Railway vehicle

Abstract

The utility model provides a railway vehicle. The railway vehicle comprises a first carriage and a second carriage, the second carriage is connected to the rear side of the first carriage; the monitoring assembly comprises a transmission host, a first monitoring assembly and a second monitoring assembly; the first monitoring assembly comprises a first acquisition host, a first brake monitoring part used for monitoring the brake performance of a first compartment, a coupler monitoring part used for detecting the coupler performance of the first compartment, a wheel track monitoring part used for monitoring the wheel track performance of the first compartment and an operation monitoring part used for monitoring the operation state of the first compartment. The second monitoring assembly comprises a second acquisition host and a second brake monitoring piece used for monitoring the brake performance of a second compartment, the transmission host is used for being in signal connection with an external server, and the transmission host is in signal connection with the first acquisition host and the second acquisition host. Through the technical scheme provided by the invention, the problem that the monitoring architecture of the railway vehicle cannot realize parameter coupling monitoring in the related technology can be solved.

Description

TECHNICAL FIELD

[0001] The utility model relates to train technical field, and specifically, relate to a railway vehicle. BACKGROUND

[0002] The longitudinal dynamics research result of train shows that: on one hand, the source of longitudinal impulse is coupler force, and the size of coupler force and longitudinal impulse is closely related with brake consistency and relief synchronism, brake consistency depends on brake system performance, brake cylinder pressure, brake shoe dynamic pressure and friction coefficient, also depends on whether there is brake pipe leakage, vehicle self-relief and local reduction valve leakage and other typical faults, on the other hand, the horizontal and vertical component of coupler force will ultimately be transmitted to the horizontal and vertical of wheel rail, influence vehicle operation state.

[0003] And, improve and optimize heavy haul vehicle brake system performance, improve vehicle braking force and brake cylinder action time consistency, reduce brake system typical fault, can improve train brake consistency and relief synchronism, and can effectively reduce the coupler force and longitudinal impulse of heavy haul combined train, reduce the difficulty of driver speed control under this typical working condition of long and large down slope, further improve the safety operation margin of heavy haul train.

[0004] At present, the commonly used on-board monitoring architecture of railway vehicle, the monitoring architecture takes the whole train as a unit, is divided into two levels of networking, the top layer is train network, and the data of all carriages are transmitted to the host computer of the head car through the train network; the bottom layer is vehicle network, and the gateway of each vehicle is responsible for collecting the data collected by each sensor of the vehicle. The monitored data of each car include brake pressure, coupler force, vibration acceleration and the like.

[0005] However, the gateway of the above monitoring architecture can only be responsible for forwarding data, and the monitoring data has no unified scheduling, so the coupling monitoring of multiple parameters cannot be realized. UTILITY MODEL CONTENT

[0006] The utility model provides a railway vehicle to solve the problem that the monitoring architecture of railway vehicle in related technical field cannot realize the coupling monitoring of parameters.

[0007] The utility model provides a kind of railway vehicle, railway vehicle includes: first carriage;Second carriage is connected in the rear side of first carriage;Monitoring component, including transmission host, first monitoring component and second monitoring component, first monitoring component includes first acquisition host, first brake monitoring piece for monitoring the braking performance of first carriage, car hook monitoring piece for detecting the car hook performance of first carriage, wheel rail monitoring piece for monitoring the wheel rail performance of first carriage and operation monitoring piece for monitoring the running state of first carriage, second monitoring component includes second acquisition host and second brake monitoring piece for monitoring the braking performance of second carriage, transmission host is used for signal connection with external server, transmission host is signal connected with first acquisition host and second acquisition host.

[0008] Further, the transmission host has a synchronous clock, which can synchronize the time of the first acquisition host and the second acquisition host.

[0009] Further, the transmission host also has a positioning module, which positions the first monitoring component and the second monitoring component.

[0010] Further, the railway vehicle also includes a third carriage connected to the rear side of the second carriage, and the monitoring component further includes a third acquisition host and a third brake monitoring piece for monitoring the braking performance of the third carriage, and the third acquisition host is signal connected with the transmission host.

[0011] Further, the transmission host is connected with the first acquisition host, the second acquisition host and the third acquisition host through wires respectively.

