A monitoring system for a railway container flat car and a railway container flat car

Abstract

The application discloses a kind of monitoring systems for railway container flatcar, belong to railway freight vehicle technical field.The system includes: axle temperature sensor, for collecting bearing temperature;Speed sensor, for collecting wheel speed;Integrated pressure monitoring gas path box, for collecting train pipe pressure, brake cylinder pressure and auxiliary air cylinder pressure;Anti-skid monitoring host box is electrically connected with axle temperature sensor, speed sensor and integrated pressure monitoring gas path box respectively, for receiving and processing temperature, speed and pressure signal to generate monitoring data;And communication module is electrically connected with anti-skid monitoring host box, for sending monitoring data to ground monitoring center and vehicle-mounted monitoring platform.The application realizes the real-time monitoring and remote transmission of container flatcar bearing temperature and brake system state (train pipe, brake cylinder, auxiliary air cylinder pressure), provides data support for vehicle safe operation.

Description

Technical Field

[0001] This invention relates to the field of railway freight vehicle technology, specifically to a monitoring system for railway container flatcars and a railway container flatcar. Background Technology

[0002] Railway container transport is an important component of the modern logistics system. Currently, my country's railway container flatcars mainly consist of two series: 60t (such as X6BK) and 70t (such as X70). The 60t series includes models such as X6BK, X6CK, and X6K, while the 70t series includes models such as X70, X4K, X2K, and NX70. These vehicles are all conventional railway freight cars with a maximum operating speed of less than 120 km / h and are not equipped with any operational status monitoring systems.

[0003] The existing container flatcars are railway freight cars with speeds below 120 km / h, classified as conventional railway freight cars, and lack a monitoring system. The technical solution adopted is a welded car body with a high-span beam and low-side beam load-bearing structure, equipped with K6 type bogies with lever brakes, a coupler buffer device with 17 type couplers and MT-2 type buffers, a braking system with 12-inch brake cylinders, KZW-A type empty / loaded car adjustment devices, and NSW type handbrakes, and a container locking device with FT-R locks and a push-pull tilting structure. Specific structure and configuration are as follows... Figure 1 As shown, this configuration only meets the traction requirements of freight locomotives. The express container flatcars are pulled by locomotives with a speed of 160 km / h, which is a speed range of 160 km / h. The vehicles require real-time monitoring of bearing temperature, braking status, and other factors. Therefore, the existing railway freight car configuration has technical shortcomings that do not meet the operational requirements of express freight cars. Summary of the Invention

[0004] In view of this, embodiments of the present invention provide a monitoring system for railway container flatcars and a railway container flatcar, so as to provide real-time monitoring of data such as bearing temperature and braking status for railway container flatcars.

[0005] To achieve the above objectives, the embodiments of the present invention provide the following technical solutions:

[0006] A monitoring system for railway container flatcars includes:

[0007] Axle temperature sensor, used to collect the temperature of the bearings in railway container flatcars;

[0008] Speed ​​sensor, used to collect the rotational speed of the wheels;

[0009] An integrated pressure monitoring air circuit box is used to collect train pipe pressure, brake cylinder pressure, and auxiliary air cylinder pressure;

[0010] The anti-slip monitoring main unit is electrically connected to the shaft temperature sensor, speed sensor and integrated pressure monitoring air circuit box, respectively, and is used to receive and process the collected temperature, speed and pressure signals to generate monitoring data;

[0011] Additionally, a communication module electrically connected to the anti-slip monitoring main unit is used to send the monitoring data to the ground monitoring center and the vehicle-mounted monitoring platform.

[0012] Optionally, in the above-mentioned monitoring system for railway container flatcars, the railway container flatcar has N axles, each axle has 2 bearings, where N is a positive integer not less than 2, the number of axle temperature sensors is 2N, and each axle temperature sensor corresponds one-to-one with the bearing on the axle, with each axle temperature sensor used to monitor the temperature of its corresponding bearing.

[0013] Optionally, in the above-mentioned monitoring system for railway container flatcars, the railway container flatcar has 4 axles and the number of axle temperature sensors is 8.

[0014] Optionally, in the above-mentioned monitoring system for railway container flatcars, the number of speed sensors is N, and each speed sensor corresponds one-to-one with an axle to monitor the rotational speed of the wheels on the axle.

[0015] Optionally, the above-mentioned monitoring system for railway container flatcars also includes an ambient temperature sensor, which is electrically connected to the anti-slip monitoring main unit and is used to collect ambient temperature so that the processing system in the anti-slip monitoring main unit can correct the measured value of the axle temperature sensor based on the ambient temperature.

