structure at point V in (a); Figure 26 A schematic diagram of a plate-beam structure provided in an embodiment of this application; Figure 27 for Figure 26 Enlarged schematic diagram of a local structure at point I; Figure 28 This is a top view of the steel structure of the driver's cab provided in an embodiment of this application; Figure 29 for Figure 28 Schematic diagram of the cross-sectional structure along the middle AA direction; Figure 30 This is a schematic diagram of the structure of the anti-collision post provided in an embodiment of this application.

[0119] In this embodiment, the front wall assembly 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, as described here and below, is based on the running direction of the rail vehicle, with the longitudinal direction being the length direction of the rail vehicle and the transverse direction being the width direction of the rail vehicle. The front wall assembly 11 is located at the end of the driver's cab steel structure 10, connected to the underframe and side wall assembly 13, and provides relevant installation interfaces for the opening and closing mechanism, head cover, electric whistle / wind whistle, brake lines, etc.

[0120] Among them, the front wall component 11 includes a front wall 111, and the front wall 111 includes: The front wall main board 1111 has a reinforced plate beam structure 1112 on the inner panel facing the driver's cab. The front wall reinforcement plate 1113 is set along the outer contour of the front wall main plate 1111 and is used to connect with the driver's cab head cover 20 and the side wall assembly 13; the thickness of the front wall reinforcement plate 1113 is greater than the thickness of the front wall main plate 1111.

[0121] Since the opening and closing mechanism and the head cover are heavier than other installation components, in order to ensure the installation reliability of the opening and closing mechanism and the head cover, 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 matches the top contour of the joint position of the driver's cab head cover 20. 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 head cover and the opening and closing mechanism to achieve lightweighting. The thickness of the front wall reinforcement plate 1113 is greater than that of the front wall main plate 1111. The front wall main plate 1111 is 2-4mm thick, preferably 2mm, and the thickness of the front wall reinforcement plate 1113 is 8-12mm thick, preferably 10mm. On the driver's side, the front wall reinforcement plate 1113 protrudes beyond the front wall main plate 1111a by a certain dimension, and on the driver's side, the front wall reinforcement plate 1113 protrudes beyond the front wall main plate 1111b by a certain dimension. A brake line installation interface 1114 and an electric horn and windhorn installation interface 1115 are respectively provided on the outer plate surface of the front wall main plate 1111 for installing brake lines, electric horns, and windhorns respectively. Two brake line installation interfaces 1114 and two electric horn and windhorn installation interfaces 1115 are provided, symmetrically arranged along the transverse center line of the front wall component 11. The brake line installation interface 1114 and the electric horn and windhorn installation interface 1115 are respectively provided as mounting seats with flanged wing plates. To ensure the strength and rigidity of the front wall component 11, a reinforced plate-beam structure 1112 is provided on the inner panel of the front wall main board 1111 facing the driver's cab. The plate-beam structure 1112 includes several intersecting front wall horizontal beams 11121 and front wall longitudinal beams 11122, as well as transverse reinforcing beams 11123. The brake line installation interface 1114 and the electric horn and windhorn installation interface 1115 are respectively located on the outer panel of the front wall main board 1111 at the intersection points of the plate-beam structure 1112 on the inner panel. The plate-beam structure 1112 provides support for each installation interface, thereby preventing electric... The whistle / baghorn and brake lines deform after welding; the front wall crossbeam 11121 and the front wall longitudinal beam 11122 can be set as L-shaped angle irons, each L-shaped angle iron including a first face 111211 and a second face 111212 that are perpendicular to each other. The first face 111211 is attached to the front wall main board 1111, and the second face 111212 is perpendicular to the front wall main board 1111. The first face 111211 and the second face 111212 of the front wall crossbeam 11121 and the front wall longitudinal beam 11122 are continuously set at the intersection; thus, the lateral load and longitudinal load at the intersection can be continuously transmitted.Taking the example of four longitudinal beams 11122 and two sets of three crossbeams 11121 on the front wall, the top of the longitudinal beams 11122 is close to the front wall reinforcement plate 1113 to ensure the transmission of longitudinal load, while allowing for adjustment, such as a gap of 1.5-3.5mm. At the intersection of the crossbeams 11121 and the longitudinal beams 11122, the second surface 111212 of the crossbeams 11121 extends laterally to the top of the first surface 111211 of the longitudinal beams 11122 and abuts against and is welded to the second surface 111212 of the longitudinal beams 11122. The first surface 111211 of the crossbeams 11121 extends laterally to the edge of the second surface 111212 of the longitudinal beams 11122 and abuts against and is welded to the crossbeams 11122. The L-shaped angle iron openings of the two sets of crossbeams 11121 are arranged opposite each other to further improve the connection strength. The transverse reinforcing beam 11123 is located at the bottom of the front wall main plate 1111 and extends along the length of the front wall main plate 1111. It is used to connect with the base frame and prevent deformation after the front wall reinforcing plate 1113 is assembled and welded with the interface outside the driver's cab, and to prevent deformation after the front wall assembly 11 is welded. It can be understood that the transverse reinforcing beam 11123 also has adjustment allowances at both ends, such as a gap of 1.5-3.5mm. The transverse reinforcing beam 11123 with low rigidity is set on the inner plate of the front wall 111 to cooperate with the base frame, and process adjustment allowances are set at the transverse reinforcing beam 11123 to ensure the overall outline and dimensions of the driver's cab assembly, and can simultaneously achieve load and shape, and can achieve lightweight design of the driver's cab.