[0012] Further, the first brake monitoring piece and the second brake monitoring piece have the same structure, the first brake monitoring piece includes a first brake cylinder sensor for monitoring brake cylinder pressure, a first train pipe sensor for monitoring train pipe pressure, a first auxiliary air cylinder sensor for monitoring auxiliary air cylinder pressure, a first acceleration and relief air cylinder sensor for monitoring acceleration and relief air cylinder pressure, and a brake shoe sensor for monitoring brake shoe pressure; and / or, the third brake monitoring piece includes a second brake cylinder sensor for monitoring brake cylinder pressure, a second train pipe monitoring piece for monitoring train pipe pressure, a second auxiliary air cylinder sensor for monitoring auxiliary air cylinder pressure, and a second acceleration and relief air cylinder sensor for monitoring acceleration and relief air cylinder pressure.

[0013] Further, the first acquisition host, the second acquisition host and the third acquisition host are each provided with a memory.

[0014] Further, the car hook monitoring piece includes a car hook patch arranged on the car hook and capable of monitoring the longitudinal force, lateral force and vertical force of the car hook.

[0015] Further, the wheel rail monitoring piece includes a wheel rail patch arranged on the wheel rail and capable of monitoring the lateral force and vertical force of the wheel rail.

[0016] Further, the operation monitoring member comprises a car body sensor capable of monitoring car body vibration acceleration, a side frame sensor capable of monitoring side frame vibration acceleration, and a load bearing saddle sensor capable of monitoring load bearing saddle vibration acceleration.

[0017] The technical scheme of the utility model, the railway vehicle comprises a first carriage, a second carriage and a monitoring assembly, the first brake monitoring member is used for monitoring the braking performance of the first carriage, the coupler monitoring member is used for monitoring the coupler performance, the wheel rail monitoring member is used for monitoring the wheel rail performance, the operation monitoring member is used for monitoring the operation state of the first carriage, the second brake monitoring member is used for monitoring the braking performance of the second carriage, the first acquisition host is used for collecting the monitoring data of the first brake monitoring member, the coupler monitoring member, the wheel rail monitoring member and the operation monitoring member, the second acquisition host is used for collecting the acquisition data of the second brake monitoring member, then the data collected by the first acquisition host and the second acquisition host is transmitted to an external server through the transmission host for unified processing of the data. Compared with the data forwarding mode using a gateway, the coupling monitoring of multiple parameters can be realized, the real-time synchronous monitoring of the monitoring members can be realized, the monitoring data can be analyzed in real time, the problems of the railway vehicle can be found out in time, and the timeliness of data and problem processing is enhanced. BRIEF DESCRIPTION OF DRAWINGS

[0018] The drawings accompanying the specification of this application form a part thereof, serve to provide further understanding of the present application, and together with the description of the exemplary embodiments of the present application, serve to explain the present application, and do not constitute improper limitations on the present application. In the drawings:

[0019] Figure 1 A structure diagram of a railway vehicle according to an embodiment of the present application is shown.

[0020] In the above drawings, the following reference signs are used:

[0021] 10, first carriage;

[0022] 20, second carriage;

[0023] 30, monitoring assembly; 31, transmission host; 32, first monitoring assembly; 321, first acquisition host; 322, first brake monitoring member; 323, coupler monitoring member; 324, wheel rail monitoring member; 33, second monitoring assembly; 331, second acquisition host; 332, second brake monitoring member;

[0024] 40, third carriage; 41, third acquisition host; 42, third brake monitoring member. DETAILED DESCRIPTION

[0025] 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. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the present utility model or its application or use. All other embodiments obtained by those skilled in the art based on the embodiments of the present utility model without creative effort are within the scope of protection of the present utility model.

[0026] like Figure 1 As shown, this utility model embodiment provides a railway vehicle, which includes a first carriage 10, a second carriage 20, and a monitoring component 30. The second carriage 20 is connected to the rear side of the first carriage 10. The monitoring component 30 includes a transmission host 31, a first monitoring component 32, and a second monitoring component 33. The first monitoring component 32 includes a first acquisition host 321, a first braking monitoring component 322 for monitoring the braking performance of the first carriage 10, a coupler monitoring component 323 for detecting the coupler performance of the first carriage 10, a wheel-rail monitoring component 324 for monitoring the wheel-rail performance of the first carriage 10, and a running monitoring component for monitoring the running status of the first carriage 10. The second monitoring component 33 includes a second acquisition host 331 and a second braking monitoring component 332 for monitoring the braking performance of the second carriage 20. The transmission host 31 is used to connect to an external server, and the transmission host 31 is connected to both the first acquisition host 321 and the second acquisition host 331.