[0016] Optionally, the above-mentioned monitoring system for railway container flatcars further includes: a main air duct pressure monitoring air circuit box, which is electrically connected to the anti-slip monitoring main unit box and is used to collect the main air duct pressure of the railway container flatcar.

[0017] Optionally, in the above-mentioned monitoring system for railway container flatcars, the communication module includes a wireless communication module and a wired communication module. The wireless communication module is used to send the monitoring data to the ground monitoring center, and the wired communication module is used to send the monitoring data to the on-board monitoring platform.

[0018] Optionally, in the above-mentioned monitoring system for railway container flatcars, the wireless communication module is a 4G / BeiDou dual-mode antenna, and the anti-slip monitoring main unit is equipped with a 4G communication unit and a BeiDou short message communication unit that cooperate with the 4G / BeiDou dual-mode antenna.

[0019] Optionally, in the above-mentioned monitoring system for railway container flatcars, the system also includes a junction box, through which the axle temperature sensor, speed sensor and integrated pressure monitoring air circuit box are electrically connected to the anti-slip monitoring main unit box.

[0020] A railway container flatcar includes a monitoring system for railway container flatcars as described in any one of the above claims.

[0021] As can be seen, this application discloses a monitoring system for railway container flatcars. The system includes: an axle temperature sensor for collecting bearing temperature; a speed sensor for collecting wheel speed; an integrated pressure monitoring air circuit box for collecting train pipe pressure, brake cylinder pressure, and auxiliary air cylinder pressure; an anti-skid monitoring main unit, electrically connected to the axle temperature sensor, speed sensor, and integrated pressure monitoring air circuit box, for receiving and processing temperature, speed, and pressure signals to generate monitoring data; and a communication module, electrically connected to the anti-skid monitoring main unit, for transmitting the monitoring data to a ground monitoring center and an onboard monitoring platform. This invention achieves real-time monitoring and remote transmission of the bearing temperature and braking system status (train pipe, brake cylinder, and auxiliary air cylinder pressure) of container flatcars, providing data support for safe vehicle operation. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0023] Figure 1 A schematic diagram of the existing container flatcar structure and configuration;

[0024] Figure 2 This is a schematic diagram of the framework structure of the monitoring system for railway container flatcars disclosed in the embodiments of this application;

[0025] Figure 3 Schematic diagram of the vehicle monitoring system

[0026] Figure 4 A schematic diagram showing the locations of shaft temperature and speed monitoring components in the monitoring system;

[0027] Figure 5 This is a schematic diagram showing the location of the brake monitoring components in the monitoring system;

[0028] Figure 6 This is a schematic diagram showing the location of the communication components in the monitoring system. Detailed Implementation

[0029] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0030] The existing railway freight car monitoring schemes in the background technology have many defects, specifically: (1) They lack systematic and integrated real-time monitoring capabilities for bearing temperature and braking status (including train pipe pressure, brake cylinder pressure, auxiliary air cylinder pressure and wheel speed). The monitoring parameters are independent of each other and cannot achieve multi-dimensional collaborative analysis and early warning; (2) They are not specifically designed for the safety operation requirements of 160km / h speed-class express container flatcars, such as high-speed operation, frequent braking and long-distance endurance. The monitoring response speed, data processing accuracy and anti-skid control logic cannot meet the dynamic response requirements of high-speed braking, and are prone to false alarms, missed alarms and anti-skid control lag; (3) The monitoring data lacks high-speed, reliable and redundant wireless transmission means. Data interruption is prone to occur in complex scenarios such as remote sections and tunnels, and real-time data communication between the ground monitoring center and the vehicle monitoring platform cannot be guaranteed. In view of this, the present invention proposes a monitoring system for railway express container flatcars, which can effectively solve the above technical defects and adapt to the safety monitoring requirements of 160km / h speed-class container flatcars.

[0031] See Figure 2 and Figure 3 The monitoring system for railway container flatcars in this embodiment includes: an axle temperature sensor 1, a speed sensor 2, an integrated pressure monitoring air circuit box 3, an anti-skid monitoring main unit 4, and a communication module 5. The axle temperature sensor 1 is used to collect the temperature of the bearings of the railway container flatcar; the speed sensor 2 is used to collect the wheel rotation speed; the integrated pressure monitoring air circuit box 3 is used to collect the train pipe pressure, brake cylinder pressure, and auxiliary air cylinder pressure; the anti-skid monitoring main unit 4 is electrically connected to the axle temperature sensor 1, speed sensor 2, and integrated pressure monitoring air circuit box 3 respectively, and is used to receive and process the collected temperature, rotation speed, and pressure signals to generate monitoring data; the communication module 5 is used to send the monitoring data to a ground monitoring center or an onboard monitoring platform.

