Intelligent axle end system of railway vehicle and railway vehicle

Abstract

The utility model relates to a railway vehicle intelligent axle end system and railway vehicle, the railway vehicle intelligent axle end system comprises intelligent axle end sensors and a vehicle-mounted gateway, the intelligent axle end sensors are arranged at axle ends of wheel sets of the railway vehicle, the intelligent axle end sensors are integrated with a power generation module, a detection module, an operation module and a communication module, the power generation module is electrically connected with the detection module, the operation module and the communication module, the power generation module converts kinetic energy of the wheel set into electric energy, the detection module is used for monitoring a walking part of the railway vehicle, the operation module is used for obtaining and processing detection data of the detection module, and the communication module is used for generating a feedback signal according to a data processing result of the operation module. The vehicle-mounted gateway is in wireless communication connection with the communication module, and the vehicle-mounted gateway is in communication connection with a train network control system. The intelligent axle end system of the railway vehicle does not need external power supply, does not need to lay cables on the bogie, can reduce punching on the bogie to install cable fixing clamps, and is more convenient to install.

Description

Technical Field

[0001] This utility model relates to the field of vehicle engineering technology, and in particular to an intelligent axle-end system for rail vehicles. Background Technology

[0002] The condition of key components of the running gear of rail vehicles, such as axle box bearings and wheelsets, directly affects the operational safety of rail vehicles. Among them, the condition of wheelsets, as the main components that bear the body and drive the movement of rail vehicles, is directly related to the safety of the entire vehicle. Therefore, it is necessary to monitor them online in real time to achieve accurate identification of faults and early warning.

[0003] like Figure 1 As shown, the existing online monitoring system 01 for the running gear is installed on the bogie 02 and works with the wheelset 03. It needs to be connected to the power supply equipment via a power supply cable, and at the same time, it needs to be connected to the train network control system on the train via a communication cable. This requires drilling holes in the bogie 02 to install cable fixing clips 04, and laying multiple cables on the bogie 02, which is inconvenient for installation. Utility Model Content

[0004] The first objective of this invention is to provide an intelligent axle-end system for rail vehicles, which reduces the cabling required for bogies and facilitates installation.

[0005] The second objective of this utility model is to provide a rail vehicle including the above-mentioned intelligent axle-end system.

[0006] To achieve the above objectives, this utility model provides the following technical solution:

[0007] A smart axle-end system for rail vehicles, comprising:

[0008] An intelligent axle-end sensor is installed at the axle end of the wheelset of a rail vehicle. The intelligent axle-end sensor integrates a power generation module, a detection module, a computing module, and a communication module. The power generation module is electrically connected to the detection module, the computing module, and the communication module. The power generation module is used to convert the kinetic energy of the rail vehicle's wheelset into electrical energy. The detection module is used to monitor the running gear of the rail vehicle in real time. The computing module is used to acquire and process the detection data from the detection module. The communication module is used to generate a feedback signal based on the data processing results from the computing module.

[0009] The vehicle-mounted gateway is wirelessly connected to the communication module and also wirelessly connected to the train network control system of the rail vehicle. The vehicle-mounted gateway is used to upload the feedback signal generated by the communication module to the train network control system.

[0010] In one embodiment of this application, the intelligent axle-end sensor and the vehicle-mounted gateway that is communicatively connected to the intelligent axle-end sensor are disposed on the same side of the length direction of the rail vehicle.

[0011] In one embodiment of this application, the vehicle gateway is wirelessly connected to the communication module of the plurality of intelligent axle-end sensors.

[0012] In one embodiment of this application, the on-board gateway is respectively provided on both sides of the rail vehicle along its length.

[0013] In one embodiment of this application, the on-board gateways on both sides of the rail vehicle along its length are respectively communicatively connected to the smart axle-end sensors at the axle ends of different wheelsets of the rail vehicle.

[0014] In one embodiment of this application, the intelligent axle-end sensor is mounted on the bogie of the rail vehicle and engages with the wheelset of the rail vehicle.

[0015] A rail vehicle comprising the intelligent axle-end system for rail vehicles as described in any of the above claims.

[0016] In one embodiment of this application, the rail vehicle includes a motor vehicle, and the number of intelligent axle-end sensors on one side of the motor vehicle is greater than the number of intelligent axle-end sensors on the two sides of the motor vehicle.

