Method and system for monitoring and / or diagnostics for rail vehicles and rail vehicle

Abstract

The invention relates to a radio-based method for monitoring and / or diagnostics, wherein a trigger command is transmitted to at least one first radio node (5) of a rail vehicle. In order to dispense with wired monitoring and / or diagnostic components, according to the invention, in order to activate the sensor, the trigger command is transmitted by means of the first radio node (5) by radio at least to a first sensor (13) of a first bogie (16), wherein at least one first characteristic value is formed from first measurement data of the first sensor (13), wherein the first characteristic value is transmitted by radio via the first radio node (5) to at least one carriage body computing unit (1) for evaluation.

Description

[0001] 202413883

[0002] 1

[0003] Description

[0004] Method and system for monitoring and / or diagnosis of railway vehicles and railway vehicles

[0005] The invention relates to a method for monitoring and / or diagnosing rail vehicles, wherein times, positions and / or driving states of a rail vehicle are recorded, wherein, by means of at least one car body computing unit of a first car body of the rail vehicle, a trigger command is generated at least depending on a trigger time of the times, a trigger position of the positions and / or a trigger driving state of the driving states and is transmitted to at least one first radio node of the first car body or a first chassis of the rail vehicle.

[0006] In the case of rail vehicles, there is often a need to equip the rail vehicles with devices for monitoring and / or diagnostics (e.g. for monitoring and / or diagnosing running gear or running gear components) in order to detect faults, malfunctions or damage to the rail vehicles in a timely manner, to extend maintenance intervals and / or to introduce condition-based and predictive maintenance.

[0007] Retrofitting these devices for monitoring and / or diagnostics is often desirable. Such retrofitting frequently requires considerable effort or, particularly with monitoring and / or diagnostic components that are interconnected via cables, is technically difficult to implement due to limited installation space.

[0008] Furthermore, it must be taken into account that such a retrofit may have an impact on an approval process that has already been carried out on a rail vehicle.

[0009] The prior art includes WO 2019 / 219756 A1, which discloses a method and a device for diagnosing and monitoring vehicles, vehicle components, roadways, and roadway components. Measurements are taken using a sensor and evaluated in a processing unit. Based on the sensor signals, classifications or predictions are performed, and technical condition indicators are generated. These condition indicators are transmitted wirelessly from a vehicle to an infrastructure-related device. 202413883

[0010] 2

[0011] Furthermore, WO 2024 / 042121 A2 describes an electronic device with an antenna arrangement and a method for signal transmission.

[0012] Furthermore, WO 2024 / 023121 A1 discloses a method and a radio device for synchronizing a time recording arrangement.

[0013] Furthermore, WO 2024 / 002829 A1 discloses a method and a device for determining the wheel geometry of a rail vehicle.

[0014] Furthermore, WO 2015 / 100425 A1 discloses a system for anomaly detection in a railway vehicle, wherein operating parameters of the railway vehicle are recorded by means of sensors and the sensors can communicate with a communication management unit. Data relating to the operating parameters can be evaluated by means of the communication management unit. The sensors can be designed as components of a wireless communication system.

[0015] The invention is based on the objective of providing a flexible method for monitoring and / or diagnosing rail vehicles that is further developed compared to the prior art and can also be implemented as a retrofit solution in rail vehicles.

[0016] According to the invention, this problem is solved by a method according to claim 1, in which the trigger command is transmitted by radio from the first radio node to at least a first sensor of the first chassis, wherein the first sensor is activated by means of the trigger command, wherein after activation by means of the trigger command, first measurement data are acquired by means of the first sensor, wherein at least one first sensor processing unit of the first chassis evaluates the first measurement data acquired by means of the first sensor and at least one first characteristic value is formed from the first measurement data, wherein the first characteristic value is transmitted by radio from the first sensor processing unit via the first radio node to the at least one car body processing unit.and wherein the first characteristic value is evaluated in the at least one car body computing unit to determine a monitoring and / or diagnostic state of the rail vehicle and / or a track for the rail vehicle.

[0017] This measure enables wireless monitoring and / or diagnostics of, for example, rail vehicles and / or tracks. 202413883

[0018] 3

[0019] Compared to cable-based or purely cable-based monitoring and / or diagnostic methods for rail vehicles, the method according to the invention has lower requirements with regard to the installation space needed. Risks regarding conflicts with previously carried out approval procedures on the rail vehicle are reduced. The method according to the invention eliminates the need for energy-intensive transmission of measurement data to the car body control unit. Data already processed into one or more characteristic values ​​is transmitted, thereby reducing energy consumption.

[0020] The reduced energy consumption for data transmission makes it possible to perform more complex and / or comprehensive monitoring and / or diagnostic steps. Thus, the method according to the invention enables the early detection of driving situations and maneuvers of the rail vehicle (acceleration, braking, cornering, driving on straight track, etc.) and the targeted activation of the first sensor. Databases containing route waypoints can also be used, for example, to detect driving situations and maneuvers of the rail vehicle. However, the use of maps (e.g., of route networks) is unnecessary.

