Apparatus for system components of a rail vehicle with a plug-in connection and a rail vehicle with such an apparatus

Abstract

An apparatus (1) for at least one system component (2; 20) of a rail vehicle (21) with at least one plug-in connection between the system component (2; 20) of the rail vehicle (21) and the rail vehicle (21) is implemented in such a way that the at least one plug-in connection is configured as an intelligent plug-in connection (5) with at least one wireless transmission section (8). A rail vehicle (21) equipped with the apparatus (1) is provided.

Description

[Technical Field]

[0001] The present invention relates to an arrangement of a system component of a railway vehicle with an intelligent plug-in connection (smart plug) according to the preamble of claim 1. The invention also relates to a railway vehicle equipped with such an arrangement.

[0002] An example of a system component for railway vehicles is the brake caliper. Brake calipers are widely used in braking systems for railway vehicles. A brake caliper essentially consists of a force generator that provides the application force or the force of a spring energy storage device and an adjustment module that compensates for wear. Further components of a brake caliper include a cantilever that allows the brake unit to be mounted on the bogie, a caliper lever for transmitting the brake application force to the brake disc, and a brake pad holder with a brake pad.

[0003] The publications DE 102020124645 A1 and DE 19514463 A1 show examples of the functioning and construction of brake calipers.

[0004] Cable connectors with associated sockets, as plug-in connections, are today a common solution for connecting electrical components in (rail) vehicle systems.

[0005] However, installing the plug-in connections during initial assembly and maintenance is an additional assembly step when system components must be repaired or replaced. Cable plug-in connections require careful handling.

[0006] The incorporation of additional sensors, switches or the like may result in new assembly and modifications of electrical equipment.

[0007] While conventional cableless solutions offer a flexible, scalable and standardized system solution, pneumatic system components in (rail) vehicles typically have no separate current connections, except for plug-in connections for sensors and switches. As the power supply to the (pneumatic) components must be integrated, conventional wireless solutions can be supplemented by batteries or energy harvesting devices, which are maintenance-intensive and require additional installation space.

[0008] The concept of "intelligent plug-in connection" should also be understood as "intelligent plug", which includes both an intelligent plug and an associated intelligent socket or a suitable intelligent device as a counterpart to the intelligent plug.

[0009] Intelligent plugs (smart plugs) or plug-in connections are used for the wireless transmission of data and / or electrical energy. A combination of wireless and wired transmission is also possible, e.g. signal, control and / or power lines can be connected.

[0010] One example of wireless data transmission or communication is Near Field Communication (NFC) technology.

[0011] Wireless transmission of electrical energy, for example for operating a sensor or for charging an electrical energy store, is generally achieved by inductive charging.

[0012] An example of inductive charging is described in the publication U.S. Pat. No. 6,973,543. https: / / en.wikipedia.org / wiki / lnductive_charging provides further bases and examples for this.

[0013] The object of the present invention is therefore to provide an improved arrangement of system components for railway vehicles with intelligent plug-in connections, in which the above-mentioned disadvantages are eliminated or at least no longer occur to a significant extent.

[0014] Another object is to provide a railway vehicle equipped with such a device.

[0015] This problem is solved by the subject matter of claim 1.

[0016] Another problem is solved by the subject matter of claim 20.

[0017] The idea of ​​the present invention is to use intelligent plug-in connections (smart plugs).

[0018] The device according to the invention comprises at least one system component of a rail vehicle with at least one plug-in connection between the system component of the rail vehicle and the rail vehicle, the at least one plug-in connection being configured as an intelligent plug-in connection with at least one wireless transmission section.

[0019] A particular advantage here is that the physical construction of the system with the device is much simpler than in the prior art.

[0020] The physical structure is simpler than in the prior art. The device can be quickly and easily expanded by software updates (e.g., when new components are added) without the need to change the physical structure of the device.

[0021] Another advantage is that the intelligent plug-in connections allow signals from one or more sensors, switches and / or other electrical / electronic / electromechanical functional units to be processed without any physical modifications.