[0017] In one embodiment of this application, the rail vehicle further includes a trailer, wherein the number of intelligent axle-end sensors on one side of the trailer is equal to the number of intelligent axle-end sensors on the two sides of the trailer, and the intelligent axle-end sensors on the one side and the two sides of the trailer are arranged alternately along the length direction of the trailer.

[0018] In one embodiment of this application, the motor vehicle is equipped with intelligent axle-end sensors on all wheels except the set of wheels furthest from the trailer.

[0019] As can be seen from the above technical solution, this utility model discloses an intelligent axle-end system for rail vehicles, including an intelligent axle-end sensor and an on-board gateway. The intelligent axle-end sensor is installed at the axle end of the wheelset of the rail vehicle. The intelligent axle-end sensor integrates a power generation module, a detection module, a computing module, and a communication module. The power generation module is electrically connected to the detection module, the computing module, and the communication module. The power generation module is used to convert the kinetic energy of the wheelset of the rail vehicle into electrical energy. The detection module is used to monitor the running gear of the rail vehicle in real time. The computing module is used to acquire and process the detection data from the detection module. The communication module is used to generate a feedback signal based on the data processing result of the computing module. The on-board gateway is wirelessly connected to the communication module and is also wirelessly connected to the train network control system of the rail vehicle. The on-board gateway is used to upload the feedback signal generated by the communication module to the train network control system.

[0020] The intelligent axle-end sensors in the aforementioned intelligent axle-end system for rail vehicles integrate a power generation module. This module converts the kinetic energy of the wheelset into electrical energy to power the detection, processing, and communication modules. The detection module functions similarly to existing online monitoring systems for the running gear, detecting abnormal conditions such as wheelset polygons, tread peeling, and axle box bearing abnormalities. The processing module analyzes the detection data, generates early warning signals, and wirelessly transmits them to the onboard gateway via the communication module. The onboard gateway then transmits data with the train network control system via Ethernet. Thus, the intelligent axle-end system for rail vehicles uses passive, wireless intelligent axle-end sensors installed at the axle end to perceive and monitor physical quantities such as vibration, impact, and temperature in real time. Each intelligent axle-end sensor integrates self-generation, detection, processing, and communication, enabling early warning of wheelset monitoring and real-time storage of monitoring data. The intelligent axle-end sensors require no external power supply; the power generated by the power generation module can power other modules. Therefore, no cables need to be laid on the bogies of the rail vehicle. Compared to traditional online monitoring systems for the running gear, this reduces bogie wiring and the need for drilling holes in the bogies to install cable clips, making installation easier. Attached Figure Description

[0021] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0022] Figure 1 This is a schematic diagram of the structure of an online monitoring system for the running gear in the prior art;

[0023] Figure 2A schematic diagram of the structure of the intelligent axle-end system for rail vehicles provided in this embodiment of the utility model;

[0024] Figure 3 A schematic diagram of the structure of the intelligent axle-end sensor of the intelligent axle-end system for rail vehicles provided in this embodiment of the utility model;

[0025] Figure 4 A side view of the intelligent axle-end sensor of the intelligent axle-end system for rail vehicles provided in an embodiment of this utility model;

[0026] Figure 5 A topology diagram of a rail vehicle equipped with an intelligent axle-end system for rail vehicles, provided for an embodiment of this utility model.

[0027] Figure 1 middle:

[0028] 01 is the running gear online monitoring system; 02 is the bogie; 03 is the wheelset; 04 is the cable fixing clip.

[0029] Figures 2 to 5 middle:

[0030] 1 is the intelligent axle-end sensor; 2 is the wheelset; 3 is the bogie; 4 is the coupling; 5 is the on-board gateway; 6 is the train network control system; 7 is the motor car; 8 is the trailer car. Detailed Implementation

[0031] One of the core features of this invention is to provide an intelligent axle-end system for rail vehicles. The structural design of this intelligent axle-end system reduces the amount of cable laying required for bogies and facilitates installation.

[0032] Another core aspect of this utility model is to provide a rail vehicle that includes the aforementioned intelligent axle-end system.