[0122] The front wall reinforcement plate 1113 is set along the outer contour of the front wall main plate 1111. An opening / closing mechanism mounting interface 11131 and a headgear mounting interface 11132 are respectively provided on the front wall reinforcement plate 1113. The opening / closing mechanism mounting interfaces 11131 are set in two sets, each set including two opening / closing mechanism mounting interfaces 11131. The two sets of opening / closing mechanism mounting interfaces 11131 are symmetrically arranged on both sides of the transverse centerline of the front wall component 11. The opening / closing mechanism mounting interface can be set as a mounting base; the headgear mounting interface 11132 can be set as an elongated hole to provide installation adjustment range. The front wall 111 and the opening / closing mechanism are sealed with adhesive (mechanical connection, sealing). The outer contour of the front wall 111 is recessed compared to the outer contour of the opening / closing mechanism to reserve space for adhesive application; the front wall reinforcement plate 1113 provides support for adhesive application.

[0123] The driver's cab steel structure 10 provided in this application also includes an energy-absorbing beam 15, anti-collision posts 16, and anti-collision corner posts 17; the waist beam assembly 14 includes a transverse waist beam 141 and a longitudinal waist beam 142, with the transverse waist beam 141 located below the front window frame of the driver's cab; the longitudinal waist beam 142 is located below the side wall window; the front wall assembly 11, waist beam assembly 14, energy-absorbing beam 15, anti-collision posts 16, and anti-collision corner posts 17 form an energy-absorbing zone to ensure the driver's safety; the anti-collision posts 16, anti-collision corner posts 17, transverse waist beam 141, and longitudinal waist beam 142 form a protective belt to further protect the driver's personal safety.

[0124] Specifically, one end of the energy-absorbing beam 15 is fixedly connected to the front wall 111 along its length, and the other end of the energy-absorbing beam 15 is fixedly connected to the anti-collision post 16 along its length; the anti-collision post 16 and the energy-absorbing beam 15 are set in a one-to-one correspondence; the anti-collision post 16 and the anti-collision corner post 17 are both fixed below the transverse waist beam 141, and the anti-collision corner post 17 is located on the outside of the anti-collision post 16 along the transverse direction.

[0125] One end of the energy-absorbing beam 15 along its length is connected to the front wall reinforcement plate 1113, and preferably faces the installation interface of the opening and closing structure. The other end of the energy-absorbing beam 15 along its length is welded to the anti-collision post 16. Both the anti-collision post 16 and the anti-corner post are box beam structures. In the transverse direction of the driver's cab, the anti-collision corner post 17 is located transversely outside the anti-collision post 16. Optionally, there are two energy-absorbing beams 15, two anti-collision posts 16, and two anti-collision corner posts 17. To ensure the structural reliability and lightweight design of the aforementioned protective strips, several vertically arranged transverse stiffeners 161 are installed inside the crash posts 16 and corner posts 17, with the transverse stiffeners 161 in the same row of each crash post 16 and corner post 17 lying on the same horizontal plane. Taking the example of four transverse stiffeners 161 each for the crash posts 16 and corner posts 17, the first row of transverse stiffeners 161 of the crash posts 16 and the first row of transverse stiffeners 161 of the corner posts 17 are on the same horizontal plane, the second row of transverse stiffeners 161 of the crash posts 16 and the second row of transverse stiffeners 161 of the corner posts 17 are on the same horizontal plane, and so on.