[0021] Further advantageous embodiments of the method according to the invention are set out in the dependent claims.

[0022] It is advantageous, for example, if the trigger command is transmitted via radio from the first radio node to at least a second radio node of the rail vehicle, wherein the trigger command is transmitted via radio from the second radio node to at least a second sensor of a second bogie of the rail vehicle, wherein the second sensor is activated by means of the trigger command, wherein after activation by means of the trigger command, second measurement data is acquired by means of the second sensor, wherein at least a second sensor processing unit of the second bogie evaluates the second measurement data acquired by means of the second sensor and at least a second characteristic value is generated from the second measurement data, wherein the second characteristic value is transmitted by radio from the second sensor processing unit at least via the second radio node and the first radio node to the at least one car body processing unit.and wherein the second characteristic value is evaluated in at least one car body computing unit to determine a monitoring and / or diagnostic state of the rail vehicle and / or a track for the rail vehicle.

[0023] This measure enables the inclusion of the second landing gear in a measurement process using the method. Signals for transmitting the trigger command are routed along 202413883

[0024] 4 of a radio node chain are transmitted. This allows such signals to be transmitted over long distances (for example, the length of a rail vehicle consisting of multiple cars, etc.). If the second parameter is not received by the car body control unit, this can indicate, for example, a data transmission error, etc.

[0025] Data acquisition and data transmission processes can, for example, be synchronized in real time, etc.

[0026] Data transmission across multiple car bodies for the purpose of carrying out a measurement process is enabled if the first bogie is connected to the first car body and is located at least partially below the first car body, and the second bogie is connected to a second car body of the rail vehicle and is located at least partially below the second car body, with the second radio node being located in or on the second car body or the second bogie.

[0027] Furthermore, independence of the first sensor from, for example, an on-board electrical network can be achieved if at least the first sensor is supplied with electricity by means of at least one battery.

[0028] Such independence can also be achieved if at least the first sensor is an energy harvesting unit.

[0029] A preferred solution is achieved when the data transmission devices of at least the first radio node and at least the first sensor each have multiple antenna units, by means of which radio signals can be radiated in different directions. This measure allows different spatial areas to be reached with a single radiated antenna energy. For example, if it is found that the radio link quality between a first antenna unit of the first radio node and a second antenna unit of the first sensor does not meet a defined quality criterion (e.g., because the signal power of a radio signal received by the first antenna unit falls below a signal power threshold, etc.), then...), for example, it is possible to switch from the first antenna unit to a third antenna unit of the first radio node with a different orientation compared to the first antenna unit, and from the second antenna unit to a fourth antenna unit of the first sensor with a different orientation compared to the second antenna unit, etc. 202413883.

[0030] 5

[0031] Energy-saving operation of the first sensor is also made possible if the acquisition period for the acquisition of the first measurement data is less than or equal to one minute, in particular less than or equal to 5 s.

[0032] To accurately assign events detected by the first sensor (e.g., an increase in measured acceleration over a short period, etc.) while reducing or avoiding errors due to the duration of signal transmission between the first radio node and the first sensor, it can also be helpful to record at least a transfer time for transmitting signals between the first radio node and the first sensor, or at least an initial start time for recording the first measurement data.

[0033] In addition, to correlate events recorded by means of a measurement process of the procedure with positions of the rail vehicle on a track, it may be advisable to assign at least one location stamp to an evaluation result determined by means of at least one car body computing unit with regard to the monitoring and / or diagnostic state of the rail vehicle and / or the track for the rail vehicle.

[0034] Furthermore, processing of an evaluation result in an infrastructure unit (for example, for planning spare parts procurement for the rail vehicle, etc.) is made possible if an evaluation result determined by means of at least one car body computing unit regarding the monitoring and / or diagnostic status of the rail vehicle and / or the track for the rail vehicle is transferred from the rail vehicle to an infrastructure unit.

[0035] Furthermore, to achieve energy-efficient operation of the first sensor, it can be helpful if at least the first sensor is switched to standby mode after a data acquisition process.

[0036] In standby mode, for example, only one measuring function of the first sensor may be deactivated, while a signal reception function of the first sensor may remain active in order to activate the first sensor from standby mode using the trigger command, etc. The first sensor and the first sensor processing unit may, for example, be combined into one unit and, after a data acquisition process, be switched to standby mode together and activated together for a data acquisition process using the trigger command, etc. 202413883

[0037] 6

[0038] A promising field of application for the method according to the invention can be accessed with a system comprising means for carrying out a method according to the invention, wherein the means comprise at least one car body computing unit, a first radio node, a first sensor and a first sensor computing unit, wherein the means are configured for recording times, positions and / or driving states of a rail vehicle, wherein the means are further configured to generate a trigger command by means of the at least one car body computing unit at least as a function of a trigger time of the times, a trigger position of the positions and / or a trigger driving state of the driving states and to transmit it at least to the first radio node, wherein the means are configured to transmit the trigger command by means of the first radio node by means of radio at least to the first sensor.to activate the first sensor by means of the trigger command, to acquire initial measurement data by means of the first sensor after activation by means of the trigger command, to evaluate the initial measurement data acquired by means of the first sensor by means of at least the first sensor processing unit and to generate at least one initial characteristic value from the initial measurement data, to transmit the initial characteristic value by means of radio from the first sensor processing unit via the first radio node to the at least one car body processing unit, and to evaluate the initial characteristic value in the at least one car body processing unit to determine a monitoring and / or diagnostic status of the rail vehicle and / or a track for the rail vehicle.