[0032] This embodiment takes a 160km / h speed-class four-axle container flatcar as an example (N=4, the four-axle container flatcar has a total of 4 axles and 8 bearings, and the specific selection, installation method and function implementation of each component in the system are as follows).

[0033] Shaft temperature sensors 1: Quantity 2N (i.e., 8 sensors), with each of the 8 sensors corresponding to one of the 8 bearings. Each bearing is independently equipped with one shaft temperature sensor to ensure comprehensive bearing temperature monitoring. In this embodiment, a PT100 platinum resistance temperature sensor can be used. During installation, the shaft temperature sensor is screwed into the pre-drilled mounting hole on the bearing end cap using stainless steel threads. The sensor probe is tightly fitted to the outer ring of the bearing, and high-temperature resistant thermally conductive silicone grease is applied to the contact surface to ensure thermal conductivity and avoid temperature measurement errors caused by poor contact. The sensor cable is an oil-resistant, low-temperature resistant, and interference-resistant shielded cable with a shielding layer grounding resistance ≤1Ω. The cable length is customized according to the axle position, and the cable is fixed along the crossbeam of the vehicle body frame using stainless steel cable ties to prevent damage from friction with the vehicle body. The cable terminal uses a waterproof aviation plug to connect to the subsequent junction box. Each shaft temperature sensor collects the temperature signal of the corresponding bearing in real time, with a sampling frequency of 10Hz. The analog temperature signal is converted into a 4~20mA standard current signal output for subsequent signal transmission and processing.

[0034] Speed ​​sensors 2: There are N (i.e., 4) speed sensors, each corresponding to one of the 4 axles. One speed sensor is located at the end of each axle. These speed sensors 2 are used to collect the rotational speed of the wheels on each axle. For example, see... Figure 4 As shown, each axle has a corresponding axle temperature sensor 1 at both ends and a speed sensor 2 at the non-braking end of each axle. This embodiment can use Hall effect speed sensors. The Hall effect speed sensors are installed at the non-braking ends of each axle and fixed to the side frame of the bogie using brackets. The gap between the sensor probe and the signal gear ring at the axle end is adjusted to 0.8~1.2mm to ensure the stability of non-contact measurement and prevent damage to the probe from collision with the gear ring due to vibration during operation. The signal gear ring is made of high-strength steel with surface hardening treatment to prevent wear. The gear ring is interference-fitted with the axle to ensure the accuracy of speed measurement. When working, the speed sensor 2 collects the wheel speed signal in real time at a sampling frequency of 100Hz, converting the speed signal into a digital pulse signal output to provide basic data for subsequent anti-skid control and speed calculation.

[0035] Integrated Pressure Monitoring Air Circuit Box 3: This box is used to simultaneously collect train pipe pressure, brake cylinder pressure, and auxiliary air cylinder pressure, achieving integrated monitoring of multiple parameters of the braking system. In this embodiment, the integrated pressure monitoring air circuit box adopts a modular design, with three independent piezoresistive pressure sensors built-in, each corresponding to one of the three pressure monitoring channels. Each channel is independently calibrated to avoid mutual interference. During installation, the integrated pressure monitoring air circuit box 3 is connected in parallel to the reserved pressure measurement holes of the train pipe, brake cylinder, and auxiliary air cylinder via T-connectors. The air circuit connection uses stainless steel high-pressure hoses, and the connectors use compression fittings for sealing to ensure no air leakage. The air circuit box is fixed near the brake lines on the car body underframe, away from heat-generating components to avoid temperature affecting pressure measurement accuracy. A condensate drain port is provided inside the air circuit box to periodically drain condensate and prevent sensor damage due to moisture. The integrated pressure monitoring air circuit box collects the three pressure signals in real time at a sampling frequency of 50Hz, converts the pressure signals into standard current signals, and outputs them to the anti-slip monitoring main unit.

