Arrangement of a system component of a rail vehicle with a plug connection and a rail vehicle with an arrangement of this type

Abstract

The invention relates to an arrangement (1) of at least one system component (2; 20) of a rail vehicle (21) with at least one plug connection between the system component (2; 20) of the rail vehicle (21) and the rail vehicle (21), configured such that the at least one plug connection is designed as an intelligent plug connection (5) with at least one wireless transmission path (8). The invention also relates to a rail vehicle (21) comprising the arrangement (1).

Description

[0001] ARRANGEMENT OF A SYSTEM COMPONENT OF A RAIL VEHICLE WITH A PLUG CONNECTION AND A RAIL VEHICLE WITH SUCH AN ARRANGEMENT

[0002] The invention relates to an arrangement of a system component of a rail vehicle with an intelligent plug connection (smart plug) according to the preamble of claim 1. The invention also relates to a rail vehicle with such an arrangement.

[0003] An example of a rail vehicle system component is a brake caliper. Brake calipers are widely used in rail vehicle braking systems. They essentially consist of a force generator, which provides the operating or spring-loaded force, and an adjuster module, which compensates for wear. Other components of a brake caliper include a bracket, which enables the brake unit to be mounted in the bogie, as well as caliper levers for transmitting the application force to the brake disc and brake pad holders with brake pads.

[0004] The documents DE 10 2020 124 645 A1 , DE 195 14463 C1 give examples of the functionality and structure of brake calipers.

[0005] Cable connectors with corresponding sockets are now a common solution for connecting electrical components of (rail) vehicle systems.

[0006] However, installing the connectors during initial assembly and maintenance is an additional assembly step if a system component needs to be repaired and replaced. The cable connectors require careful handling.

[0007] The installation of an additional sensor, switch or the like may require a redesign and modification of the electrical system.

[0008] Conventional wireless solutions can be flexibly expanded and would provide a standardized system solution, but pneumatic system components in (rail) vehicles typically do not have a separate power connection, except for the plug-in connections for sensors and switches. Since a power supply to the (pneumatic) components must be installed, the conventional wireless solution can be supplemented with batteries or energy harvesting devices, which, however, are more maintenance-intensive and require additional installation space.

[0009] The term "intelligent connector" also includes a "smart plug", whereby the smart connector includes both the smart plug and an associated smart socket or a matching smart device as a counterpart to the smart plug.

[0010] Smart plugs or connectors are used for the wireless transmission of data and / or electrical energy. Combinations of wireless and wired transmission are also possible, for example, signal lines, control lines, and / or power lines can be connected.

[0011] An example of wireless data transmission or communication is NFC (Near Field Communication) technology.

[0012] Wireless transmission of electrical energy, for example to operate sensors or charge electrical energy storage devices, is usually achieved through inductive charging.

[0013] Examples of inductive charging are described in document US 6 973 543 B1. The address http: / / en.wikipedia.org / wiki / lnductivecharging also provides basic information and examples.

[0014] The object of the invention is therefore to provide an improved arrangement of a system component of a rail vehicle with an intelligent plug connection, wherein the above-mentioned disadvantages are eliminated or at least no longer occur to a significant extent.

[0015] A further task is to provide a rail vehicle with such an arrangement.

[0016] The problem is solved by the subject matter of claim 1. The further problem is solved by the subject matter of claim 20.

[0017] One inventive idea is to use an intelligent plug connection (smart plug).

[0018] An arrangement according to the invention comprises at least one system component of a rail vehicle with at least one plug connection between the system component of the rail vehicle and the rail vehicle. The at least one plug connection is designed as an intelligent plug connection with at least one wireless transmission path.

[0019] A particular advantage here is that the physical structure of a system with this arrangement is significantly simpler than in the prior art.

[0020] The physical design is simpler than the state-of-the-art. The array can be quickly and easily upgraded through software updates (e.g., when a new component is added); the physical structure of the array does not need to be changed.

[0021] A further advantage is that intelligent connectors can process signals from one or more sensors, switches and / or other electrical / electronic / electromechanical functional units without physical changes.

[0022] Another advantage is that the use of intelligent connectors does not require any special knowledge from the operating personnel.

[0023] In addition, intelligent connectors can standardize the electrical systems of the (rail) vehicle, which will further improve reliability and vehicle availability.