[0039] The system can, for example, be arranged in and / or on a rail vehicle and used for monitoring and / or diagnosing rail vehicle components (e.g., for detecting faults, malfunctions, and / or damage to a wheelset bearing, a motor bearing, and / or a gearbox of the first bogie, etc.) and / or track components (e.g., for detecting rail breaks or track geometry errors in a defined section of track, etc.). The system according to the invention does not require wired monitoring and / or diagnostic components (e.g., sensors or processing units, etc.). The system according to the invention can also be retrofitted to the rail vehicle.

[0040] However, the system according to the invention can also be used, for example, as a hybrid system consisting of wired and wireless monitoring and / or diagnostic components.

[0041] A promising field of application for the system according to the invention can be opened up with a rail vehicle equipped with at least one system according to the invention. 202413883

[0042] 7

[0043] The system can be used, for example, to enable condition-based maintenance and repair of the rail vehicle, a fleet of rail vehicles or a track, etc.

[0044] 202413883

[0045] 8

[0046] The invention will now be explained in more detail using exemplary embodiments.

[0047] Figure 1 shows, by way of example: A flowchart for an exemplary embodiment of a method according to the invention for monitoring and / or diagnosing rail vehicles,

[0048] Fig. 2: A schematic side view of an exemplary first embodiment of a rail vehicle according to the invention with an exemplary first

[0049] An exemplary embodiment of a system according to the invention for monitoring and / or diagnosis, wherein the rail vehicle has a plurality of car bodies and bogies, and Fig. 3: A schematic representation of an exemplary second embodiment of a rail vehicle according to the invention with a car body and bogies, wherein components of an exemplary second embodiment of a system according to the invention for monitoring and / or diagnosis are arranged in the car body and on the bogies.

[0050] 202413883

[0051] 9

[0052] Fig. 1 shows a flowchart for an exemplary embodiment of a method according to the invention for monitoring and / or diagnosing rail vehicles.

[0053] The method records the times, positions, and driving states (accelerations, decelerations, cornering, straight-line travel, etc.) of a rail vehicle, as exemplified in Fig. 2, using a car body computing unit 1 of a first car body 2 of the rail vehicle, depending on a defined trigger time (e.g., a specific time after the start of a journey of the rail vehicle, etc.), a defined trigger position (e.g., a specific position of the rail vehicle on a track that correlates with a specific curve, etc.), and / or a defined trigger driving state (e.g., with regard to travel in a curve with a specific lateral acceleration of the rail vehicle or with regard to reaching a specific speed of the rail vehicle, etc.).A trigger command is generated (generation step 4) and transmitted wirelessly to a first radio node 5 of the first car body 2 (first transmission step 8). The trigger command is transmitted wirelessly from the first radio node 5 to a second radio node 6 of the first car body 2 and from there stepwise to further radio nodes (second transmission step 9), whereby the trigger command is transmitted wirelessly from the first radio node 5 to a first sensor 13 of a first bogie 16 of the rail vehicle, wirelessly from the second radio node 6 to a second sensor 14 of a second bogie 17 of the rail vehicle, and wirelessly from the further radio nodes of the rail vehicle to further sensors of the rail vehicle (third transmission step 10).

[0054] By means of the trigger command, the first sensor 13, the second sensor 14 and the other sensors are activated from a standby mode (activation step 19), whereby after activation by means of the trigger command, first measurement data is acquired by means of the first sensor 13, second measurement data by means of the second sensor 14 and further measurement data by means of the other sensors (measurement step 20).

[0055] The first sensor 13, the second sensor 14, and the subsequent sensors are switched back to standby mode after a data acquisition process (deactivation step 21). The data acquisition process lasts a few seconds. Acquisition periods for the first measurement data, the second measurement data, and the subsequent measurement data are defined such that they are less than or equal to 5 s, but in any case less than 202413883

[0056] 10 as one or equal to one minute, which enables energy-saving operation of the first sensor 13, the second sensor 14 and the other sensors.

[0057] In a first evaluation step 22, the first measurement data acquired by the first sensor 13 are evaluated using a first sensor processing unit 24 of the first bogie 16, and statistical first characteristic values ​​(e.g., mean values ​​over the first measurement data) are calculated from the first measurement data. Using a second sensor processing unit 25 of the second bogie 17, the second measurement data acquired by the second sensor 14 are evaluated in the first evaluation step 22, and statistical second characteristic values ​​are calculated from the second measurement data. Using further sensor processing units of the rail vehicle, the further measurement data acquired by the additional sensors are evaluated in the first evaluation step 22, and further statistical characteristic values ​​are calculated from the additional measurement data.