[0126] To further ensure the structural reliability of the protective belt, the transverse waist beam 141 is provided with vertical stiffeners 1411 corresponding to the transverse side plates of the anti-collision posts 16 and anti-collision corner posts 17. Several vertical stiffeners 1411 are provided in the length direction of the transverse waist beam 141. Each anti-collision post 16 has two vertical stiffeners 1411 respectively on its two transverse side plates. Similarly, each anti-collision corner post 17 has two vertical stiffeners 1411 respectively on its two transverse side plates to improve the connection strength and ensure the continuous transmission of load.

[0127] Meanwhile, since the bottom is the first to collide when a collision occurs, and the bottom bears a larger load, a connecting stiffener 162 is provided between the bottoms of the adjacent anti-collision posts 16 and anti-collision corner posts 17 to facilitate the stability of the structure and the transfer of load.

[0128] Example 2 like Figures 31-39 As shown, Figure 31 This is a structural schematic diagram of the sidewalls provided in an embodiment of this application; Figure 32 This is a structural schematic diagram of the sidewalls provided in another embodiment of this application; Figure 33 for Figure 32 Schematic diagram of the AA-direction cross-section structure; Figure 34 for Figure 32 Schematic diagram of the BB-direction cross-section structure in the middle; Figure 35 This is an assembly diagram of the front wall and side wall components provided in an embodiment of this application; Figure 36 for Figure 35 A magnified view of the structure at point A in the middle; Figure 37 This is a schematic diagram of the lateral structure of the driver's cab steel structure provided in an embodiment of this application; Figure 38 A schematic diagram of the assembly structure of the rear wall components and end columns provided in the embodiments of this application; Figure 39 for Figure 38 A magnified schematic diagram of a local structure.

[0129] The side wall component 13 of this application provides an installation interface for corner windows, side windows, and the driver's cab. The side wall component 13 includes a side wall frame 131 and a side wall skin 132 located outside the side wall frame 131. The inner contours of the side wall frame 131 and the side wall skin 132 match. The skin needs to have good deformation capacity and a certain rigidity. Therefore, the thickness of the plate is relatively thin, generally 2~3mm. The side wall frame 131 plays the role of transmitting loads, and the skin plays the role of shaping and providing installation interfaces. Therefore, the thickness of the plate is relatively thicker than that of the skin.

[0130] Optionally, the side wall frame 131 includes a side wall curved beam 1311 and an end column 1312. The side wall curved beam 1311 extends longitudinally and its height gradually increases from front to back. With the direction of the front of the rail vehicle as the front, the front end of the side wall curved beam 1311 is connected to 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 curved beam 1311 and is arranged in the vertical direction. The end column 1312 is used to connect the rear 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 curved 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 be used as a positioning reference in the vehicle height direction. The longitudinal end faces of the end column 1312 are perpendicular to the rail surface and can be used as a positioning reference in the vehicle length direction when assembling the driver's cab side wall 13 and the driver's cab. Together with the longitudinal waist beam 142, they form the reference for manufacturing side windows and corner windows, which helps to ensure the manufacturing error of the side window and corner window frames. Preferably, the end column 1312 is a U-shaped column.

[0131] Furthermore, the sidewall frame 131 also includes: Several longitudinally arranged support beams 1313, the top of the first longitudinal support beam 1313 is fixed to the side wall curved beam 1311, the top of the remaining support beams 1313 other than the first support beam 1313 is fixed to the longitudinal waist beam 142, and the bottom of the support beams 1313 is used to fix to the base frame. The side wall curved beam 1311 below the longitudinal waist beam 142, the first support beam 1313 along the longitudinal direction, and the longitudinal waist beam 142 form the first side wall area, and a number of intersecting grid beam structures 1314 are provided in the first side wall area. The longitudinal waist beam 142, the first longitudinal support beam 1313 below the longitudinal waist beam 142 and the end column 1312 form the second side wall area; 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 the third side wall area, which is used to install corner windows and side windows.