[0036] Anti-slip monitoring main unit 4: As the core control unit of the system, the anti-slip monitoring main unit 4 is electrically connected to the axle temperature sensor 1, speed sensor 2, and integrated pressure monitoring air circuit box 3, respectively. It is used to receive and process the collected temperature, speed, and pressure signals to generate standardized monitoring data. In this embodiment, the anti-slip monitoring main unit is installed on a reserved mounting base under the underframe in the middle of the car body. It adopts a cast aluminum shell with an anodized surface treatment, which has the characteristics of corrosion resistance, vibration resistance, and high temperature resistance, and can withstand the harsh environment during railway vehicle operation. The main unit housing includes a core control module, a signal acquisition module, a data processing module, a power supply module, and a storage module. The core control module is implemented using a microprocessor, which can simultaneously process various axle temperature, speed, and pressure signals. The signal acquisition module uses an ADC converter to convert the current signals or digital pulse signals output by various sensors into digital signals, ensuring the accuracy of signal acquisition. The data processing module incorporates a dedicated algorithm to filter, calibrate, and analyze the acquired temperature, speed, and pressure signals, generating standardized monitoring data containing information such as axle temperature values, wheel speeds, train pipe / brake cylinder / auxiliary air cylinder pressures, and signal status. The power supply module features a wide voltage input design, adapting to railway vehicle power supply systems, and includes overvoltage, overcurrent, and short-circuit protection circuits to ensure stable operation of the main unit. The storage module stores relevant data acquired or processed by the anti-slip monitoring main unit 4. It can use industrial-grade storage media, locally caches acquired data and calculated monitoring data for a preset duration to prevent data loss, supports data cyclic overwriting, and allows data export via the communication module. The anti-slip monitoring main unit 4 connects to each sensor using waterproof aviation plugs, and the cables use multi-core shielded cables to ensure stable signal transmission and electromagnetic interference resistance that meets relevant industry standards.

[0037] Communication Module 5: Communication module 5 is electrically connected to the anti-skid monitoring host box 4 and is used to send monitoring data to the ground monitoring center or vehicle-mounted monitoring platform in real time. In this embodiment, the communication module adopts a 4G / 5G wireless communication module. The antenna of the communication module is installed on the reserved antenna mount on the roof of the vehicle to ensure the wireless signal reception strength. The antenna cable adopts a low-loss coaxial cable, which is introduced into the vehicle body through a waterproof connector and connected to the communication module. Communication module 5 establishes a connection with the ground monitoring center using the TCP / IP protocol. The data transmission cycle is configurable and supports the function of resuming interrupted transmission. When the network is interrupted, the monitoring data is temporarily stored in the storage module of the anti-skid monitoring host box 4 and automatically resumed after the network is restored. The connection between communication module 5 and the vehicle-mounted monitoring platform can be wired to ensure real-time synchronization of data at the vehicle end. This embodiment realizes basic remote monitoring of the bearing temperature, wheel speed and braking system pressure of container flatcars, which can meet the basic safety monitoring requirements of container flatcars with a speed of 160km / h.

[0038] Based on the above embodiments, this embodiment adds several optimized features to further improve system functions, enhance monitoring accuracy, reliability and adaptability, and constitute a complete monitoring system suitable for 160km / h express container flatcars.

[0039] Regarding the optimization of the number and arrangement of axle temperature sensors 1: A container flatcar has N axles, each with 2 bearings, where N is a positive integer not less than 2. This embodiment still uses N=4 (four-axle flatcar) as an example, resulting in 2N=8 axle temperature sensors 1. These 8 sensors correspond one-to-one with 8 bearings, ensuring that the temperature of each bearing can be independently and accurately monitored, avoiding safety hazards caused by undetected overheating of a single bearing. In this embodiment, the sensor mounting holes can be pre-tapping, and after installation, anti-loosening nuts are used to tighten them, preventing vibration during operation from causing the sensors to loosen. The contact surfaces between the sensor probe and the bearing outer ring are polished to remove the oxide layer, ensuring uniform heat conduction. The cables are fixed to the chassis frame using insulated clips to avoid direct contact between the cables and the metal parts of the chassis, reducing electromagnetic interference. Rounded transitions are used at cable bends to prevent cable bending and damage. Each axle temperature sensor is assigned an independent identification code for easy location of the sensor during later troubleshooting.

[0040] Furthermore, if cost control is a critical requirement in practical applications, the number of axle temperature sensors can be set to N (i.e., only one bearing per axle can be equipped with a sensor), instead of 2N. For example, when N=4 (four-axle flatbed truck), only one bearing end of each axle is equipped with an axle temperature sensor, with each sensor still corresponding to one bearing, and the other half of the bearings are not directly monitored. This solution can still detect bearing overheating faults through historical trend analysis: the processing system in the main unit records the historical data of each axle temperature sensor, establishes a temperature change trend model, and when the temperature of a certain axle temperature sensor rises abnormally without significant changes in ambient temperature, it is determined that both bearings on the axle corresponding to that axle may have overheating potential, and an alarm signal is immediately issued and pushed to the ground monitoring center and the vehicle monitoring platform.