[0022] It is further particularly advantageous that the use of the intelligent plug-in connection does not require any special knowledge on the part of the operator.

[0023] Intelligent plug-in connections also allow for the standardization of the electrical systems of (rail) vehicles, with consequent further improvements in reliability and vehicle availability.

[0024] A rail vehicle according to the invention with at least one system component comprises in particular at least one of the above-described devices.

[0025] In one embodiment, at least one intelligent plug-in connection includes a first transmission unit and a second transmission unit with at least one common transmission section and a shield, which advantageously allows for a simple construction and at the same time requires little space.

[0026] It is advantageous if at least one wireless transmission path is a bidirectional transmission path, which has the advantage that not only a unidirectional data transmission, for example from a sensor to an evaluation unit, but also a data transmission in the opposite direction is possible, which is advantageous because it allows, for example, a system upgrade of sensors, switches and / or other functional units on the system component side to be easier and faster than in the prior art.

[0027] Another advantage is that the pairing of the transmission units is ensured by the position of the ends of the transmission units.

[0028] Further advantageous configurations are set forth in the dependent claims.

[0029] In one embodiment, the first transmission unit is associated with the system component and is wired to the sensors, switches and / or electrical / electronic / electromechanical functional units of the system component using conductive connections via suitable cables, thereby advantageously combining the advantages of wired and wireless solutions.

[0030] Another embodiment specifies that the first transmission unit is configured to receive electrical energy provided by the second transmission unit via a transmission path, to receive data signals from sensors and / or switches of the system component, to process the received data signals from sensors, switches and / or other electrical / electronic / electromechanical functional units of the system component, and to transmit the processed data signals to the second transmission unit via a transmission path. This is advantageous because in this way, not only data but also electrical energy can be transmitted via a common transmission path. This allows sensors and / or functional units located on the system component side to be supplied with electrical energy advantageously without the need for an additional energy supply.

[0031] In another embodiment, the first transmission unit is configured to transmit data signals in the opposite transmission direction from the second transmission unit to sensors, switches and / or other electrical / electronic / electromechanical functional units of the system component in order to receive data signals from sensors, switches and / or other electrical / electronic / electromechanical functional units of the system component. In this way, it is advantageously possible not only to detect data from sensors and / or switches of the system component, but also to configure, update and / or change sensors and / or switches of the system component by software via the bidirectional transmission section.

[0032] Another embodiment specifies that a second transmission unit is associated with the rail vehicle and is configured to supply electrical energy via the transmission section to the first transmission unit for receiving data signals transmitted via the transmission section from the first transmission unit, the data signals being from sensors, switches and / or other electrical / electronic / electromechanical functional units of the system components, which has the advantage of a small number of components and a compact design.

[0033] In yet another embodiment, the second transmission unit is connected to the control unit, and the control unit is configured to provide the second transmission unit with electrical energy received from the railway vehicle and to receive and process data signals provided by the second transmission unit from sensors, switches and / or other electrical / electronic / electromechanical functional units of the system components, which is advantageous since it allows data signals to be processed over short distances while remaining less susceptible to possible external interference.

[0034] In another embodiment, the second transmission unit is configured to receive and transmit data signals from the first transmission unit, which advantageously allows the second transmission unit to perform two functions, i.e., receive and transmit data signals, in one device.

[0035] Another embodiment specifies that the control unit is connected by wire to a control device of the rail vehicle for data communication of data signals of sensors, switches and / or other electrical / electronic / electromechanical functional units of the system components, which are provided by the second transmission unit, and for the supply of electrical energy, which advantageously results in a compact design.

[0036] In another embodiment, the control device comprises evaluation electronics for the received data signals, which advantageously results in a compact design.

[0037] In another embodiment, the control unit is connected to the rail vehicle control device at an interface of the rail vehicle control device for data communication via a bidirectional connection, which advantageously allows for simple and fast data transmission.