[0132] The first support beam 1313, arranged longitudinally from front to back, is divided into upper and lower parts by 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 base frame. The tops of the remaining support beams 1313 are fixed to the lower surface of the longitudinal waist beam 142, and the bottoms of the remaining support beams 1313 are fixed to the base frame. The support beams are configured as a U-shaped structure, such as... Figure 34 As shown.

[0133] The first side wall area consists of a longitudinal waist beam 142, a side wall curved beam 1311 below the longitudinal waist beam 142, and the lower part of the first support beam 1313. Located outside the driver's cab safety area, this first side wall area provides an interface for the installation of the hood, and the curvature of the side wall skin 132 in this area varies considerably. Therefore, the perimeter of the side wall frame 131 in this area (except for the open structure at the bottom connection with the base frame) adopts a U-shaped frame with high rigidity. Several intersecting grid beam structures 1314 are provided within the first side wall area, using an orthogonal grid beam structure, i.e., a relatively thin, dense, and short longitudinal and transverse grid beam structure 1314. This facilitates shaping while ensuring strength and rigidity. The thickness of the orthogonal grid beams in this area is 3mm, and the spacing between the orthogonal grid beams is between 200 and 300mm. The front ends of some of the crossbeams and side wall curved beams 1311 of the grid beam structure 1314 are fixed to the front wall reinforcement plate 1113. The grid beams are made of L-shaped or U-shaped angle irons and are fixed to the front wall reinforcement plate 1113 of the driver's cab in an open structure to increase stability and reduce noise.

[0134] The second side wall area consists of a longitudinal waist beam 142, the lower part of the first support beam 1313, and end columns 1312, forming a box-shaped stable structure for load transfer; the side wall frame 131 also includes: Several transverse reinforcing beams 1317 are located between adjacent support beams 1313, support beams 1313 and end columns 1312, respectively. The transverse reinforcing beams 1317 are used to support the side wall skin 132. A reinforcing plate 1318 is provided below any support beam 1313, and the support beam 1313 is fixed to the base frame via the reinforcing plate 1318.

[0135] Similar to the first side wall area, the bottom of the second side wall area is an open structure. Due to the relatively small curvature change in this area, and considering shape retention and weight reduction requirements, transverse reinforcing beams 1317 are used to support the side wall skin 132 between each supporting beam 1313. The interval between each supporting beam 1313 is set at 600-700mm to meet shape retention and weight reduction requirements, and the transverse reinforcing beams 1317 are set at a vertical interval of 250-300mm. Specifically, several transverse reinforcing beams 1317 are located between adjacent supporting beams 1313, between supporting beams 1313 and end columns 1312; simultaneously, a reinforcing plate 1318 is provided below each supporting beam 1313, and the supporting beam 1313 is fixed to the base frame via the reinforcing plate 1318 to reduce stress concentration. The transverse reinforcing beams 1317 are set as L-shaped angle irons.

[0136] Furthermore, the side wall frame 131 also includes several side wall reinforcement plates 1319, located at the longitudinal front end of the grid beam structure 1314, specifically set within the front grid of the grid beam structure 1314; the side wall curved beam 1311 and some of the side wall reinforcement plates 1319 are fixed to the front wall assembly 11. Before the front open structure of the front wall assembly 11 is connected to the front wall reinforcement plate 1113, the side wall reinforcement plates 1319 are welded first. The side wall reinforcement plates 1319 and the front wall reinforcement plate 1113 in the outer contour area of ​​the front wall assembly 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.

[0137] Considering manufacturing costs and processability, the sidewalls are typically constructed by welding multiple sidewall skins 132 to a sidewall frame 131. To control deformation of the sidewall skins 132 after welding, the dividing lines between the multiple sidewalls are set on a supported frame, such as longitudinal waist beams 142 or support beams 1313. Simultaneously, corresponding support plates 13131 can be installed on the support beams to improve support for the sidewall skins. Figure 33 As shown.