[0041] Regarding the optimization of the number and arrangement of speed sensors 2: The number of speed sensors 2 is N=4, with each of the four speed sensors 2 corresponding to one of the four axles, ensuring that the rotational speed of each axle can be collected in real time, providing accurate wheel speed data for anti-skid control. In this embodiment, the four speed sensors are installed on the non-braking end of each axle, and a magnetoelectric speed sensor (replacing the aforementioned Hall effect sensor) is selected as the speed sensor. During installation, the sensor bracket is made of stainless steel and fixed to the bogie side frame by welding; the gap between the sensor probe and the signal gear ring is precisely adjusted using a special tool, and then fixed with locking bolts; the fit between the signal gear ring and the axle adopts a heat-fitting process to ensure coaxiality and reduce speed measurement errors. The speed signals collected by the speed sensors are not only used for anti-skid control, but can also be used to calculate the vehicle running speed through the main unit, and combined with axle temperature data to analyze the trend of bearing temperature changes at different speeds, providing data support for fault early warning.

[0042] Furthermore, if the actual application scenario has lower requirements for anti-skid control accuracy and prioritizes cost optimization, the number of speed sensors 2 can be set to N / 2 (N being the number of axles). For example, when N=4, only two speed sensors are set, installed on one axle each on the front and rear bogies. The axle speed without sensors is estimated using measured values ​​from the same bogie. The estimation formula is: T_est=T_meas×k_est, where T_est is the estimated speed, T_meas is the measured speed from the same bogie, and k_est is the estimation coefficient (calibrated according to the bogie structure). This scheme provides acceptable speed estimation error under straight-line operation and slight slip conditions, meeting basic anti-skid control and speed monitoring requirements, and is suitable for low-speed, low-braking-frequency container flatcar scenarios.

[0043] In this embodiment, the monitoring system for railway container flatcars may further include an ambient temperature sensor 6, which is electrically connected to the anti-slip monitoring main unit 4. The ambient temperature sensor 6 is used to collect ambient temperature data and correct the axle temperature measurement for environmental temperature variations, thereby improving the accuracy of axle temperature monitoring and avoiding false alarms caused by changes in ambient temperature. In this embodiment, the ambient temperature sensor can be a digital temperature sensor using a single-bus communication method, eliminating the need for an additional ADC conversion module. It is directly connected to the microprocessor of the anti-slip monitoring main unit 4, simplifying circuit design and reducing power consumption. The ambient temperature sensor 6 is installed in the non-heating area of ​​the car body underframe crossbeam (away from heat-generating components such as brake pads), secured with clips, and the sensor probe faces outwards to ensure the collected ambient temperature is accurate and effective. The cable is a low-temperature resistant shielded cable, fixed together with the axle temperature sensor cable, and the terminal uses a waterproof connector to connect to the main unit. The processing system within the anti-slip monitoring main unit 4 incorporates an ambient temperature correction algorithm. The correction formula is: T_corrected = T_raw + k·(T_ref - T_amb), where T_corrected is the corrected shaft temperature value, T_raw is the original measurement value from the shaft temperature sensor, T_ref is the standard ambient temperature (default 25℃), T_amb is the actual ambient temperature collected by the ambient temperature sensor, and k is the correction coefficient (calibrated according to bearing type and installation location). This correction algorithm effectively eliminates shaft temperature measurement errors caused by ambient temperature drift (such as low temperatures in winter and high temperatures in summer). When the ambient temperature is below -20℃ or above 50℃, the correction function is automatically activated, using the correction formula to correct the temperature collected by shaft temperature sensor 1, ensuring the accuracy of shaft temperature monitoring data and reducing the false alarm rate. When the ambient temperature is between -20℃ and 50℃, there is no need to use the correction formula to correct the temperature collected by shaft temperature sensor 1.

[0044] In this embodiment, see Figure 5The monitoring system for railway container flatcars may further include a main duct pressure monitoring air circuit box 7. The main duct pressure monitoring air circuit box 7 is electrically connected to the anti-slip monitoring main unit 4, and is used to collect the main duct pressure of the railway container flatcar, determine the working status of the air supply system, supplement the monitoring dimensions of the braking system, and improve system safety. In this embodiment, the main duct pressure monitoring air circuit box adopts a modular design consistent with the integrated pressure monitoring air circuit box, and the outer shell is made of aluminum alloy. During installation, it is connected to the main duct of the container flatcar through a three-way connector. The air circuit connection uses a stainless steel high-pressure hose, and the joint seal uses an oil-resistant sealing ring to ensure no air leakage. The main duct pressure monitoring air circuit box 7 is fixed near the integrated pressure monitoring air circuit box for easy cable convergence and maintenance. The air circuit box is equipped with a pressure overload protection device. When the main duct pressure exceeds the safety threshold, it automatically cuts off the air circuit to protect the sensor from damage. The main duct pressure monitoring data is transmitted to the anti-slip monitoring host box 4 in real time. The anti-slip monitoring host box has a built-in air supply system status judgment algorithm. This algorithm is used to: determine that the air supply is insufficient when the main duct pressure is lower than the lower limit of the normal operating range, and immediately send an early warning signal to the ground monitoring center and the vehicle monitoring platform through the communication module; determine that the air supply system is abnormal when the main duct pressure fluctuation exceeds the safe range, and promptly issue an alarm to remind staff to troubleshoot the fault.