[0038] If the control device of the rail vehicle is connected to the bus system of the rail vehicle, the advantage is obtained that in this way an intelligent plug-in connection of the device is connected to the bus system.

[0039] In one embodiment, the first transmission unit and the second transmission unit are configured for wireless communication through a transmission section, such as Near Field Communication (NFC), which are advantageously cost-effective functional units with high quality.

[0040] It is further advantageous if the first transmission unit and the second transmission unit are configured by inductive charging for wirelessly transmitting electrical energy via the transmission path.

[0041] In another embodiment, the first transmission unit, the second transmission unit and the transmission section are arranged in a shield, which is advantageous because the ingress protection is more robust and less dependent on the operating conditions, and the area of ​​the wireless connection is also well protected from electromagnetic interference (typical for railway operation), flying stones, etc.

[0042] In yet another configuration, the shield is configured as a housing, or the shield is mounted within or attached to such a housing, or is additionally disposed within or around the housing, which additional features result in a compact design.

[0043] In one embodiment, intelligent plug-in connections are arranged at the interface between the rail vehicle or a cantilever or holder coupled to the rail vehicle and the system components, with the advantage that the required installation space remains unchanged and no expansion is required.

[0044] In yet another embodiment, at least one intelligent plug-in connection with at least one wireless transmission section establishes a galvanic interruption between the sensors, switches and / or other electrical / electronic / electromechanical functional units of the system components of the rail vehicle via the connecting lines of the sensors, switches and / or other electrical / electronic / electromechanical functional units of the system components and the connecting lines of the control device of the rail vehicle. This has the advantage that compensation currents that may occur between the various potentials of the system components of the rail vehicle and the rail vehicle do not flow through the connecting lines for the data and power supplies of the sensors, switches and / or other electrical / electronic / electromechanical functional units of the system components and cannot cause damage to these components.

[0045] Another advantage here is that for this reason the requirements for electrical breakdown resistance of sensors, switches and / or other electrical / electronic / electromechanical functional units of the system components are reduced.

[0046] The advantages of the device according to the present invention are, for example: Possible galvanic connections between the bogie and the carbody via the connecting lines of sensors, switches and / or other electrical / electronic / electromechanical functional units of the system components and the connecting lines of the control unit (with evaluation electronics) are interrupted by a wireless transmission section. · There are fewer requirements for the electrical breakdown resistance of sensors, switches and / or other electrical / electronic / electromechanical functional units of the system components. Therefore, further electrical / electronic / electromechanical components and the like of the system components (which can cooperate with an intelligent plug-in connection (smart plug)) can be mounted relatively easily on the brake calipers here, without any additional separate electrical lines being provided in / within the body of the railway vehicle between the brake calipers of the bogies and the control device with the evaluation electronics. - Reduced cabling costs. Platform solutions can be reused without adaptation in follow-up projects.

[0047] The following describes one embodiment of the present invention with reference to the accompanying drawings. The present invention is not limited to this embodiment. In particular, individual features of the following embodiment can be used not only in this embodiment but also in other embodiments. [Brief explanation of the drawings]

[0048] [Figure 1] 1 is a schematic perspective view of an embodiment of an arrangement according to the invention for a system component of a railway vehicle with intelligent plug-in connections; [Figure 2] 2 is a schematic block diagram of an embodiment of the device according to the invention of FIG. 1 with an intelligent plug-in connection;

[0049] FIG. 1 shows a schematic perspective view of one embodiment of an arrangement 1 according to the invention for a system component 20 of a rail vehicle 21 with an intelligent plug-in connection (smart plug) 5 .

[0050] FIG. 2 shows a schematic block diagram of an embodiment of the device 1 according to the invention from FIG. 1 with an intelligent plug-in connection 5 .

[0051] The term "intelligent plug-in connection" should be understood to mean a plug-in connection that includes both intelligent plugs (smart plugs) and intelligent sockets belonging to this category.