[0058] In a fourth transmission step 11, the remaining parameters are transmitted wirelessly from the additional sensor processing units via the additional radio nodes, via the second radio node 6 and the first radio node 5, step by step back to the car body processing unit 1. The second set of parameters are transmitted wirelessly in the fourth transmission step 11 from the second sensor processing unit 25 via the second radio node 6 and the first radio node 5 back to the car body processing unit 1. The first set of parameters are transmitted wirelessly in the fourth transmission step 11 from the first sensor processing unit 24 via the first radio node 5 back to the car body processing unit 1.

[0059] The first, second, and subsequent parameters are then evaluated in a second evaluation step 23 in the car body control unit 1 to determine the monitoring and / or diagnostic states of the wheelset bearings of the first bogie 16 and the second bogie 17 and / or a track for the rail vehicle, and are supplemented with metadata. The metadata includes GNSS (Global Navigation Satellite System) position data of the rail vehicle as a location marker. To obtain the GNSS position data, the rail vehicle has a GNSS receiver connected to the car body control unit 1. The location marker is assigned to the evaluation results determined by the car body control unit 1 regarding the monitoring and / or diagnostic state of the rail vehicle and / or the track for the rail vehicle. 202413883

[0060] 11

[0061] The first sensor 13, the second sensor 14, and the subsequent sensors are connected to the wheelset bearings and are designed as acceleration sensors. The first, second, and subsequent parameters are acceleration values. In the second evaluation step 23, acceleration limit comparisons are performed using the car body control unit 1 with these acceleration values. Depending on which acceleration limit is exceeded, a conclusion is drawn regarding wheelset bearing damage, track damage, or an event that reduces the service life of the wheelset bearings or track.

[0062] The evaluation results determined by means of the car body computing unit 1 in the second evaluation step 23 with regard to the monitoring and / or diagnostic states of the rail vehicle and / or the track (e.g. the presence of a wheelset bearing damage, a track damage or an event reducing the service life of a wheelset bearing or track) are transmitted by means of a vehicle antenna 27 connected to the car body computing unit 1 at defined time intervals (e.g. once a day) from the rail vehicle to an infrastructure unit, which is designed as a rail vehicle depot with maintenance stands (fifth transmission step 12).

[0063] The infrastructure unit plans and executes spare parts procurement as well as maintenance and repair processes. For example, upcoming maintenance and repair tasks can be displayed on a maintenance computer within the infrastructure unit, and work orders can be generated for them.

[0064] Fig. 2 reveals a schematic side view of an exemplary first embodiment of a rail vehicle according to the invention with an exemplary first embodiment of a system according to the invention for monitoring and / or diagnosis, by means of which a method according to the invention for monitoring and / or diagnosis is carried out.

[0065] The rail vehicle comprises a first car body 2, a second car body 3, further car bodies, a first chassis 16, a second chassis 17, a third chassis 18 and further chassis.

[0066] The first bogie 16 and the second bogie 17 are connected to the first car body 2 and are located below the first car body 2. The third bogie 18 is connected to the second car body 3 and is located below the second car body 3. 202413883

[0067] 12

[0068] The system includes means for carrying out the radio-based procedure. These means comprise a car body control unit 1, to which a vehicle antenna 27 is connected, a first radio node 5, a second radio node 6, a third radio node 7, further radio nodes, a first sensor 13, a second sensor 14, a third sensor 15, further sensors, a first sensor control unit 24, a second sensor control unit 25, a third sensor control unit 26, and further sensor control units, which are configured as transmitting and receiving units for radio signals.

[0069] The car body control unit 1, the first radio node 5, and the second radio node 6 are located in the first car body 2. The third radio node 7 is located in the second car body 3. The remaining radio nodes are located in the second car body 3 and in the other car bodies. The first sensor 13 and the first sensor control unit 24, which are combined in a first housing, are located on the first bogie 16. The second sensor 14 and the second sensor control unit 25, which are combined in a second housing, are located on the second bogie 17. The third sensor 15 and the third sensor control unit 26, which are combined in a third housing, are located on the third bogie 18. The remaining sensors and sensor control units, which are combined in further housings, are located on the remaining bogies.

[0070] According to the invention, it is also possible that the first radio node 5, the second radio node 6, the third radio node 7 and the further radio nodes are arranged, for example, on landing gear, etc.

[0071] In this process, times, positions and driving states (accelerations, decelerations, cornering, straight-line travel, etc.) of the rail vehicle are recorded, whereby a trigger command is generated by the car body computing unit 1 depending on a defined trigger time of the times, a defined trigger position of the positions and / or a defined trigger driving state of the driving states and is transmitted by radio to the first radio node 5.The trigger command is transmitted wirelessly from the first radio node 5 to the second radio node 6 and from there stepwise to the third radio node 7 and to the subsequent radio nodes, whereby the trigger command is transmitted wirelessly from the first radio node 5 to the first sensor 13, wirelessly from the second radio node 6 to the second sensor 14, wirelessly from the third radio node 7 to the third sensor 15, and wirelessly from the subsequent radio nodes to the remaining sensors. 202413883.