[0138] The third side wall area provides installation interfaces for corner windows and side windows, specifically including corner window installation interface 1315 and side window installation interface 1316; the top provides an interface for hood installation. The structural design of this area should facilitate the installation of corner windows, side windows, and hoods, reducing error accumulation. The first, second, and third side wall areas are formed by integral components such as longitudinal waist beam 142 and end columns 1312, which helps reduce manufacturing errors in the connection between the second and third side wall areas. The two sides of the U-shaped beam of the end column 1312 are perpendicular to the rail surface and can be used as a positioning reference in the vehicle length direction when assembling the driver's cab side wall 13 and the driver's cab. The upper and lower planes of the longitudinal waist beam 142 (which are parallel to the rail surface) can be used as a positioning reference in the vehicle height direction of the third side wall area, forming a reference for the manufacturing of side windows and corner windows together with the end column 1312, thus helping to ensure the manufacturing error of the side window and corner window frames. The upper sidewall curved beam 1311 of the third sidewall area provides an interface for the headgear installation, and is designed in sections with the longitudinal waist beam 142 and the sidewall curved beam 1311 of the first sidewall area. The design of the beams and columns inside the first sidewall area needs to take into account the load transfer and distribution near the front of the vehicle. The beam row design is consistent with the U-shaped beam row section at the corresponding position in the first sidewall area; the beam row between the corner windows and side windows is designed to take into account the outline of the corner windows and side windows.

[0139] The side wall component 13 is a curved component, using the end column 1312 as the reference for the vehicle length direction and the longitudinal waist beam 142 as the reference for the side wall height direction. This reduces the accumulation of manufacturing errors after the installation of corner windows and side window frames, facilitating the subsequent installation of interior trim, corner windows, side windows, and the driver's cab, and saving on assembly and repair work. The end column 1312 is a U-shaped column, with its outer contour matching the inner skin of the driver's cab side wall, providing good rigidity and resistance to deformation, which helps to ensure the outline of the driver's cab after the side wall component 13 is connected to the rear wall. Stiffeners are installed at the corresponding positions of the end column 1312, the side wall curved beam 1311, and the longitudinal waist beam 142 to facilitate load transfer.

[0140] Example 3 like Figures 40-43 As shown, Figure 40 This is a schematic diagram of the structure of the back-end wall provided in an embodiment of this application; Figure 41 A partial enlarged schematic diagram of the top curved beam provided in an embodiment of this application; Figure 42 A schematic diagram of the assembly structure of the driver's cab headgear and end columns provided in the embodiments of this application; Figure 43 This is a schematic diagram of the assembly structure of the end column and the passenger compartment provided in an embodiment of this application.

[0141] The rear wall assembly 12 provided in this application is a planar structure used to connect the driver's cab and the passenger compartment. The rear wall assembly 12 includes a top curved beam 121 and a rear wall frame 122. The top curved beam 121 spans across the rear wall frame 122 laterally, and the bottom surfaces of both ends of the top curved beam 121 rest on the top surface of the end column 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 wall frame 122. The top curved beam 121 also provides a connection interface for the driver's cab hood 20 and the passenger compartment roof structure, and connects to the end column 1312 of the side wall. To facilitate measurement and assembly positioning during driver's cab assembly, the interface between the top curved beam 121 and the end column 1312 is parallel to the rail surface.

[0142] Optionally, the rear wall frame 122 includes: The centerline of the rear wall door frame 123 coincides with or is parallel to the transverse centerline of the driver's cab steel structure 10; the bottom of the rear wall door frame 123 is used to connect with the base frame. Several rear wall beams 124, and the door frame columns on both sides of the rear wall door frame 123 are connected to the end columns 1312 via several rear wall beams 124.

[0143] The rear wall door frame 123 has two door frame columns arranged laterally opposite each other, and the bottom of the rear wall door frame 123 is used to connect with the base frame. The rear wall crossbeam 124 is preferably set as an L-shaped angle iron or a U-shaped angle iron, which has an open structure during the rear wall construction to provide process allowance. This ensures the installation accuracy of the door frame structure and facilitates the connection between the driver's cab side wall and the rear wall 12. The length of the rear wall crossbeam 124 can be adjusted to ensure the overall outline accuracy requirements of the driver's cab. Similarly, the bottom column of the rear wall door frame 123 is also set as an open structure, such as an L-shaped structure or a U-shaped structure. The open structure is used to connect with the base frame floor surface, which reduces the connection area and facilitates the adjustment of the height dimension.

[0144] Optionally, the top curved beam 121 is provided with a head cover end interface 1211 at one end along the longitudinal direction toward the driver's cab head cover 20; And / or, the top surface of the top curved beam 121 is provided with a passenger compartment top area interface 1212 on the side of the top surface near the passenger compartment.