[0045] Furthermore, in this embodiment, a multi-channel pressure sensor module can replace the integrated pressure monitoring air circuit box 3 and the main air duct pressure monitoring air circuit box 7, realizing integrated monitoring of four pressure signals (train pipe, brake cylinder, auxiliary air cylinder, and main air duct), simplifying the design of air circuit and electrical interface. In this solution, the multi-channel pressure sensor module adopts an industrial-grade 4-channel piezoresistive pressure sensor with a built-in solenoid valve group, which can sequentially switch the monitoring channels to measure the four pressures in turn. The module is connected to the anti-skid monitoring host box through a single interface. The multi-channel pressure sensor module can be installed near the brake line on the car body underframe, and the air circuit connection adopts an integrated connector to reduce the risk of air leakage.

[0046] In this embodiment, Figure 6In this system, communication module 5 adopts a dual-mode configuration of a wireless communication module and a wired communication module. The wireless communication module is used to send monitoring data to the ground monitoring center, while the wired communication module is used to send monitoring data to the vehicle-mounted monitoring platform, improving the reliability and redundancy of data transmission. Specifically, the wireless communication module uses a 4G / 5G / BeiDou dual-mode antenna, and the anti-slip monitoring host box 4 is equipped with a 4G communication unit and a BeiDou short message communication unit that work in conjunction with this dual-mode antenna. The 4G / 5G communication unit supports dual-band communication, with communication rates meeting the data transmission requirements of monitoring. Under normal operating conditions, it prioritizes 4G / 5G network transmission, with configurable transmission cycles and support for multiple communication protocols, allowing switching based on the needs of the ground monitoring center. The BeiDou short message communication unit supports satellite systems, offering unlimited communication distance. When the train travels to remote sections, tunnels, or other areas where 4G / 5G signals are interrupted, it automatically switches to BeiDou short message communication mode, periodically sending critical safety data (including maximum axle temperature, brake cylinder pressure, main air duct pressure, vehicle speed, etc.) to ensure uninterrupted monitoring data. The BeiDou module also has positioning capabilities, synchronously collecting vehicle location information and binding it with monitoring data for transmission, facilitating accurate location of faulty vehicles by the ground monitoring center. The wired communication module uses a CAN bus interface, which connects to the onboard monitoring terminal in the locomotive cab via twisted-pair cables. This results in short data transmission cycles and real-time data push, enabling the locomotive driver to monitor the vehicle's operating status in real time.

[0047] In this embodiment, the anti-skid monitoring main unit 4, in addition to receiving and processing speed signals and brake cylinder pressure signals, adds an anti-skid control function. The anti-skid monitoring main unit 4 can generate anti-skid control commands in real time based on monitoring data to prevent wheel slippage, ensure train braking safety, and adapt to braking requirements at speeds up to 160 km / h. In this embodiment, the microprocessor inside the main unit has a built-in anti-skid control algorithm, the core logic of which is as follows: First, the real-time wheel speed, deceleration, and slip rate of each wheelset are calculated using pulse signals collected from various speed sensors (slip rate = (wheel speed - actual vehicle speed) / actual vehicle speed × 100%), where the actual vehicle speed is calibrated using the average of each wheel speed to eliminate errors in individual wheel speeds; Second, an anti-skid control threshold is set: when the deceleration of a wheelset exceeds the target speed value (e.g., 3 m / s²) and the brake cylinder pressure is greater than the target pressure value (e.g., 0.1 MPa), it is determined that the wheelset has a slipping tendency; when the slip rate exceeds 10%, it is determined to be severe slippage, and anti-skid control is immediately activated. The anti-skid control command uses a PWM (Pulse Width Modulation) drive signal, which is output to the anti-skid vent valve. By adjusting the duty cycle of the PWM signal, the opening of the anti-skid vent valve is controlled, reducing the brake cylinder pressure of the wheelset until the wheel speed returns to normal. Once the wheel speed returns to normal, the anti-skid vent valve is gradually closed to restore the brake cylinder pressure and ensure braking effectiveness.