[0024] A rail vehicle according to the invention with at least one system component, in particular, has at least one arrangement as described above. In one embodiment, the at least one intelligent connector comprises a first transmission unit and a second transmission unit with the common, at least one transmission path and a shield. This enables an advantageously simple design with a simultaneously low space requirement.

[0025] It is advantageous if the at least one wireless transmission path is a bidirectional transmission path. This provides the advantage that data transmission is possible not only in one direction, e.g., from a sensor to an evaluation unit, but also in the opposite direction. This is advantageous because it enables, for example, system upgrades of the sensors, switches, and / or other functional units on the system component side more easily and quickly than with the prior art.

[0026] A further advantage is that pairing of the transmission units is ensured by the position of the ends of the transmission units.

[0027] Further advantageous embodiments are specified in the subclaims.

[0028] In one embodiment, the first transmission unit is assigned to the system component and connected to sensors, switches, and / or other electronic / electromechanical functional units of the system component by means of electrically conductive connections via suitable cables. This advantageously enables combinations of the advantages of wired and wireless solutions.

[0029] A further embodiment provides that the first transmission unit is designed to receive electrical energy, which the second transmission unit provides via the transmission path, to receive data signals from the sensors and / or the switches of the system component, and to process and transmit the received data signals from the sensors, the switches, and / or other electrical / electronic / electromechanical functional units of the system component via the transmission path to the second transmission unit. This is advantageous because it allows not only data but also electrical energy to be transmitted via a common transmission path. The sensors and / or functional units arranged on the system component side can thus advantageously be supplied with electrical energy without the need to install an additional power supply.In another embodiment, the first transmission unit is configured to receive data signals from the sensors, switches, and / or other electrical / electronic / electromechanical functional units of the system component and to transmit data signals from the second transmission unit in the opposite transmission direction to the sensors, switches, and / or other electrical / electronic / electromechanical functional units of the system component. In this way, it is advantageously possible not only to acquire data from the sensors and / or switches of the system component, but also to perform a setting, update, and / or modification of the sensors and / or switches of the system component via the bidirectional transmission path.

[0030] A further embodiment provides that the second transmission unit is assigned to the rail vehicle, is configured to receive the data signals from the sensors, switches, and / or other electrical / electronic / electromechanical functional units of the system component sent by the first transmission unit over the transmission path, and is configured to provide electrical energy to the first transmission unit via the transmission path. This results in the advantage of a compact design with a small number of components.

[0031] In yet another embodiment, the second transmission unit is connected to a control unit, which provides electrical energy received from the rail vehicle to the second transmission unit and is configured to receive and process the data signals provided by the second transmission unit from the sensors, switches, and / or other electrical / electronic / electromechanical functional units of the system component. This is advantageous because it allows the data signals to be processed over short distances, while minimizing potential external interference.

[0032] In another embodiment, the second transmission unit is designed to receive and transmit data signals from and to the first transmission unit. It is advantageous that the second transmission unit enables two functions, namely receiving and transmitting data signals, in one device. A further embodiment provides that the control unit is wired to a control device of the rail vehicle for data communication of the data signals provided by the second transmission unit from the sensors, switches, and / or other electrical / electronic / electromechanical functional units of the system component and for supplying electrical energy. This results in an advantageously compact design.

[0033] In a further embodiment, the control device includes evaluation electronics for received data signals. This results in an advantageously compact design.

[0034] In a further embodiment, the control unit is connected to the rail vehicle's control device for data communication via bidirectional connections to interfaces of the rail vehicle's control device. This advantageously enables simple and fast data transmission.

[0035] If the control device of the rail vehicle is connected to a bus system of the rail vehicle, there is the advantage of connecting the intelligent plug connection of the arrangement to the bus system in this way.

[0036] In one embodiment, the first transmission unit and the second transmission unit are configured for wireless communication, e.g., NFC (Near Field Communication), over the transmission path. These advantageously represent cost-effective, high-quality functional units.

[0037] It is further advantageous if the first transmission unit and the second transmission unit are designed for wireless transmission of electrical energy over the transmission path by inductive charging.

[0038] In another embodiment, the first transmission unit, the second transmission unit, and the transmission path are arranged within the shield. This is advantageous because the intrusion protection is more robust and much more independent of operating conditions. Furthermore, the wireless connection area is well protected from electromagnetic interference, rockfall, etc. (which are typical of railway operations).