[0145] The end interface 1211 of the head cover has a stepped structure, and the end of the driver's cab head cover 20 is also set with a stepped structure to achieve docking and fixation by adhesive 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 to overlap with the passenger compartment top area, specifically the passenger compartment skin. It can be understood that after the driver's cab is assembled, the passenger compartment roof skin overlaps on the top curved beam 121 to ensure welding quality and the airtightness of the entire vehicle. The passenger compartment roof assembly is the last component assembled during the vehicle body assembly. After ensuring the airtightness of the roof skin and the rear wall of the driver's cab, in order to reduce repair and adjustment work, a connecting plate is set between the passenger compartment roof frame and the top curved beam 121 of the rear wall of the driver's cab to adjust the manufacturing error during vehicle body assembly and ensure the vehicle body length.

[0146] Meanwhile, in order to connect the end column 1312 with the passenger compartment and the driver's cab, the end column 1312 is provided with an installation flange 13121 extending towards the passenger compartment side in the longitudinal direction, and the connection seam of the side wall skin 21132 of the passenger compartment and the side wall skin 132 of the driver's cab is connected to the installation flange 13121. The side wall frame 22131 of the guest room extends longitudinally to the inner surface of the mounting flange 13121 and docks with the longitudinal end wall of the end column 1312.

[0147] The mounting flange 13121 can specifically be an L-shaped angle iron. One side of the L-shaped angle iron fits against the longitudinal end wall of the end column 1312, and the other side of the L-shaped angle iron extends longitudinally towards the passenger compartment. The connection seam between the passenger compartment side wall skin 21132 and the driver's cab side wall skin 132 overlaps on the mounting flange 13121. The end column 1312 simultaneously provides support for both the passenger compartment side wall skin 132 and the driver's cab side wall skin 132, ensuring welding quality and the airtightness of the entire vehicle. The end column 1312 of the passenger compartment frame and the driver's cab side wall 13 is connected through 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's cab end column 1312, and the passenger compartment roof skin and the top curved beam 121 adopt an overlapping structure, which helps to ensure welding quality, dimensional accuracy after vehicle body assembly, and the airtightness of the entire vehicle.

[0148] In one specific embodiment, after the driver's cab is assembled, its structure with the underframe includes the interface between the front wall assembly 11 and the underframe, the interface between the side wall assembly 13 and the underframe, and the interface between the rear wall assembly 12 and the underframe. Because the overall rigidity of the underframe is relatively high, a transverse reinforcing beam 11123 with lower rigidity is installed on the inner side of the front wall of the driver's cab for connection, ensuring the dimensional accuracy and airtightness of the assembled vehicle body. The side wall frame 131 is connected to the underframe plane via an open support beam 1313, and the side wall skin 132 overlaps the support beam 1313, ensuring not only an aesthetically pleasing appearance after welding but also the airtightness of the entire vehicle.

[0149] The aforementioned driver's cab is suitable for vehicles with carbon steel bodies and structures requiring significant interior space. It combines a bottom driver's cab steel structure 10 with an upper driver's cab headliner 20. The bottom driver's cab steel structure 10 is composed of a carbon steel metal frame and skin, providing load-bearing capacity and shape stability to ensure driver safety. It also provides installation interfaces for driver's cab equipment such as side windows and operable windows, reducing the space occupied within the cab and ensuring convenient operating space. The reduced size of the driver's cab steel structure 10 helps lower the manufacturing costs of molds, gauges, and bending parts, improving economic efficiency and achieving lightweight design.

[0150] The upper driver's cab hood 20 adopts a fiberglass sandwich structure that facilitates curved surface design, providing three-dimensional interfaces for the windshield, external lighting, headlight glass, etc. This achieves both lightweight design and reduced manufacturing costs. Furthermore, the fiberglass composite material manufacturing process improves the dimensional accuracy of three-dimensional components and the control of interface matching. The driver's cab hood 20 is connected by bolts to ensure reliable connection, and a sealant structure is used to seal the driver's cab steel structure 10 to the driver's cab hood 20.

[0151] The connection interfaces between the major modules of the driver's cab, including the front wall component 11, the side wall component 13, and the rear wall component 12, adopt a connection structure with high stiffness matching low stiffness. In addition, process adjustment is set in the area with low stiffness, which helps to ensure the overall outline and dimensions of the driver's cab after assembly.