[0033] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0034] Please see Figures 2 to 4 , Figure 2 This is a structural schematic diagram of the intelligent axle-end system for rail vehicles provided in an embodiment of the present utility model. Figure 3 This is a schematic diagram of the structure of the intelligent axle-end sensor in the intelligent axle-end system for rail vehicles provided in an embodiment of this utility model. Figure 4 A side view of the intelligent axle-end sensor of the intelligent axle-end system for rail vehicles provided in an embodiment of this utility model.

[0035] This utility model discloses an intelligent axle-end system for rail vehicles, which includes an intelligent axle-end sensor 1 and an on-board gateway 5.

[0036] The intelligent axle-end sensor 1 is installed at the axle end of the wheelset 2 of the rail vehicle. The intelligent axle-end sensor 1 integrates a power generation module, a detection module, a computing module, and a communication module.

[0037] The power generation module is electrically connected to the detection module, the computing module, and the communication module. The power generation module is used to convert the kinetic energy of the wheelset 2 of the rail vehicle into electrical energy. The detection module is used to monitor the wheelset 2 of the running gear of the rail vehicle in real time. The running gear includes the axle box bearing and the wheelset 2. The intelligent axle end sensor 1 can monitor the polygonal shape of the wheelset 2, the tread peeling, and the temperature of the axle box bearing. The computing module is used to acquire and process the detection data from the detection module. The communication module is used to generate feedback signals based on the data processing results from the computing module.

[0038] The aforementioned intelligent shaft end sensor 1 operates in an ambient temperature range of -40℃ to 70℃, with the temperature-sensitive parts ranging from -55℃ to 140℃. It is permissible to store it at an ambient temperature of -40℃. The normal operating altitude is no more than 2500m. The operating ambient humidity is no more than 95% of the average maximum relative humidity of the wettest month (with an average minimum temperature of 25℃ in that month). The temperature measurement range is -40℃ to 125℃. Within the range of -15℃ to 105℃, the measurement error is no greater than ±1℃. When the temperature is below -15℃ or above 105℃, the measurement error is no greater than ±2℃. The vibration and shock resistance meets the Class 3 test requirements of IEC 61373-2010, and the protection rating is IP67 to cope with the complex and harsh working environment of the wheelset and extend its service life.

[0039] The vehicle-mounted gateway 5 is wirelessly connected to the communication module. The wireless connection method includes, but is not limited to, Wi-Fi, Bluetooth, etc. In one embodiment of this application, the vehicle-mounted gateway 5 and the communication module are connected via Wi-Fi. The vehicle-mounted gateway 5 is also connected to the train network control system 6 of the rail vehicle. The vehicle-mounted gateway 5 and the train network control system 6 need to be connected via a communication line. That is, in this embodiment of the application, only one communication line needs to be set between the vehicle-mounted gateway 5 and the train network control system 6. The vehicle-mounted gateway 5 is used to upload the feedback signal generated by the communication module to the train network control system 6.

[0040] In this application, the on-board gateway 5 is responsible for processing the signals transmitted from the intelligent axle-end sensor 1, outputting the data from the intelligent axle-end sensor 1 to the train network control system 6, and receiving control or status information from the train network control system 6. The on-board gateway 5 must operate in an environment with a temperature range of -25℃ to 70℃, and can be stored at an ambient temperature of -40℃. Its normal operating altitude should not exceed 2500m. The maximum relative humidity of the wettest month should not exceed 95% (with an average minimum temperature of 25℃ in that month). The nominal input voltage is DC110V, with a voltage fluctuation range of DC77V to DC138V. It is powered by the rail vehicle, and its vibration and shock resistance meets the test requirements of IEC 61373-2010.

[0041] Compared with the prior art, the intelligent axle end sensor 1 of the intelligent axle end system for rail vehicles provided in this embodiment integrates a power generation module, which can convert the kinetic energy of the wheelset 2 into electrical energy to power the detection module, the computing module, and the communication module. The detection module has the same function as the existing online monitoring system for the running gear, and is used to detect abnormal states such as wheelset 2 polygons and tread peeling, as well as abnormal states of axle box bearings. The computing module analyzes the detection data of the detection module, generates a warning signal, and wirelessly transmits it to the vehicle gateway 5 through the communication module. The vehicle gateway 5 transmits data with the train network control system 6 via Ethernet.