[0039] In yet another arrangement, the shield is formed as a housing, or the shield is mounted in or on such a housing or is additionally arranged in or around the housing.

[0040] These additional functions result in a compact design.

[0041] One design provides for the intelligent connector to be located at an interface between the rail vehicle or between a console or bracket connected to the rail vehicle and the system component. One advantage of this is that the required installation space remains unchanged and does not require any expansion.

[0042] In yet another embodiment, the at least one intelligent plug connection with the at least one wireless transmission path forms an interruption of a galvanic connection between the sensors, switches and / or other electrical / electronic / electromechanical functional units of the system component of the rail vehicle via connecting lines of the sensors, switches and / or other electrical / electronic / electromechanical functional units of the system component and the control device of the rail vehicle.The resulting advantage is that a possible equalizing current between different potentials of the system component of the rail vehicle and the rail vehicle cannot flow through connecting cables for data and power supply of the sensors, switches and / or other electrical / electronic / electromechanical functional units of the system component and cause damage to these components.

[0043] A further advantage is that, for this reason, lower requirements can be placed on the electrical breakdown strength of the sensors, switches and / or other electrical / electronic / electromechanical functional units of the system component.

[0044] Advantages of the arrangement according to the invention are, for example, the following.

[0045] • A possible galvanic connection between the bogie and the car body via connecting cables of the sensors, switches and / or other electrical / electronic / electromechanical functional units of the system component and the control device (with the evaluation electronics) is interrupted by the wireless transmission path.

[0046] • Lower requirements for the electrical strength of sensors, switches, and / or other electrical / electronic / electromechanical functional units of the system component. • Additional electrical / electronic / electromechanical components, etc., of the system component (capable of interacting with intelligent plug-in connections - Smart Plugs) can therefore be attached relatively easily, in this case to the brake caliper, without laying additional electrical cables between the bogie brake caliper and the control device with the evaluation electronics on / in the car body of the rail vehicle.

[0047] • Reduction of cabling effort.

[0048] • Platform solutions can be reused in subsequent projects without adaptation.

[0049] An embodiment of the invention is described below with reference to the accompanying drawings. The invention is not limited to this embodiment. In particular, individual features of the following embodiment can be used not only in this but also in other embodiments. They show:

[0050] Figure 1 is a schematic perspective view of an embodiment of an arrangement according to the invention of a system component of a rail vehicle with an intelligent plug connection; and

[0051] Figure 2 shows a schematic block diagram with the intelligent

[0052] Plug connection of the embodiment of the inventive arrangement according to Figure 1.

[0053] Figure 1 shows a schematic perspective view of an embodiment of an arrangement 1 according to the invention of a system component 20 of a rail vehicle 21 with an intelligent plug connection (smart plug) 5.

[0054] Figure 2 shows a schematic block diagram with the intelligent plug connection 5 of the embodiment of the arrangement 1 according to the invention according to Figure 1.

[0055] The term “smart plug connection” refers to a plug connection that includes both an intelligent plug (smart plug) and the associated intelligent socket.

[0056] As an example of a system component 20 of a rail vehicle 21, a brake caliper 2 of a bogie of a rail vehicle 21 is shown here. The brake caliper 1 is attached to the bogie by means of a bracket 4.

[0057] The structure and function of exemplary brake calipers 1 are described, for example, in the documents DE 10 2020 124 645 A1, DE 195 14463 C1, to which reference is made here.

[0058] The brake caliper 1 forms a disc brake for the rail vehicle 21 and has brake pads 3 which interact with a brake disc, e.g. wheel brake disc or shaft brake disc (not shown, but easily imagined).

[0059] The intelligent plug connection 5 is arranged here as a system component 20 at the interface between the rail vehicle 21 or the bracket 4 connected to the rail vehicle 21 and the brake caliper 2. For this purpose, the required installation space advantageously remains unchanged.

[0060] An exemplary intelligent plug connection 5 is shown in Figure 2 in a schematic block diagram.

[0061] The intelligent connector 5 comprises a first transmission unit 6 and a second transmission unit 7 with a common transmission path 8 and a shield 9.