[0052] In this embodiment, a brake caliper 2 of a bogie of the railway vehicle 21 is shown as an example of a system component 20 of the railway vehicle 21. The brake caliper 2 is attached to the bogie by means of a cantilever 4.

[0053] The structure and function of the exemplary brake caliper 2 are described, for example, in the publications DE 102020124645 A1 and DE 19514463 A1, and reference is made to these publications regarding the structure and function.

[0054] The brake caliper 2 forms a disc brake for a railway vehicle 21 and has brake pads 3 which cooperate with a brake disc, for example a wheel brake disc or an axle brake disc (not shown but easily imaginable).

[0055] In this example, the intelligent plug-in connection 5 is arranged at the interface between the rail vehicle 21 or the cantilever 4 connected to the rail vehicle 21 and the brake caliper 2 as system component 20. This advantageously leaves the required construction space unchanged.

[0056] An exemplary intelligent plug-in connection 5 is shown in a schematic block diagram in FIG.

[0057] The intelligent plug-in connection 5 includes a first transmission unit 6 and a second transmission unit 7 having a common transmission section 8 and shield 9 .

[0058] The transmission units 6, 7 are arranged such that their transmission ends 6a, 7a are spaced apart from each other so that the transmission span 8 is fully operational. The transmission ends 6a, 7a may also be located close to each other, depending on the characteristics (reach) of the transmission units 6, 7.

[0059] The transmission units 6, 7 and the transmission section 8 are arranged in a shield 9. In this way, the area of ​​the transmission units 6, 7 and the transmission section 8 is on the one hand protected from external electromagnetic interference in accordance with electromagnetic compatibility (EMC) guidelines and its own electromagnetic radiation is likewise blocked. On the other hand, the shield 9 provides mechanical protection against the ingress of foreign objects and moisture (IP protection rating) and against flying stones, etc., which is characteristic for the operation of railway vehicles.

[0060] Since the transmission section 8 is implemented wirelessly, it is possible to configure the ingress protection (IP protection rating) more robustly and independently of the operating conditions.

[0061] The shield 9 may be configured as a housing that provides the protection mentioned above and at the same time serves as a receptacle for the transmission units 6, 7. It is also conceivable that the shield 9 is located within or attached to such a housing, or that it is additionally located within or around the housing.

[0062] The first transmission unit 6 is associated with the system component 20. The sensors 10, 11 are connected to the first transmission unit 6 via a suitable cable, for example by wire, using conductive connections 12, 13. The two sensors 10, 11 shown in this example also represent multiple sensors and / or switches or other electronic / electromechanical functional units. Naturally, only one sensor 10, 11 and / or only one switch, or a combination, is also possible.

[0063] The first transmission unit 6 supplies electrical energy to the sensors 10, 11 and receives data signals from the sensors 10, 11 and / or switches (not shown, but easily imaginable). The data signals received by the sensors 10, 11 and / or switches are processed by the first transmission unit 6 and transmitted to the second transmission unit 7 via a transmission path 8. This can be done, for example, via standardized wireless communication, such as NFC (Near Field Communication). Naturally, other methods are also possible.

[0064] The transmission section 8 forms a bidirectional transmission section 8, by means of which data can also be transmitted from the second transmission unit 7 to the first transmission unit 6. In this way, the sensors 10, 11 and / or the above-mentioned functional units can have their properties changed, adapted or updated, for example.

[0065] At the same time, the first transmission unit 6 is supplied with the electrical energy required (both for the function of the first transmission unit 6 itself and for the connected sensors 10, 11 and / or switches) from the second transmission unit 7 via the transmission section 8 using inductive transmission.

[0066] The second transmission unit 7 is connected to a control unit 14. The control unit 14 supplies electrical energy to the second transmission unit 7 and includes a signal processing section for data transmission.

[0067] The second transmission unit 7 receives the data of the sensors 10, 11 via the transmission path 8 and processes / adapts this data 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 at interfaces 17, 18 of the control device 19 for data communication via bidirectional connections 15, 16. These interfaces 17, 18 may be, for example, customary interfaces (4-20 mA; 0-10 V, etc.).