[0072] 13

[0073] By means of the trigger command, the first sensor 13, the second sensor 14, the third sensor 15 and the other sensors are activated from a standby mode, whereby after activation by means of the trigger command, first measurement data is acquired by means of the first sensor 13, second measurement data by means of the second sensor 14, third measurement data by means of the third sensor 15 and further measurement data by means of the other sensors.

[0074] The first sensor 13, the second sensor 14, the third sensor 15 and the other sensors are switched back to standby mode after a measurement data acquisition process (which lasts, for example, less than 5 s).

[0075] The first sensor processing unit 24 then evaluates the initial measurement data acquired by the first sensor 13 and calculates statistical initial parameters (e.g., averages of the initial measurement data) from this initial data. The second sensor processing unit 25 evaluates the second measurement data acquired by the second sensor 14 and calculates statistical second parameters from this data. The third sensor processing unit 26 evaluates the third measurement data acquired by the third sensor 15 and calculates statistical third parameters from this data. The subsequent sensor processing units evaluate the further measurement data acquired by the additional sensors and calculate further statistical parameters from this data.

[0076] The remaining parameters are transmitted wirelessly from the additional sensor units via the additional radio nodes, specifically via the third radio node 7, the second radio node 6, and the first radio node 5, step by step back to the car body control unit 1. The third parameters are transmitted wirelessly from the third sensor control unit 26 via the third radio node 7, the second radio node 6, and the first radio node 5 back to the car body control unit 1. The second parameters are transmitted wirelessly from the second sensor control unit 25 via the second radio node 6 and the first radio node 5 back to the car body control unit 1. The first parameters are transmitted wirelessly from the first sensor control unit 24 via the first radio node 5 back to the car body control unit 1.

[0077] The first characteristic values, the second characteristic values, the third characteristic values ​​and the further characteristic values ​​are then used in the car body control unit 1 to determine monitoring and / or diagnostic states of wheelset bearings of the first bogie 16, the second bogie 17, the third bogie 18 and the further bogies and / or a track 202413883

[0078] 14 evaluated for the rail vehicle and supplemented with metadata which includes GNSS position data of the rail vehicle.

[0079] The first sensor 13, the second sensor 14, the third sensor 15, and the subsequent sensors are connected to the wheelset bearings and are configured as acceleration sensors. The first, second, third, and subsequent values ​​are acceleration values. Using the car body control unit 1, acceleration limit comparisons are performed with these values. Depending on which acceleration limit is exceeded, a conclusion is drawn regarding wheelset bearing damage, track damage, or an event that reduces the service life of the wheelset bearings or track.

[0080] Evaluation results obtained by means of the car body control unit 1 regarding the monitoring and / or diagnostic conditions of the rail vehicle and / or the track (e.g. the presence of a wheelset bearing damage, a track damage or an event reducing the service life of a wheelset bearing or track) are transmitted by means of the vehicle antenna 27 at defined time intervals (e.g. once a day) from the rail vehicle to an infrastructure unit, which is designed as a rail vehicle depot with maintenance stands.

[0081] The infrastructure unit plans and executes spare parts procurement as well as maintenance and repair processes. For example, upcoming maintenance and repair tasks can be displayed on a maintenance computer within the infrastructure unit, and work orders can be generated for them.

[0082] The system forms a real-time synchronized radio network. Synchronization occurs between a first radio unit and a second radio unit of the system (e.g., between the first radio node 5 on the one hand and the first sensor 13 and the first sensor processing unit 24 on the other hand, etc.).) is carried out by transmitting a data packet with first information regarding a transmission time of the data packet from the second radio unit to the first radio unit, determining second information regarding a reception time of the data packet received by the first radio unit using a first time recording device of a time recording arrangement assigned to the first radio unit, determining an asynchrony between the first time recording device and a second time recording device of the time recording arrangement assigned to the second radio unit from the first information and the second information, and on the basis of the asynchrony and a pull characteristic of the time recording arrangement, an electrical 202413883.

[0083] 15

[0084] The draw tension is determined and, to synchronize the first time recording device with the second time recording device, a tuning element of the first time recording device connected to a vibrating element of the first time recording device is subjected to the draw tension, thereby influencing the vibrating behavior of the vibrating element.

[0085] The oscillator is designed as a quartz crystal. The tuning element is implemented as a varactor diode, which is connected to a voltage converter of the first time recording device.

[0086] The synchronization principle described above is used for all radio units of the system, whereby the measurement start times of the first sensor 13, the second sensor 14, the third sensor 15, and the subsequent sensors are synchronized in real time. According to the invention, it is also conceivable, for example, that synchronization computer programs (synchronization software), etc., are used for the real-time synchronization of the radio network.