[0062] The transmission units 6, 7 are arranged such that their transmission ends 6a, 7a are spaced apart at a distance at which the transmission path 8 is fully effective. The transmission ends 6a, 7a can also be located close to one another. This depends on the properties (range) of the transmission units 6, 7.

[0063] The transmission units 6, 7 and the transmission path 8 are arranged in the shield 9. In this way, the transmission units 6, 7 and the area of ​​the transmission path 8 are, on the one hand, protected from external electromagnetic interference in accordance with the guidelines of electromagnetic compatibility (EMC), while also preventing their own electromagnetic emissions. On the other hand, the shield 9 also provides mechanical protection against the ingress of foreign bodies and moisture (IP protection class) as well as against stone chips, etc., which is characteristic of rail vehicle operation. Because the transmission path 8 is wireless, intrusion protection (IP protection class) can be designed to be more robust and independent of operating conditions.

[0064] The shield 9 can also be designed as a housing, which offers both the above-mentioned protection and is a receptacle for the transmission units 6, 7. It is also conceivable that the shield 9 is attached in or on such a housing or is additionally provided in the housing or around the housing.

[0065] The first transmission unit 6 is assigned to the system component 20. Sensors 10, 11 are connected to the first transmission unit 6 via electrically conductive connections 12, 13, e.g., wired via suitable cables. The two sensors 10, 11 shown here also represent a multitude of sensors and / or switches or other electronic / electromechanical functional units. Of course, only one sensor 10, 11 and / or only one switch, or combinations, are also possible.

[0066] The first transmission unit 6 supplies the sensors 10, 11 with electrical energy and receives data signals from the sensors 10, 11 and / or the switches (not shown, but easily conceivable). The data signals received from the sensors 10, 11 and / or switches are processed by the first transmission unit 6 and sent via the transmission path 8 to the second transmission unit 7. This can be done, for example, via standardized wireless communication, e.g., NFC (Near Field Communication). Of course, other methods are also possible.

[0067] The transmission path 8 forms a bidirectional transmission path 8 and is thus capable of transmitting data from the second transmission unit 7 to the first transmission unit 6. In this way, the properties of the sensors 10, 11 and / or the aforementioned functional units can be changed, adapted, or updated, for example.

[0068] At the same time, the second transmission unit 7 supplies the first transmission unit 6 with the required electrical energy (both for the function of the first transmission unit 6 itself and for the connected sensors 10, 10 and / or switches) via the transmission path 8 by means of inductive transmission. The second transmission unit 7 is connected to a control unit 14. The control unit 14 supplies the second transmission unit 7 with electrical energy and has signal processing for data transmission.

[0069] The second transmission unit 7 receives the data from sensors 10, 11 via the transmission link 8 and prepares / adapts it for forwarding to a control device 19 of the rail vehicle 21. For this purpose, the second transmission unit 7 is connected to the control device 19 for data communication via bidirectional connections 15, 16 at interfaces 17, 18 of the control device 19. These interfaces 17, 18 can, for example, be conventional interfaces (4-20 mA; 0-10 V, or the like).

[0070] In addition, the control unit 14 is connected to the control device 19 for a power supply (not shown, but easily conceivable). This power supply serves, on the one hand, to operate the control unit 14 and the second transmission unit 7, and, on the other hand, to supply the inductive energy transmission to the first transmission unit 6.

[0071] In this example, the control device 19 also has evaluation electronics for the received data signals.

[0072] The control device 19 is connected here to a bus system BS of the rail vehicle 21.

[0073] The control device 19 also has functional units which generate control and data signals for controlling and supplying data to the transmission units 6, 7 and the sensors 10, 11 and / or switches connected to the first transmission unit 6 and transmit them wirelessly thereto via the transmission link 8.

[0074] The inductive transmission of electrical energy for supplying power to the first transmission unit 6 via the transmission path 8 can also be used simultaneously for transmitting data / data signals, for example by modulating the data / data signals of the inductive energy transmission.

[0075] Using the intelligent connector 5 does not require any special knowledge from the operating personnel. Pairing of the devices, ie, the sensors 10, 11 and / or switches and / or functional units on / at the system component 20 with the intelligent connector 5, is ensured by the position of the ends of the transmission units 6, 7.