[0068] The control unit 14 is further connected to a control device 19 for a power supply (not shown but easily imaginable), which is used on the one hand to operate the control unit 14 and the second transmission unit 7 and on the other hand to provide an inductive energy transmission to the first transmission unit 6.

[0069] The control device 19 further comprises, in this embodiment, evaluation electronics for the received data signals.

[0070] In this embodiment, the control device 19 is connected to a bus system BS of a railway vehicle 21 .

[0071] The control device 19 further comprises a functional unit which generates control and data signals for controlling and supplying data to the transmission units 6, 7, the sensors 10, 11 and / or switches connected to the first transmission unit 6, and transmits them thereto wirelessly using the transmission path 8.

[0072] The inductive transmission of electrical energy for powering the first transmission unit 6 via the first transmission section 8 may be used simultaneously with the transmission of data / data signals, for example by modulating the data / data signals of the inductive energy transmission.

[0073] The use of the intelligent plug-in connection 5 does not require any special knowledge on the part of the operator.

[0074] The so-called pairing of devices, i.e. sensors 10, 11 and / or switches and / or functional units in / on the system component 20, with the intelligent plug-in connection 5 is ensured by the position of the ends of the transmission units 6, 7.

[0075] The device 1 with the intelligent plug-in connection 5 can process one or more pieces of information relating to one common transmission section 8. The physical structure is simpler than in the prior art. The device 1 can be quickly and easily expanded by software updates (e.g., when new components are added) without the need to change the physical configuration of the device 1 for this.

[0076] If a sensor 10, 11 and / or an electrical component, for example a switch or an electronic functional unit, which in the described embodiment is a brake caliper 2 of a bogie of a railway vehicle 21, is attached to a system component 20, i.e. to the brake caliper, then this sensor 10, 11 or / and this electrical component is at the galvanic potential of the bogie.

[0077] The control device 19 with its evaluation electronics is attached to the body of the rail vehicle 21 and is therefore at body potential. If a potential difference occurs between the bogie (with the brake caliper 2 as system component 20) and the body (with the evaluation electronics of the control device 19), a compensation current flows between the potentials of these two areas. This compensation current always takes the path of lowest electrical resistance. This can destroy the sensor lines and sensors if a compensation current can flow through them, and can even cause a fire (for example, if the compensation current flows through electrical shields in the connecting lines and / or electrical components of the sensors 10, 11).

[0078] However, in the device 1 described above, an intelligent plug-in connection 5 with a wireless transmission path 8 is arranged between the electrical components of the sensors 10, 11 and / or system components 20 and the evaluation electronics of the control device 19 of the rail vehicle 21 (car body).

[0079] This provides the following advantages when using intelligent plug-in connections (smart plugs): Possible galvanic connections between the bogie and the carbody via the connecting lines of sensors 10, 11, switches and / or other electrical / electronic / electromechanical functional units of the system components 20 and the connecting lines of the control device 19 (with evaluation electronics) are interrupted by the wireless transmission section 8. For this reason, less demands can be made on the electrical breakdown resistance of the electrical components of the sensors 10, 11 and / or the system component 20. Therefore, further electrical / electronic / electromechanical components and the like of the system component 20 (capable of cooperating with an intelligent plug-in connection (smart plug)) can be relatively easily mounted, in particular here on the brake caliper 2, without any additional electrical lines being laid between the brake caliper 2 of the bogie and the control device 19 with evaluation electronics on / in the body of the railway vehicle 21. Platform solutions can be reused without adaptation in follow-up projects. This has the further advantage of reducing cabling costs.

[0080] In each railcar 21 and in a train of railcars 21 equipped with the described device 1, both the individual railcar 21 and all railcars 21 of the train of railcars 21 are equipped with an intelligent plug-in connection 5. However, if, for example, a train of railcars 21 has carriages with normal plug-in connections, a combination of devices 1 with intelligent plug-in connections 5 and devices 1 with normal plug-in connections may also be possible.