[0027] Applying the technical solution of this utility model, the railway vehicle includes a first carriage 10, a second carriage 20, and a monitoring component 30. A first brake monitoring component 322 monitors the braking performance of the first carriage 10; a coupler monitoring component 323 monitors the coupler performance; a wheel-rail monitoring component 324 monitors the wheel-rail performance; a running monitoring component monitors the running status of the first carriage 10; and a second brake monitoring component 332 monitors the braking performance of the second carriage 20. A first data acquisition host 321 collects monitoring data from the first brake monitoring component 322, coupler monitoring component 323, wheel-rail monitoring component 324, and running monitoring component; a second data acquisition host 331 collects the data collected by the second brake monitoring component 332. The data collected by the first and second data acquisition hosts 321 and 331 are then transmitted to an external server via a transmission host 31 for unified data processing. Compared to using a gateway for data forwarding, this method enables coupled monitoring of multiple parameters, real-time synchronous monitoring of all monitoring components, real-time analysis of monitoring data, timely identification of problems in the railway vehicle, and enhanced timeliness of data and problem handling.

[0028] Compared with the existing monitoring architecture, the railway vehicle of the embodiment adds the coupler monitoring member 323 and the operation monitoring member, and the monitoring data is more comprehensive.

[0029] It should be noted that the railway vehicle of the embodiment includes at least two first carriages 10 and second carriages 20 with monitoring functions, but is not limited to two carriages.

[0030] Specifically, the transmission host 31 has a synchronous clock, which can synchronize the time of the first acquisition host 321 and the second acquisition host 331. By using the synchronous clock, the time synchronization of each acquisition host can be realized, and then the data collection of each acquisition host to the monitoring member at the same time point is controlled, and the synchronous monitoring of each carriage at the same time is realized, so as to enhance the timeliness of data and problem processing.

[0031] In the embodiment, the transmission host 31 also has a positioning module, which positions the first monitoring assembly 32 and the second monitoring assembly 33. By using the positioning module, the relative positions of each monitoring member and each carriage can be obtained, which is convenient for analyzing the data and is beneficial for analyzing the problems when the railway vehicle has problems.

[0032] The positioning module can communicate with the Beidou system or the GPS positioning system to position each monitoring member.

[0033] As shown in Figure 1 The railway vehicle also includes a third carriage 40 connected to the rear side of the second carriage 20, and the monitoring assembly 30 also includes a third acquisition host 41 and a third brake monitoring member 42 for monitoring the braking performance of the third carriage 40, and the third acquisition host 41 is in signal connection with the transmission host 31. By setting the third brake monitoring member 42 of the third carriage 40, the monitoring function of the railway vehicle can be further enhanced, the monitoring data can be analyzed in real time, the problems of the railway vehicle can be found out in time, and the timeliness of data and problem processing can be enhanced.

[0034] In the embodiment, among the first carriage 10, the second carriage 20 and the third carriage 40 of the railway vehicle, the monitoring points of the first carriage 10 are the most comprehensive compared with the second carriage 20 and the third carriage 40, and are arranged at the most front end in the direction of vehicle travel, and the coupler force and the wheel rail force of the first carriage 10 are more representative, and the second carriage 20 and the third carriage 40 are arranged at the rear side of the first carriage 10 in sequence. By setting the monitoring of the three carriages, the monitoring parameters are increased, and all parameters affecting the vehicle failure are covered.

[0035] In this embodiment, the three monitoring carriages can be flexibly configured in groups and can be grouped at various locations in vehicle sections prone to accidents, enabling multiple different monitoring sections to be monitored and data from multiple monitoring sections to be acquired in a time-sharing manner.

[0036] like Figure 1 As shown, the transmission host 31 is connected to the first acquisition host 321, the second acquisition host 331, and the third acquisition host 41 via wires. Using wire connections simplifies system time synchronization and transmission, offering advantages over wireless architectures in large-scale data acquisition applications, and providing more reliable transmission.

[0037] In this embodiment, the transmission host 31 is connected to each acquisition host via a wired RS485 connection.

[0038] Specifically, the first brake monitoring component 322 and the second brake monitoring component 332 have the same structure. The first brake monitoring component 322 includes a first brake cylinder sensor for monitoring brake cylinder pressure, a first train pipe sensor for monitoring train pipe pressure, a first auxiliary air cylinder sensor for monitoring auxiliary air cylinder pressure, a first acceleration and relief air cylinder sensor for monitoring acceleration and relief air cylinder pressure, and a brake shoe sensor for monitoring brake shoe pressure. By using the above-mentioned first brake monitoring component 322 and second brake monitoring component 332, more comprehensive braking performance monitoring can be achieved, making the monitoring data of railway vehicles more complete.