[0076] The device 1 with the intelligent connector 5 can process one or more pieces of information over a common transmission path 8. The physical structure is simpler than in the prior art. The device 1 can be quickly and easily upgraded through software updates (e.g., when a new component is added); the physical structure of the device 1 does not need to be changed.

[0077] If a sensor 10, 11 and / or an electrical component, for example a switch or an electronic functional unit, is attached to the system component 20, which in the example described is a brake calliper 2 of a bogie of a rail vehicle 21, i.e. is attached to the brake calliper, then this sensor 10, 11 and / or this electrical component is at the galvanic potential of the bogie.

[0078] The control device 19 with the evaluation electronics is mounted in the car body of the rail vehicle 21 and is thus connected to the car body's electrical potential. If potential differences occur between the bogie (with the brake caliper 2 as system component 20) and the car body (with the evaluation electronics of the control device 19), a compensating current will flow between the electrical potentials of these two areas. This compensating current will always take the path of least electrical resistance. Sensor cables and sensors can be destroyed if the compensating current can flow through them, and fires can even occur (e.g., if the compensating current flows through an electrical shield in the connecting cable of the sensors 10, 11 and / or electrical components).

[0079] However, in the arrangement 1 described above, the intelligent plug connection 5 with the wireless transmission link 8 is arranged between the sensors 10, 11 and / or electrical components of the system component 20 and the evaluation electronics of the control device 19 of the (car body) of the rail vehicle 21. This results in the following advantages when using the intelligent plug connection (smart plug).

[0080] • A possible galvanic connection between the bogie and the car body via connecting cables of the sensors 10, 11, switches and / or other electrical / electronic / electromechanical functional units of the system component 20 and the control device 19 (with the evaluation electronics) is interrupted by the wireless transmission path 8.

[0081] • For this reason, lower requirements can be placed on the electrical breakdown strength of the sensor 10, 11 and / or electrical components of the system component 20.

[0082] • Therefore, additional electrical / electronic / electromechanical components etc. of the system component 20 (capable of interacting with intelligent plug connections - Smart Plug) can be attached in a relatively simple manner, here to the brake calliper 2, without laying additional electrical cables between the brake calliper 2 of the bogie and the control device 19 with the evaluation electronics on / in the car body of the rail vehicle 21.

[0083] • Platform solutions can be reused in subsequent projects without adaptation.

[0084] This also has the advantage of reducing cabling costs.

[0085] In the case of a single rail vehicle 21 as well as in the case of a train of rail vehicles 21 with the described arrangement 1, both the single rail vehicle 21 and all rail vehicles 21 of a train of rail vehicles 21 are equipped with the intelligent plug connections 5. However, combinations of arrangements 1 with intelligent plug connections 5 and with conventional plug connections may also be possible, e.g., if the train of rail vehicles 21 has vehicles with conventional plug connections.

[0086] The invention is not limited by the above-mentioned embodiment, but can be modified within the scope of the claims. List of reference symbols

[0087] 1 arrangement

[0088] 2 brake calipers

[0089] 3 brake pad

[0090] 4 Console

[0091] 5 Intelligent connector

[0092] 6, 7 transmission unit

[0093] 8 Transmission path

[0094] 9 Shielding

[0095] 10, 11 Sensor

[0096] 12, 13 connection

[0097] 14 Control unit

[0098] 15, 16 connection

[0099] 17, 18 Interface

[0100] 19 Control device

[0101] 20 System components

[0102] 21 rail vehicle

[0103] BS bus system

Claims

Claims 1. Arrangement (1) of at least one system component (2; 20) of a rail vehicle (21) with at least one plug connection between the system component (2; 20) of the rail vehicle (21) and the rail vehicle (21); characterized in that the at least one plug connection is designed as an intelligent plug connection (5) with at least one wireless transmission path (8).

2. Arrangement (1) according to claim 1, characterized in that the at least one intelligent plug connection (5) comprises a first transmission unit (6) and a second transmission unit (7) with the common, at least one transmission path (8) and a shield (9).

3. Arrangement (1) according to claim 1 or 2, characterized in that the at least one wireless transmission path (8) is a bidirectional transmission path (8).

4. Arrangement (1) according to one of the preceding claims, characterized in that the first transmission unit (6) is assigned to the system component (20) and is connected to sensors (10, 11), switches and / or other electrical / electronic / electromechanical functional units of the system component (20) by means of electrically conductive connections (12, 13) via suitable cables.