[0042] As can be seen, the aforementioned intelligent axle-end system for rail vehicles uses passive wireless intelligent axle-end sensors 1 installed at the axle ends to sense and monitor physical quantities such as vibration, impact, and temperature of the components in real time. Each intelligent axle-end sensor 1 integrates self-generation, detection, computation, and communication, enabling early warning of wheelset 2 and real-time storage of monitoring data. The intelligent axle-end sensor 1 requires no external power supply; the power generated by the power generation module can supply its own other modules. Therefore, no cables need to be laid on the bogie 3 of the rail vehicle. Compared with traditional online monitoring systems for the running gear, this reduces the wiring on the bogie 3 and the need to drill holes in the bogie 3 to install cable fixing clips, making installation easier.

[0043] To improve transmission efficiency, the intelligent axle-end sensor 1 and the vehicle-mounted gateway 5, which is connected to the intelligent axle-end sensor 1, are located on the same side of the rail vehicle along its length to reduce the distance between the intelligent axle-end sensor 1 and the vehicle-mounted gateway 5.

[0044] It should be noted that, in one embodiment of this application, the vehicle gateway 5 can be connected to the communication module of one or more smart axle-end sensors 1.

[0045] To further optimize the above technical solution, in one embodiment of this application, on-board gateways 5 are respectively provided on both sides of the length direction of the rail vehicle body, and the on-board gateways 5 on both sides of the length direction of the rail vehicle body are respectively connected to the intelligent axle end sensors 1 of different wheel pairs 2 of the rail vehicle. That is, each car is equipped with two on-board gateways 5, and the two on-board gateways 5 are respectively installed on the left and right sides of the center of the car body chassis.

[0046] As a preferred option, such as Figure 3 and Figure 4 As shown, the intelligent axle-end sensor 1 is installed on the bogie 3 of the rail vehicle and is connected to the wheelset 2 of the rail vehicle via a coupling 4. This installation method does not affect the current vehicle layout and can be achieved without making major modifications, making it easy to modify existing vehicles.

[0047] One embodiment of this application also provides a rail vehicle, which includes the intelligent axle-end system of the rail vehicle as described in the above embodiments. Since the rail vehicle adopts the intelligent axle-end system of the rail vehicle in the above embodiments, the technical effects of the rail vehicle are as described in the above embodiments.

[0048] It is foreseeable that rail vehicles typically consist of two parts: a powered motor car 7 and a non-powered trailer car 8. The trailer car 8 needs to be connected to the powered motor car 7 and towed by it. Of course, a rail vehicle can consist only of the powered motor car 7. The aforementioned intelligent axle-end system can be installed on the powered motor car 7 and / or the trailer car 8 as needed. When the intelligent axle-end system is installed on the powered motor car 7, such as... Figure 5 As shown, the number of intelligent axle-end sensors 1 on the first side of the EMU 7 is greater than the number of intelligent axle-end sensors 1 on the second side of the EMU 7. Since the first side of the EMU 7 is typically used to install important equipment and control systems, such as braking systems and electrical control systems, monitoring the wheelsets 2 on the first side of the EMU 7 is particularly important. It should be noted that... Figure 5 The embodiment shown uses a four-car train, but in practical applications, it is not limited to this type of four-car train.

[0049] To further optimize the above technical solution, in one embodiment of this application, such as... Figure 5 As shown, the rail vehicle also includes a trailer 8. The intelligent axle end system of the rail vehicle has different measurement point arrangements on the motor car 7 and the trailer 8. The number of intelligent axle end sensors 1 on the first side of the trailer 8 is equal to the number of intelligent axle end sensors 1 on the second side of the trailer 8, and the intelligent axle end sensors 1 on the first side and the second side of the trailer 8 are arranged alternately along the length direction of the trailer 8.

[0050] To further optimize the above technical solution, except for the set of wheelsets 2 that are far away from the trailer car 8, all of the EMU 7 are equipped with intelligent axle end sensors 1. The specific measurement point configuration is shown in the table below.

[0051] Table 1. Monitoring Point Configuration and Monitoring Objects

[0052]

[0053] It should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0054] It should be understood that the use of terms such as "system," "device," "unit," and / or "module" in this application is merely one method of distinguishing different components, elements, parts, sections, or assemblies at different levels. However, if other terms can achieve the same purpose, they may be replaced by other expressions.