[0048] Furthermore, if the train is already equipped with a locomotive central control system, and this system has anti-skid control functionality, the anti-skid control function of the anti-skid monitoring main unit 4 can be stripped away. It will not generate anti-skid control commands, but will only be responsible for signal reception, processing, and data transmission. In this scheme, the anti-skid monitoring main unit filters and calibrates the collected speed and brake cylinder pressure signals, and then sends them in real-time to the locomotive's central control system via a communication module. The locomotive's central control system performs anti-skid judgment based on these signals and outputs anti-skid control commands to control the anti-skid exhaust valve. The anti-skid monitoring main unit still completes the acquisition and processing of signals such as axle temperature, speed, and pressure, generates monitoring data, and sends it to the ground monitoring center and the onboard monitoring platform; only the anti-skid control decision-making function is stripped away.

[0049] In the above-disclosed scheme of this application, signal transmission between the sensor, the main duct pressure monitoring air circuit box (7) and the anti-slip monitoring host box (4), and between the anti-slip monitoring host box (4) and the communication module (5) can all be achieved through the junction box. Specifically, the junction box is used for the signal cable transfer of components such as the shaft temperature sensor 1, the speed sensor 2 and the integrated pressure monitoring air circuit box 3, simplifying the cable layout and improving the convenience of system installation and maintenance. In this embodiment, the junction box is installed in the middle of the vehicle chassis, close to the anti-slip monitoring host box. The junction box is equipped with a sufficient number of wiring terminals (with spare terminals reserved for future system expansion); the cable terminals of each sensor are connected to the corresponding terminals of the junction box through waterproof aviation plugs. The cables of the shaft temperature sensor, speed sensor and pressure sensor correspond to different terminal groups, which are clearly marked for easy identification and troubleshooting; the junction box is connected to the anti-slip monitoring host box through a multi-core shielded main cable. The main cable is connected to the host box using a waterproof aviation plug, reducing the number of cable interfaces and lowering the probability of failure. The junction box is also equipped with a cable fixing device to prevent the terminals from loosening due to cable pulling, and a maintenance window is provided for easy on-site wiring, debugging, and maintenance by staff. In this solution, the number of junction boxes can be set according to wiring requirements. Each sensor can be configured with an independent junction box, or multiple sensors in close proximity can share a single junction box.

[0050] Based on the above embodiments, this embodiment adds an ambient temperature sensor, a main duct pressure monitoring air circuit box, and a junction box; optimizes the installation and selection of axle temperature and speed sensors; improves the dual-mode configuration of the communication module; and adds an anti-slip control function. It realizes full bearing coverage monitoring, axle temperature environment correction, air supply system monitoring, 4G / 5G / BeiDou dual-mode wireless communication + CAN wired communication redundancy, main unit chassis autonomous anti-slip control, and centralized cable transfer, forming a complete, reliable, and adaptable monitoring solution for 160km / h high-speed container flatcars. It can effectively improve the operational safety and maintenance efficiency of railway container flatcars.

[0051] This embodiment provides several alternative solutions to demonstrate different implementation methods under different technology trade-offs, cost control, and working condition adaptation, and to illustrate the scope of protection of the present invention. Features not mentioned in the following alternative solutions can be consistent with the above embodiments and all fall within the scope of protection of the claims of the present invention.

[0052] This embodiment provides a railway container flatcar, including any of the above-mentioned railway container flatcar monitoring systems. The railway container flatcar can be a 160km / h speed-class express container flatcar, adopts a four-axle structure (N=4), is suitable for loading commonly used container specifications, meets railway transportation standards for maximum load capacity, and meets long-term use requirements for operating mileage. It can be used for express container transportation on railway trunk lines and intercity railways.

[0053] The underframe of this railway container flatcar is made of high-strength weather-resistant steel and has reserved mounting seats for anti-slip monitoring main unit, junction box, integrated pressure monitoring air circuit box, and main air duct pressure monitoring air circuit box. The roof has reserved mounting positions for communication module antennas, the brake lines have reserved pressure monitoring test holes, the axle bearing end covers have reserved mounting holes for axle temperature sensors, and the bogie side frames have reserved mounting brackets for speed sensors, ensuring that all components of the monitoring system can be installed conveniently and securely.

[0054] The components of the monitoring system are installed and configured as described above: 8 axle temperature sensors correspond to 8 bearings, 4 speed sensors correspond to 4 axles, the integrated pressure monitoring air circuit box is connected in parallel to the train pipe, brake cylinder, and auxiliary air cylinder, the main air duct pressure monitoring air circuit box is connected to the main air duct, the ambient temperature sensor is installed in the non-heating area of ​​the underframe, the junction box gathers the cables of each sensor and connects to the anti-slip monitoring main unit box, the communication module adopts 4G / Beidou dual-mode configuration, and the anti-slip monitoring main unit box has anti-slip control function.