5. Arrangement (1) according to claim 4, characterized in that the first transmission unit (6) is designed to receive electrical energy which the second transmission unit (7) provides via the transmission path (8), to receive data signals from the sensors (10, 11), the switches and / or other electrical / electronic / electromechanical functional units of the system component (20) and to process and transmit the received data signals from the sensors (10, 11) and / or the switches of the system component (20) via the transmission path (8) to the second transmission unit (7).

6. Arrangement (1) according to claim 5, characterized in that the first transmission unit (6) is designed to receive data signals from the sensors (10, 11), the switches and / or other electrical / electronic / electromechanical functional units of the system component (20) and to transmit data signals from the second transmission unit (7) in the opposite transmission direction to the sensors (10, 11) and / or the switches of the system component (20).

7. Arrangement (1) according to claim 5 or 6, characterized in that the second transmission unit (7) is assigned to the rail vehicle (21), is designed to receive the data signals of the sensors (10, 11), the switches and / or other electrical / electronic / electromechanical functional units of the system component (20) sent by the first transmission unit (6) via the transmission path (8) and is designed to provide electrical energy to the first transmission unit (6) via the transmission path (8).

8. Arrangement (1) according to claim 7, characterized in that the second transmission unit (7) is connected to a control unit (14) which provides electrical energy received from the rail vehicle (21) for the second transmission unit (7) and is designed to receive and process the data signals of the sensors (10, 11), the switches and / or other electrical / electronic / electromechanical functional units of the system component (20) provided by the second transmission unit (7).

9. Arrangement (1) according to claim 8, characterized in that the second transmission unit (7) is designed to receive and transmit data signals from the first transmission unit (6) and to the first transmission unit (6).

10. Arrangement (1) according to one of claims 7 to 9, characterized in that the control unit (14) is connected by wire to a control device (19) of the rail vehicle (21) for data communication of the data signals provided by the second transmission unit (7) of the sensors (10, 11), the switches or other electrical / electronic / electromechanical functional units of the system component (20) and supply with electrical energy.

11. Arrangement (1) according to claim 10, characterized in that the control device (19) has evaluation electronics for received data signals.

12. Arrangement (1) according to claim 10 or 11, characterized in that the control unit (14) is connected to the control device (19) of the rail vehicle (21) for data communication via bidirectional connections (15, 16) to interfaces (17, 18) of the control device (19) of the rail vehicle (21).

13. Arrangement (1) according to one of claims 10 to 12, characterized in that the control device (19) of the rail vehicle (21) is connected to a bus system (BS) of the rail vehicle (21).

14. Arrangement (1) according to one of claims 2 to 13, characterized in that the first transmission unit (6) and the second transmission unit (7) are designed for wireless communication, e.g. NFC (Near Field Communication), via the transmission path (8).

15. Arrangement (1) according to one of claims 2 to 14, characterized in that the first transmission unit (6) and the second transmission unit (7) are designed for wireless transmission of electrical energy via the transmission path (8) by inductive charging.

16. Arrangement (1) according to one of claims 2 to 15, characterized in that the first transmission unit (6), the second transmission unit (7) and the transmission path (8) are arranged in the shield (9).

17. Arrangement (1) according to claim 16, characterized in that the shield (9) is designed as a housing, or that the shield (9) is mounted in or on such a housing or is additionally arranged in the housing or around the housing.

18. Arrangement (1) according to one of the preceding claims, characterized in that the intelligent plug connection (5) is arranged at an interface between the rail vehicle (21) or between a rail vehicle (21) connected console (4) or bracket and the system component (20).

19. Arrangement (1) according to one of claims 10 to 18, characterized in that the at least one intelligent plug connection (5) with the at least one wireless transmission path (8) forms an interruption of a galvanic connection between the sensors (10, 11), switches and / or other electrical / electronic / electromechanical functional units of the system component (20) of the rail vehicle (21) via connecting lines of the sensors (10, 11), switches and / or other electrical / electronic / electromechanical functional units of the system component (20) and the control device (19) of the rail vehicle (21).

20. Rail vehicle (21) with at least one system component (20), in particular a brake caliper (2), characterized in that the rail vehicle (21) has an arrangement (1) according to one of the preceding claims.

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