[0055] As indicated in this application and claims, unless the context clearly indicates otherwise, the words "a," "an," "a," and / or "the" are not specifically singular and may include the plural. Generally, the terms "comprising" and "including" only indicate the inclusion of expressly identified steps and elements, which do not constitute an exclusive list, and the method or apparatus may also include other steps or elements. An element defined by the phrase "comprising an..." does not exclude the presence of other identical elements in the process, method, product, or apparatus that includes the element.

[0056] In the description of the embodiments of this application, unless otherwise stated, " / " means "or", for example, A / B can mean A or B; "and / or" in this document is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more.

[0057] If a flowchart is used in this application, it is used to illustrate the operations performed by the system according to embodiments of this application. It should be understood that the preceding or following operations are not necessarily performed in exact order. Instead, the steps can be processed in reverse order or simultaneously. Furthermore, other operations can be added to these processes, or one or more steps can be removed from them.

[0058] It should also be noted that, in this document, terms such as “comprising,” “including,” or any other variations thereof are intended to cover non-exclusive inclusion, such that an article or device that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such an article or device. Without further limitation, an element defined by the phrase “comprising one…” does not exclude the presence of other identical elements in the article or device that includes the aforementioned element.

[0059] This article uses specific examples to illustrate the principles and implementation methods of this utility model. The descriptions of the above embodiments are only for the purpose of helping to understand the core ideas of this utility model. It should be noted that for those skilled in the art, several improvements and modifications can be made to this utility model without departing from the principles of this utility model, and these improvements and modifications also fall within the protection scope of the claims of this utility model.

Claims

1. An intelligent axle-end system for rail vehicles, characterized in that, include: An intelligent axle-end sensor is installed at the axle end of the wheelset of a rail vehicle. The intelligent axle-end sensor integrates a power generation module, a detection module, a computing module, and a communication module. The power generation module is electrically connected to the detection module, the computing module, and the communication module. The power generation module is used to convert the kinetic energy of the rail vehicle's wheelset into electrical energy. The detection module is used to monitor the running gear of the rail vehicle in real time. The computing module is used to acquire and process the detection data from the detection module. The communication module is used to generate a feedback signal based on the data processing results from the computing module. The vehicle-mounted gateway is wirelessly connected to the communication module and also communicatively connected to the train network control system of the rail vehicle. The vehicle-mounted gateway is used to upload the feedback signal generated by the communication module to the train network control system.

2. The intelligent axle-end system for rail vehicles according to claim 1, characterized in that, The intelligent axle-end sensor and the vehicle-mounted gateway that are communicatively connected to the intelligent axle-end sensor are located on the same side of the length direction of the rail vehicle.

3. The intelligent axle-end system for rail vehicles according to claim 1, characterized in that, The vehicle gateway is wirelessly connected to the communication modules of the multiple intelligent axle-end sensors.

4. The intelligent axle-end system for rail vehicles according to claim 1, characterized in that, The on-board gateway is provided on both sides of the rail vehicle along its length.

5. The intelligent axle-end system for rail vehicles according to claim 4, characterized in that, The on-board gateways on both sides of the track vehicle along its length are respectively connected to the intelligent axle-end sensors at the axle ends of different wheelsets of the track vehicle.

6. The intelligent axle-end system for rail vehicles according to any one of claims 1-5, characterized in that, The intelligent axle-end sensor is mounted on the bogie of the rail vehicle and engages with the wheelset of the rail vehicle.

7. A rail vehicle, characterized in that, Including the intelligent axle-end system for rail vehicles as described in any one of claims 1-6.

8. The rail vehicle according to claim 7, characterized in that, The rail vehicle includes a motor vehicle, and the number of intelligent axle-end sensors on one side of the motor vehicle is greater than the number of intelligent axle-end sensors on the two sides of the motor vehicle.

9. The rail vehicle according to claim 8, characterized in that, The rail vehicle also includes a trailer, wherein the number of intelligent axle-end sensors on one side of the trailer is equal to the number of intelligent axle-end sensors on the two sides of the trailer, and the intelligent axle-end sensors on the one side and the two sides of the trailer are arranged alternately along the length direction of the trailer.

10. The rail vehicle according to claim 9, characterized in that, Except for the set of wheels furthest from the trailer, the train is equipped with intelligent axle-end sensors on all external sides.

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