[0087] The first sensor 13, the second sensor 14, the third sensor 15, and the further sensors, as well as the first sensor processing unit 24, the second sensor processing unit 25, the third sensor processing unit 26, and the further sensor processing units, are powered by batteries. According to the invention, it is also conceivable that, for example, the first sensor 13, the second sensor 14, the third sensor 15, and the further sensors, as well as the first sensor processing unit 24, the second sensor processing unit 25, the third sensor processing unit 26, and the further sensor processing units, are energy harvesting units, which may, for example, contain piezoelectric crystals that generate an electrical voltage when subjected to force (e.g., vibrations, etc.).

[0088] The first radio node 5, the second radio node 6, the third radio node 7 and the other radio nodes, as well as the first sensor 13, the second sensor 14, the third sensor 15 and the other sensors, use multiple antenna systems, which allows the quality of a currently used radio connection to be constantly monitored and, if necessary, dynamically switched to a better quality connection during operation.

[0089] The data transmission devices of the first radio node 5, the second radio node 6, the third radio node 7, and the subsequent radio nodes, as well as those in the first housing, the second housing, the third housing, and the subsequent housings, each have a plurality of antenna units by means of which radio signals can be radiated in different spatial directions. 202413883

[0090] 16

[0091] The first sensor 13, the second sensor 14, the third sensor 15 and the other sensors are designed as MEMS (microelectromechanical systems) accelerometers and detect accelerations in three directions of motion.

[0092] The first radio node 5, the second radio node 6, the third radio node 7, and the subsequent radio nodes are arranged above the first bogie 16, the second bogie 17, the third bogie 18, and the subsequent bogies in the first car body 2, the second car body 3, and the subsequent car bodies, and maintain bidirectional data connections to the first sensor 13, the second sensor 14, the third sensor 15, and the subsequent sensors. The first radio node 5, the second radio node 6, the third radio node 7, and the subsequent radio nodes of the rail vehicle form a chain through which data can be transmitted bidirectionally between the first radio node 5, the second radio node 6, the third radio node 7, the subsequent radio nodes, and the car body control unit 1.

[0093] Close temporal synchronization enables a correlation of the first, second, third, and subsequent measurement data from the first sensor 13, the second sensor 14, the third sensor 15, and the other sensors by computationally excluding transfer times. This allows, for example, the differentiation of unevenness on a road surface, detected by the first sensor 13, the second sensor 14, the third sensor 15, and the subsequent sensors passing over the unevenness, from actual damage to a chassis component, which can only be detected by sensors located in close proximity to the damaged chassis component (e.g., only by the first sensor 13, etc.).

[0094] For precise temporal assignment of monitoring and / or diagnostic events, the transfer times for transmitting signals between the car body control unit 1, the first radio node 5, the second radio node 6, the third radio node 7 and the further radio nodes, as well as between the first radio node 5 on the one hand and the first sensor 13 and the first sensor control unit 24 on the other, the second radio node 6 on the one hand and the second sensor 14 and the second sensor control unit 25 on the other, the third radio node 7 on the one hand and the third sensor 15 and the third sensor control unit 26 on the other, as well as the further radio nodes on the one hand and the further sensors and the further sensor control units on the other, are recorded in the procedure.

[0095] According to the invention, it is also conceivable, for example, that for a precise temporal assignment of monitoring and / or diagnostic events in the method, a first start time for recording the first measurement data, a second start time for recording the second 202413883

[0096] 17

[0097] Measurement data, a third start time for recording the third measurement data, and further start times for recording the further measurement data are recorded, etc.

[0098] The car body computing unit 1, the first radio node 5, the second radio node 6, the third radio node 7 and the further radio nodes are supplied with energy by the rail vehicle by being connected to an on-board electrical network of the rail vehicle and thus being supplied with electricity via the on-board electrical network.

[0099] The car body computing unit 1 has radio-based connections to GNSS satellites for position and speed determination and for transmitting monitoring and / or diagnostic results to a server or cloud system of the infrastructure unit GSM (Global System for Mobile Communications) / LTE (Long Term Evolution) - connections.

[0100] Fig. 3 shows a schematic representation of an exemplary second embodiment of a rail vehicle according to the invention, comprising a first car body 2, a first chassis 16 and a second chassis 17, wherein components of an exemplary second embodiment of a system according to the invention for monitoring and / or diagnosis are arranged in the first car body 2, on the first chassis 16 and on the second chassis 17.

[0101] The first chassis 16 and the second chassis 17 are connected to the first car body 2 and are arranged below the first car body 2.

[0102] The system comprises means which are set up to carry out a monitoring and / or diagnostic method according to the invention.

[0103] The means comprise a car body computing unit 1, a first radio node 5 and a second radio node 6, which are arranged in the first car body 2.

[0104] The means further comprise a first sensor 13 and a first sensor computing unit 24, which are combined to form a first unit and connected to the first landing gear 16, as well as a second sensor 14 and a second sensor computing unit 25, which are combined to form a second unit and connected to the second landing gear 17.