[0039] The third brake monitoring component 42 includes a second brake cylinder sensor for monitoring brake cylinder pressure, a second train pipe monitoring component for monitoring train pipe pressure, a second auxiliary air cylinder sensor for monitoring auxiliary air cylinder pressure, and a second acceleration / relief air cylinder sensor for monitoring acceleration / relief air cylinder pressure. By employing the aforementioned third brake monitoring component 42, it can complement and cooperate with the first brake monitoring component 322 and the second brake monitoring component 332, resulting in more complete monitoring data for railway vehicles.

[0040] In this embodiment, the first acquisition host 321, the second acquisition host 331, and the third acquisition host 41 are all equipped with a memory. The memory enables data backup and external data interaction.

[0041] The coupler monitoring component 323 includes a coupler patch installed on the coupler that can monitor the longitudinal force, lateral force, and vertical force of the coupler. Using the aforementioned coupler monitoring component 323, the longitudinal force, lateral force, and vertical force of the coupler can be monitored, and it has the advantages of simple structure and readily available materials.

[0042] The wheel-rail monitoring component 324 includes a wheel-rail patch disposed on the wheel and rail to monitor the lateral and vertical forces on the wheel and rail. Using the aforementioned wheel-rail monitoring component 324, the monitoring of the lateral and vertical forces on the wheel and rail can be achieved, and it has the advantages of simple structure and readily available materials.

[0043] The operation monitoring member comprises a vehicle body sensor capable of monitoring vehicle body vibration acceleration, a side frame sensor capable of monitoring side frame vibration acceleration, and a load bearing saddle sensor capable of monitoring load bearing saddle vibration acceleration. With the operation monitoring member, the vehicle body vibration acceleration, the side frame vibration acceleration and the load bearing saddle vibration acceleration can be monitored, and the operation monitoring member has the advantages of simple structure.

[0044] The railway vehicle provided by the present application has the following beneficial effects:

[0045] 1. Multi-parameter coupling monitoring of the braking performance, the coupler performance, the wheel-rail performance and the vehicle operation state of the heavy haul vehicle is realized.

[0046] 2. The entire system has low power consumption characteristics from the architecture perspective, and the requirement for vehicle power supply is reduced.

[0047] 3. The marshalling configuration is flexible, and the marshalling can be performed at different monitoring sections to obtain data of multiple monitoring sections at different times.

[0048] It should be noted that the terms used herein are only intended to describe specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, the singular form is intended to include the plural form, unless the context clearly indicates otherwise, and it should be understood that, when the terms "comprise" and / or "include" are used in the specification, there is a presence of the features, steps, operations, devices, components and / or combinations thereof.

[0049] Unless otherwise specifically stated, the relative arrangements of parts and steps, numerical expressions, and numerical values set forth in these embodiments are not meant to limit the scope of the present application. At the same time, it should be understood that the sizes of the various parts shown in the drawings are not drawn in proportion. The technology, methods and devices known to those skilled in the relevant art can not be discussed in detail, but should be considered as part of the specification under appropriate circumstances. In all examples shown and discussed herein, any specific value should be interpreted as merely exemplary, and not as a limitation. Therefore, other examples of the exemplary embodiments can have different values. It should be noted that similar reference numbers and letters represent similar items in the following drawings, and therefore, once an item is defined in one drawing, it does not need to be further discussed in subsequent drawings.

[0050] In the description of the utility model, it is understood that the orientation words such as '' front, back, up, down, left, right '' '' horizontal, vertical, perpendicular, horizontal '' and '' top, bottom '' and the like indicated orientation or positional relationship is usually based on the orientation or positional relationship shown in the drawings, only for the convenience of describing the utility model and simplifying the description, in the absence of the opposite statement, these orientation words do not indicate and imply that the device or element indicated must have a particular orientation or be constructed and operated in a particular orientation, therefore can not be understood as the limitation of the protection scope of the utility model;The orientation words '' inside, outside '' refer to the inside and outside relative to the contour of each component.