[0152] The design of the connection interfaces between the front wall, side wall, and rear wall of the driver's cab during its assembly, as well as the interface relationship design between the driver's cab steel structure 10 and the passenger compartment underframe, side wall, and roof, can reduce the amount of assembly and repair work, control post-weld deformation, and ensure the dimensional accuracy and sealing of the entire vehicle.

[0153] Although preferred embodiments of this application have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of this application.

[0154] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. A rail vehicle axle temperature testing system, characterized in that, It includes a test device and a receiving device, wherein the test device and the receiving device are wirelessly connected; The testing equipment includes an external temperature acquisition device and a central control device. 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 under test. The central control device is connected to the external temperature acquisition device and the receiving device respectively for data and signal interaction. The receiving device is used to connect to the central control unit (CCU) and the on-board axle temperature control unit respectively for data interaction, and to send control commands to the testing device and receive test data sent by the testing device. The central control device is used to compare the collected external temperature with the axle temperature detected by the temperature sensor to be measured. When the difference between the two is within a preset error range, the temperature sensor to be measured is considered to be normal, and the comparison result is sent to the receiving device.

2. The rail vehicle axle temperature testing system according to claim 1, characterized in that, The receiving device is used to collect the axle temperature of the temperature sensor under test sent by the vehicle axle temperature host, and compare the detected temperature of the temperature sensor under test with the external area temperature collected by the testing device. When the difference between the two is within the preset error range, the cable between the temperature sensor under test and the vehicle axle temperature host, as well as the vehicle axle temperature host, are considered to be normal.

3. The rail vehicle axle temperature testing system according to claim 1, characterized in that, The central control device is also used to output a preset test temperature to the vehicle axle temperature host; and to receive the actual test temperature sent by the vehicle axle temperature host collected by the receiving device, compare the actual test temperature with the preset test temperature output by the testing device, and when the difference between the two is not within the preset error range, it is considered that there is a cable fault between the temperature sensor under test and the vehicle axle temperature host, and the central control device performs a cable continuity test.

4. The rail vehicle axle temperature testing system according to claim 1, characterized in that, The testing equipment also includes a heating device for heating the temperature sensor under test, and the heating device is connected to the central control device. The heating device includes a heating cylinder and a heating base, wherein the heating cylinder is a sealed structure with an open top; The heating base is detachably connected to the heating cylinder, and the temperature sensor to be measured is located below the heating base; several short-wave infrared emitting components are provided below the heating base for emitting infrared rays to heat the temperature sensor to be measured.

5. The rail vehicle axle temperature testing system according to claim 4, 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 to obtain the warning temperature of the temperature sensor to be tested according to 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 tested. When the difference between the two is within the preset warning error range, the system warning test is considered to be normal.

6. The rail vehicle axle temperature testing system according to claim 1, characterized in that, The testing equipment also includes a heating device, a power supply, a first data transmission device, a hard-wired 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 uses the MODBUS TCP communication protocol to connect to the receiving device via an industrial wireless network; The hard-wired test interface is connected to the test interface via a hard wire and is used 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 power the test equipment; The central control device is connected to the heating device, power supply, first data transmission device, hard-wired test interface, and device display screen, respectively.

7. The rail vehicle axle temperature testing system according to claim 6, characterized in that, The testing equipment includes a test chamber, which is equipped with a power indicator light, a running indicator light, a 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 wire test interface, and a power switch.

8. The rail vehicle axle temperature testing system according to claim 7, characterized in that, The bottom of the test chamber is provided with a set of roller assemblies and a locking pin for locking the roller assemblies; The top of the test chamber is provided with two telescopic support rods facing each other, and a pull rod is provided between the tops of the two telescopic support rods; the bottom of the test chamber is provided with two telescopic support rod compartments facing the telescopic support rods.

9. 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 uses the MODBUS TCP communication protocol to connect to the test equipment via an industrial wireless network; The power source provides electrical energy to the receiving device; The receiving display screen is used to display the test data sent by the test 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 on-board axle temperature control unit. The receiving control device is used to interact with the central control unit (CCU) and the on-board axle temperature host through the network communication interface. The test equipment data is then transmitted to the remote control platform via a second data transmission device, and control commands are sent to the test equipment and test data is received from the test equipment.