[0105] The resources also include additional sensors and additional sensor computing units connected to the first landing gear 16 and the second landing gear 17.

[0106] The first sensor 13, the second sensor 14 and the other sensors are designed as accelerometers.

[0107] The first sensor 13 and the first sensor processing unit 24, the second sensor 14 and the second sensor processing unit 25, as well as the other sensors and sensor processing units, are powered by batteries. 202413883

[0108] 18

[0109] The car body control unit 1 is connected to the vehicle's on-board electrical system via a first connecting line 28. The first radio node 5 is connected to the car body control unit 1 via a second connecting line 29, and the second radio node 6 is connected to the car body control unit 1 via a third connecting line 30. The first radio node 5 and the second radio node 6 are connected to the on-board electrical system via the car body control unit 1. The car body control unit 1, the first radio node 5, and the second radio node 6 are supplied with electricity via the on-board electrical system, which has a DC supply voltage of 110 V. The DC voltage for operating the car body control unit 1, the first radio node 5, and the second radio node 6 is 24 V, with the first car body control unit 1 comprising a power converter designed as a DC-DC voltage converter.

[0110] The second connecting line 29 comprises a first data channel, and the third connecting line 30 comprises a second data channel, via which, for example, characteristic values ​​determined by the first sensor processing unit 24 and the second sensor processing unit 25 can be transmitted by cable from the first radio node 5 and the second radio node 6 to the car body processing unit 1. Furthermore, radio-based data transmission is also possible between the first radio node 5 and the second radio node 6 on the one hand and the car body processing unit 1 on the other, as well as between the first radio node 5, the second radio node 6 and further radio nodes not shown in Fig. 3, since the first radio node 5, the second radio node 6, the further radio nodes and the car body processing unit 1 have transmitters and receivers for radio signals.

[0111] A vehicle antenna 27 is connected to the car body computing unit 1, via which evaluation results regarding a monitoring and / or diagnostic state of the rail vehicle and / or a track for the rail vehicle, determined by the car body computing unit 1, for example on the basis of measurements of the first sensor 13 and the second sensor 14, can be transmitted from the rail vehicle to an infrastructure unit.

[0112] The data transmission devices of the first radio node 5, the second radio node 6, the first unit with the first sensor 13 and the first sensor processing unit 24, and the second unit with the second sensor 14 and the second sensor processing unit 25 each have a plurality of antenna units by means of which radio signals, as in Fig. 3 for the first radio node 5 and for the first unit with the first sensor 13 and the first 202413883

[0113] 19

[0114] Sensor processing unit 24 is shown schematically and can radiate in different spatial directions. The data transmission devices have carrier plates on whose circumferences the antenna units are arranged. The antenna units are connected via antenna cables to a radio front end on a component area of ​​the carrier plate.

[0115] Regardless of the grammatical gender of a particular term, persons with male, female or other gender identities are included.

[0116] 202413883

[0117] 20

[0118] Reference symbol list

[0119] 1 car body computing unit

[0120] 2 First car body

[0121] 3 Second car body

[0122] 4th generation step

[0123] 5 First radio node

[0124] 6 Second radio node

[0125] 7 Third radio node

[0126] 8 First transfer step

[0127] 9 Second transmission step

[0128] 10 Third transmission step

[0129] 11 Fourth transmission step

[0130] 12 Fifth transmission step

[0131] 13 First sensor

[0132] 14 Second Sensor

[0133] 15 Third Sensor

[0134] 16 First chassis

[0135] 17 Second landing gear

[0136] 18 Third landing gear

[0137] 19 Activation step

[0138] 20 measuring steps

[0139] 21 Deactivation step

[0140] 22 First evaluation step

[0141] 23 Second evaluation step

[0142] 24 First sensor processing unit

[0143] 25 Second sensor processing unit

[0144] 26 Third sensor processing unit

[0145] 27 Vehicle antenna

[0146] 28 First connecting line

[0147] 29 Second connecting line

[0148] 30 Third connecting line

Claims

202413883 21 Patent claims 1. A method for monitoring and / or diagnosing rail vehicles, wherein times, positions and / or driving states of a rail vehicle are recorded, wherein a trigger command is generated by means of at least one car body computing unit (1) of a first car body (2) of the rail vehicle, at least depending on a trigger time of the times, a trigger position of the positions and / or a trigger driving state of the driving states, and is transmitted to at least one first radio node (5) of the first car body (2) or a first bogie (16) of the rail vehicle, characterized in that the trigger command is transmitted by means of the first radio node (5) by means of radio to at least one first sensor (13) of the first bogie (16), wherein the first sensor (13) is activated by means of the trigger command, wherein after activation by means of the trigger command, first measurement data are recorded by means of the first sensor (13).wherein, by means of at least one first sensor processing unit (24) of the first running gear (16), the first measurement data acquired by means of the first sensor (13) are evaluated and at least one first characteristic value is formed from the first measurement data, wherein the first characteristic value is transmitted by radio from the first sensor processing unit (24) via the first radio node (5) to the at least one car body processing unit (1), and wherein the first characteristic value is evaluated in the at least one car body processing unit (1) to determine a monitoring and / or diagnostic state of the rail vehicle and / or a route for the rail vehicle.