[0055] During operation of the railway container flatcar, the monitoring system collects real-time data on bearing temperature, wheel speed, train pipe / brake cylinder / auxiliary air cylinder / main air pipe pressure, ambient temperature, etc. The data is processed and analyzed by the anti-slip monitoring main unit to generate standardized monitoring data. Under normal operating conditions, the data is transmitted to the ground monitoring center and the on-board monitoring platform via 4G / 5G network. When the 4G / 5G signal is interrupted, it switches to Beidou short message communication. When situations such as bearing overheating, abnormal wheel speed, abnormal pressure, or insufficient air supply occur, an alarm signal is issued in a timely manner, and anti-slip control (if configured) is activated to prevent safety accidents.

[0056] This railway container flatcar, equipped with the monitoring system of this invention, achieves integrated real-time monitoring of bearing temperature, braking status, and air supply system. It features anti-slip control, redundant data transmission, and fault early warning functions, effectively improving operational safety and maintenance efficiency. It is suitable for the operation requirements of 160km / h speed-class express container flatcars and solves the problems of incomplete monitoring, delayed response, and unreliable transmission in existing railway container flatcars.

[0057] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to interchangeably. Each embodiment focuses on its differences from other embodiments. The systems and system embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. Components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without creative effort.

[0058] It should also be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0059] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A monitoring system for railway container flatcars, characterized in that, include: A shaft temperature sensor (1) is used to collect the temperature of the bearings of railway container flatcars; Speed ​​sensor (2) is used to collect the rotational speed of the wheel; An integrated pressure monitoring air circuit box (3) is used to collect train pipe pressure, brake cylinder pressure and auxiliary air cylinder pressure; The anti-slip monitoring main unit (4) is electrically connected to the shaft temperature sensor (1), speed sensor (2) and integrated pressure monitoring air circuit box (3) respectively, and is used to receive and process the collected temperature, speed and pressure signals to generate monitoring data; In addition, a communication module (5) electrically connected to the anti-slip monitoring host box (4) is used to send the monitoring data to the ground monitoring center and the vehicle monitoring platform.

2. The monitoring system for railway container flatcars according to claim 1, characterized in that, The railway container flatcar has N axles, each axle has 2 bearings, where N is a positive integer not less than 2, the number of axle temperature sensors (1) is 2N, and each axle temperature sensor (1) corresponds one-to-one with the bearing on the axle. Each axle temperature sensor (1) is used to monitor the temperature of its corresponding bearing.

3. The monitoring system for railway container flatcars according to claim 2, characterized in that, The railway container flatcar has 4 axles and the number of axle temperature sensors (1) is 8.

4. The monitoring system for railway container flatcars according to claim 2, characterized in that, The number of speed sensors (2) is N, and each speed sensor (2) corresponds to one axle to monitor the rotational speed of the wheels on the axle.

5. The monitoring system for railway container flatcars according to claim 1, characterized in that, The system also includes an ambient temperature sensor (6), which is electrically connected to the anti-slip monitoring host box (4) for collecting ambient temperature, so that the processing system in the anti-slip monitoring host box (4) can correct the measured value of the shaft temperature sensor (1) based on the ambient temperature.

6. The monitoring system for railway container flatcars according to claim 1, characterized in that, The system also includes a main duct pressure monitoring air circuit box (7), which is electrically connected to the anti-slip monitoring main unit box (4) and is used to collect the main duct pressure of the railway container flatcar.

7. The monitoring system for railway container flatcars according to claim 1, characterized in that, The communication module (5) includes a wireless communication module and a wired communication module. The wireless communication module is used to send the monitoring data to the ground monitoring center, and the wired communication module is used to send the monitoring data to the vehicle-mounted monitoring platform.

8. The monitoring system for railway container flatcars according to claim 7, characterized in that, The wireless communication module is a 4G / BeiDou dual-mode antenna. The anti-slip monitoring host box (4) is equipped with a 4G communication unit and a BeiDou short message communication unit that cooperate with the 4G / BeiDou dual-mode antenna.

9. The monitoring system for railway container flatcars according to claim 1, characterized in that, The system also includes a junction box, through which the shaft temperature sensor (1), speed sensor (2) and integrated pressure monitoring air circuit box (3) are electrically connected to the anti-slip monitoring main unit box (4).

10. A railway container flatcar, characterized in that, The monitoring system for railway container flatcars as described in any one of claims 1-9.

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