[0051] For the convenience of description, spatial relative terms such as '' above'', '' above'', '' upper surface'', '' upper '' and the like can be used here to describe the spatial position relationship of one device or feature with other devices or features as shown in the drawing. It should be understood that the spatial relative terms are intended to include different orientations in use or operation in addition to the orientation of the device described in the drawing. For example, if the device in the drawing is inverted, the device described as '' above '' or '' above '' other devices or structures will be positioned '' below '' or '' below '' other devices or structures. Thus, the exemplary term '' above '' can include both '' above '' and '' below '' orientations. The device can also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative description used here is interpreted accordingly.

[0052] In addition, it should be noted that the use of '' first'', '' second '' and the like to limit parts is only for the convenience of distinguishing the corresponding parts, and the above words have no special meaning unless otherwise stated, therefore can not be understood as the limitation of the protection scope of the utility model.

[0053] The above only describes the preferred embodiments of the utility model, and is not used to limit the utility model, for those skilled in the art, the utility model can have various changes and changes. Any modification, equivalent replacement, improvement, etc. made within the spirit and principles of the utility model should be included in the protection scope of the utility model.

Claims

1. A railway vehicle characterized by, The railway vehicle comprises: a first carriage (10); a second carriage (20) connected to the rear side of the first carriage (10); a monitoring assembly (30) comprising a transmission host (31), a first monitoring assembly (32) and a second monitoring assembly (33), the first monitoring assembly (32) comprising a first acquisition host (321), a first brake monitoring element (322) for monitoring the braking performance of the first carriage (10), a car coupler monitoring element (323) for detecting the car coupler performance of the first carriage (10), a wheel rail monitoring element (324) for monitoring the wheel rail performance of the first carriage (10), and an operation monitoring element for monitoring the operation state of the first carriage (10), the second monitoring assembly (33) comprising a second acquisition host (331) and a second brake monitoring element (332) for monitoring the braking performance of the second carriage (20), the transmission host (31) being signal-connected with an external server, and the transmission host (31) being signal-connected with the first acquisition host (321) and the second acquisition host (331).

2. The railway vehicle of claim 1, wherein, The transmission host (31) has a synchronous clock, which can synchronize the time of the first acquisition host (321) and the second acquisition host (331).

3. The railway vehicle of claim 1, wherein, The transmission host (31) further has a positioning module, which positions the first monitoring assembly (32) and the second monitoring assembly (33).

4. The railway vehicle of claim 1, wherein, The railway vehicle further comprises a third carriage (40) connected to the rear side of the second carriage (20), and the monitoring assembly (30) further comprises a third acquisition host (41) and a third brake monitoring element (42) for monitoring the braking performance of the third carriage (40), and the third acquisition host (41) is signal-connected with the transmission host (31).

5. The railway vehicle of claim 4, wherein, The transmission host (31) is connected with the first acquisition host (321), the second acquisition host (331) and the third acquisition host (41) through wires respectively.

6. The railway vehicle according to claim 4, wherein the first brake monitoring element (322) and the second brake monitoring element (332) have the same structure, the first brake monitoring element (322) comprising a first brake cylinder sensor for monitoring the brake cylinder pressure, a first train pipe sensor for monitoring the train pipe pressure, a first auxiliary air cylinder sensor for monitoring the auxiliary air cylinder pressure, a first acceleration and release air cylinder sensor for monitoring the acceleration and release air cylinder pressure, and a brake shoe sensor for monitoring the brake shoe pressure; and / or the third brake monitoring element (42) comprises a second brake cylinder sensor for monitoring the brake cylinder pressure, a second train pipe monitoring element for monitoring the train pipe pressure, a second auxiliary air cylinder sensor for monitoring the auxiliary air cylinder pressure, and a second acceleration and release air cylinder sensor for monitoring the acceleration and release air cylinder pressure.

7. The railway vehicle of claim 4, wherein, The first acquisition host (321), the second acquisition host (331) and the third acquisition host (41) are all provided with memories.

8. The railway vehicle of claim 1, wherein, The car coupler monitoring member (323) includes a car coupler patch disposed on a car coupler and capable of monitoring longitudinal force, lateral force, and vertical force of the car coupler.

9. The railway vehicle of claim 1, wherein, The wheel rail monitoring member (324) includes a wheel rail patch disposed on a wheel rail and capable of monitoring lateral force and vertical force of the wheel rail.

10. The railway vehicle of claim 1, wherein, The operation monitoring member includes a car body sensor capable of monitoring car body vibration acceleration, a side frame sensor capable of monitoring side frame vibration acceleration, and a load bearing saddle sensor capable of monitoring load bearing saddle vibration acceleration.

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