[0081] The invention is not limited to the examples shown above, but it can be varied within the scope of the claims. [Explanation of symbols]

[0082] 1 device 2 brake calipers 3 brake pads 4 Cantilever 5 Intelligent Plug-in Connections 6,7 Transmission unit 8 Transmission Section 9 Shield 10,11 Sensors 12,13 Connection 14 Control Unit 15,16 Connection 17,18 Interface 19 Control device 20 System Components 21 Railway vehicles BS Bus System

Claims

1. An arrangement (1) of at least one system component (2; 20) of a railway vehicle (21), comprising at least one plug-in connection between the system component (2; 20) of the railway vehicle (21) and the railway vehicle (21), The device (1) is characterized in that at least one of the plug-in connections is configured as an intelligent plug-in connection (5) with at least one wireless transmission section (8).

2. 2. The device (1) according to claim 1, characterized in that at least one of the intelligent plug-in connections (5) comprises a first transmission unit (6) and a second transmission unit (7) having at least one common transmission section (8) and shield (9).

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

4. The device (1) according to any one of claims 1 to 3, characterized in that the first transmission unit (6) is associated with 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 wire using conductive connections (12, 13) via suitable cables.

5. 5. The device (1) according to claim 4, characterized in that the first transmission unit (6) is configured to receive electrical energy supplied by the second transmission unit (7) via the transmission section (8), to receive data signals of the sensors (10, 11), the switches and / or other electrical / electronic / electromechanical functional units of the system component (20), to process the received data signals of the sensors (10, 11) and / or the switches of the system component (20) and to transmit them to the second transmission unit (7) via the transmission section (8).

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

7. 7. The device (1) according to claim 5 or 6, characterized in that the second transmission unit (7) is associated with the railway vehicle (21) and is configured to supply electrical energy to the first transmission unit (6) via the transmission section (8) in order to receive data signals transmitted from the first transmission unit (6) via the transmission section (8) from the sensors (10, 11), the switches and / or other electrical / electronic / electromechanical functional units of the system component (20).

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

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

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

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

12. 12. The device (1) according to claim 10 or 11, characterized in that the control unit (14) is connected to the control device (19) of the railway vehicle (21) at an interface (17, 18) of the control device (19) of the railway vehicle (21) for the data communication via a bidirectional connection (15, 16).

13. 13. The device (1) according to any 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. The device (1) according to any one of claims 2 to 13, characterized in that the first transmission unit (6) and the second transmission unit (7) are configured for wireless communication via the transmission path (8), for example NFC (Near Field Communication).

15. 15. The device (1) according to any one of claims 2 to 14, characterized in that the first transmission unit (6) and the second transmission unit (7) are configured by inductive charging for wirelessly transmitting electrical energy via the transmission section (8).

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

17. 17. The device (1) according to claim 16, characterized in that the shield (9) is configured as a housing or is attached to or is additionally arranged in or around the housing.

18. 18. The device (1) according to any one of claims 1 to 17, characterized in that the intelligent plug-in connection (5) is arranged at the interface between the railway vehicle (21) or a cantilever (4) or holder connected to the railway vehicle (21) and the system component (20).

19. 19. The device (1) according to claim 10, wherein by means of at least one intelligent plug-in connection (5) with at least one wireless transmission section (8), a galvanic disconnection between the sensors (10, 11), switches and / or other electrical / electronic / electromechanical functional units of the system component (20) of the railway vehicle (21) is established via connecting lines of the sensors (10, 11), switches and / or other electrical / electronic / electromechanical functional units of the system component (20) and connecting lines of the control device (19) of the railway vehicle (21).

20. 20. A railway vehicle (21) comprising at least one system component (20), in particular a brake caliper (2), characterized in that the railway vehicle (21) comprises a device (1) according to any one of claims 1 to 19.

Images