2. Method according to claim 1, characterized in that the trigger command is transmitted via radio from the first radio node (5) to at least a second radio node (6) of the rail vehicle, wherein the trigger command is transmitted by radio from the second radio node (6) to at least a second sensor (14) of a second bogie (17) of the rail vehicle, wherein the second sensor (14) is activated by means of the trigger command, wherein after activation by means of the trigger command second measurement data are acquired by means of the second sensor (14), wherein at least a second sensor processing unit (25) of the second bogie (17) evaluates the second measurement data acquired by means of the second sensor (14) and at least a second characteristic value is formed from the second measurement data.wherein the second characteristic value is transmitted by radio from the second sensor processing unit (25) at least via the second radio node (6) and the first radio node (5) to the at least one car body processing unit (1), and wherein the second characteristic value in the, 202413883 22 at least one car body computing unit (1) is evaluated for determining a monitoring and / or diagnostic state of the rail vehicle and / or a route for the rail vehicle.

3. Method according to claim 2, characterized in that the measurement start times of at least the first sensor (13) and the second sensor (14) are synchronized in real time.

4. Method according to claim 2 or 3, characterized in that the first chassis (16) and the second chassis (17) are connected to the first car body (2) and are arranged at least partially below the first car body (2), wherein the second radio node (6) is arranged in or on the first car body (2) or the second chassis (17).

5. Method according to claim 2 or 3, characterized in that the first chassis (16) is connected to the first car body (2) and is arranged at least partially below the first car body (2) and the second chassis (17) is connected to a second car body (3) of the rail vehicle and is arranged at least partially below the second car body (3), wherein the second radio node (6) is arranged in or on the second car body (3) or the second chassis (17).

6. Method according to one of claims 1 to 5, characterized in that at least the first sensor (13) is supplied with electricity by means of at least one battery.

7. Method according to one of claims 1 to 6, characterized in that at least the first sensor (13) is an energy harvesting unit.

8. Method according to one of claims 1 to 7, characterized in that the at least one car body computing unit (1) and the at least first radio node (5) are supplied with electricity via an on-board electrical network of the rail vehicle.

9. Method according to one of claims 1 to 8, characterized in that the at least first sensor (13) is an acceleration sensor. 202413883 23 10. Method according to one of claims 1 to 9, characterized in that data transmission devices of the at least first radio node (5) and the at least first sensor (13) each have a plurality of antenna units by means of which radio signals can be radiated in different spatial directions.

11. Method according to one of claims 1 to 10, characterized in that a recording period for recording the first measurement data is less than or equal to one minute, in particular less than or equal to 5 s.

12. Method according to one of claims 1 to 11, characterized in that at least one transfer time for transmitting signals at least between the first radio node (5) and the first sensor (13) or at least one first start time for recording the first measurement data is recorded.

13. Method according to one of claims 1 to 12, characterized in that at least one location stamp is assigned to an evaluation result determined by means of the at least one car body computing unit (1) with regard to the monitoring and / or diagnostic state of the rail vehicle and / or the track for the rail vehicle.

14. Method according to one of claims 1 to 13, characterized in that an evaluation result determined by means of the at least one car body computing unit (1) with regard to the monitoring and / or diagnostic state of the rail vehicle and / or the track for the rail vehicle is transferred from the rail vehicle to an infrastructure unit.

15. Method according to one of claims 1 to 14, characterized in that at least the first sensor (13) is switched to a standby mode after a measurement data acquisition process.

16. System with means for carrying out a method according to any one of claims 1 to 15, wherein the means comprise at least one car body computing unit (1), a first radio node (5), a first sensor (13) and a first sensor computing unit (24), wherein the means are configured for recording times, positions and / or driving states of a rail vehicle, wherein the means are further configured to use the at least one 202413883 24 Car body processing unit (1) to generate a trigger command at least as a function of a trigger time, a trigger position and / or a trigger driving state and to transmit it at least to the first radio node (5), characterized in that the means are provided to transmit the trigger command by means of the first radio node (5) by means of radio at least to the first sensor (13), to activate the first sensor (13) by means of the trigger command, to acquire first measurement data by means of the first sensor (13) after activation by means of the trigger command, to evaluate the first measurement data acquired by means of the first sensor (13) by means of at least the first sensor processing unit (24) and to derive at least a first to generate a characteristic value, to transmit the first characteristic value by radio from the first sensor processing unit (24) via the first radio node (5) to the at least one car body processing unit (1), and to use the first characteristic value in the at least one car body processing unit (1) to determine a monitoring and / or diagnostic state of the rail vehicle and / or a route for the To evaluate rail vehicles.

17. Rail vehicle with at least one system according to claim 16.

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