10. The rail vehicle axle temperature testing system according to claim 7, characterized in that, The testing equipment also includes a cable assembly for connecting the testing equipment and the vehicle-mounted terminal for signal transmission; the cable assembly includes: Cables; A test device end connector, located at the first end of the cable, includes a test device end connector housing, a test device end connector female pin module, and a waterproof plug. The test device end connector female pin module and the waterproof plug are located inside the test device end connector housing. The test device end connector female pin module is connected to the first end of the cable. The vehicle-mounted connector, located at the second end of the cable, includes a vehicle-mounted connector housing, a vehicle-mounted connector male pin module, and a waterproof plug. The vehicle-mounted connector male pin module and the waterproof plug are located inside the vehicle-mounted connector housing, and the vehicle-mounted connector male pin module is connected to the second end of the cable.

11. The rail vehicle axle temperature testing system according to claim 10, characterized in that, The external temperature acquisition device includes an infrared temperature sensor assembly, which includes: An external temperature sensor connector, a cable, and an infrared temperature sensor are arranged sequentially, with a sensor housing on the outside of the infrared temperature sensor; The external temperature sensor connector is used to connect to the external temperature sensor interface.

12. The rail vehicle axle temperature testing system according to claim 11, characterized in that, The external temperature acquisition device also includes a PT100 temperature sensor assembly, which comprises: The PT100 temperature sensor connector, cable, and PT100 temperature sensor are arranged in sequence. The PT100 temperature sensor connector is used to connect to the external temperature sensor interface.

13. The rail vehicle axle temperature testing system according to claim 11, characterized in that, The testing equipment further includes a hard wire testing device, which includes: The hard wire test interface connector, cable, and hard wire test box are arranged sequentially, wherein the hard wire test interface connector is used to connect to the hard wire test interface; The hard-wire test box has several test terminals.

14. A method for testing axle temperature in a rail vehicle axle temperature testing system, characterized in that, The rail vehicle axle temperature testing system includes a testing device and a receiving device, which are wirelessly connected. The testing device includes an external temperature acquisition unit, a testing interface, and a central control unit. The external temperature acquisition unit collects the temperature of the surrounding area around the axle and sends it to the central control unit. The testing interface connects to a temperature sensor under test and collects the detected temperature of the sensor, sending it to the central control unit. The central control unit connects to the external temperature acquisition unit, the testing interface, and the receiving device for data and signal interaction. The receiving device connects to the central control unit (CCU) and the onboard axle temperature control unit for data interaction, sends control commands to the testing device, and receives test data from the testing device. The testing method includes: The axle temperature is collected by the temperature sensor to be measured, and the collected axle temperature is sent to the central control device. The external temperature acquisition 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 under test with the temperature of the external area. When the difference between the axle temperature and the external area temperature is within a preset error range, the temperature sensor under test is considered to be normal.

15. The axle temperature testing method of the rail vehicle axle temperature testing system according to claim 14, characterized in that, The testing method also includes: The receiving device collects the axle temperature from the temperature sensor under test sent by the axle temperature host on the vehicle, and compares the detected temperature of the temperature sensor under test with the external temperature collected by the testing device. When the difference between the two is within a preset error range, the cable between the temperature sensor under test and the axle temperature host on the vehicle, as well as the axle temperature host on the vehicle, are considered to be normal.

16. The axle temperature testing method of the rail vehicle axle temperature testing system according to claim 14, characterized in that, The testing method also includes: The faulty temperature sensor is detected by the rail vehicle axle temperature testing system.

17. The axle temperature testing method of the rail vehicle axle temperature testing system according to claim 16, characterized in that, The fault detection also includes: The central control device outputs a preset test temperature to the vehicle axle temperature host and receives the actual test temperature sent by the vehicle axle temperature host collected by the receiving device. The actual test temperature is compared with the preset test temperature output by the testing device. If the difference between the two is not within the preset error range, it is considered that there is a cable fault between the temperature sensor under test and the vehicle axle temperature host, and a cable continuity test is performed.

18. The axle temperature testing method of the rail vehicle axle temperature testing system according to claim 17, characterized in that, When the difference between the actual test temperature and the preset test temperature output by the test equipment is within the preset error range, the axle temperature control board on the vehicle is considered to be faulty.

19. A rail vehicle, characterized in that, Includes the driver's cab and the rail vehicle axle temperature testing system as described in any one of claims 1-13.

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