Automatic train coupler and method for monitoring and releasing a train composite

Abstract

The invention relates to an automatic train coupling (10), in particular for a freight wagon of a track-guided vehicle, especially a rail vehicle, wherein the automatic train coupling (10) has a coupling head with at least one coupling element, wherein the coupling head with the at least one coupling element is, in particular, optionally or as required, in an uncoupled and ready-to-couple position or in a coupled position. The coupling head with the at least one coupling element is, in particular, also optionally or as required, operable in a buffer position, in which the coupling head with the at least one coupling element is in an uncoupled and not ready-to-couple position.According to the invention, it is particularly provided that the automatic train coupling (10) further comprises a contactless data exchange device which is designed to detect the presence or absence of a counter coupling of an immediately adjacent wagon.

Description

[0001] The present invention relates generally to track-guided vehicles, and in particular to rail vehicles. More specifically, the invention relates to coupling arrangements for track-guided vehicles, in particular rail vehicles, which incorporate automatic train couplings.

[0002] According to a further aspect of the invention, this relates to a method for the automatic or semi-automatic monitoring and dissolution of a train formation, in particular in a push-off or push-off process in a hump infrastructure having a work area and a directional track area, wherein the train formation to be disbanded has at least one wagon, in particular a freight wagon, and at least one further wagon, in particular a railcar, wherein the individual wagons of the train formation are each coupled or can be coupled to one another by means of automatic train couplings, in particular automatic central buffer couplings of the Scharfenberg ®< type.

[0003] According to the invention, contactless (near-field) monitoring is provided with regard to the presence of a mating coupling, wherein the contactless (near-field) monitoring is also carried out when the mechanical connection between the adjacent carriages is no longer present.

[0004] An important application of the present invention is the determination of whether the so-called buffer position of at least one of the two couplings can be left and the coupling can change into the ready-to-couple position.

[0005] The planned use of the invention is currently intended for a roll-off hill and push-off operation, but other areas of application are not excluded.

[0006] However, the invention is independent of the presence of a traction vehicle and is not directly dependent on coupling technology. An important feature of the invention is that this solution eliminates the need for local infrastructure to determine whether the buffer position may be left.

[0007] Automatic train couplings are well known in practice. Such automatic train couplings are currently used primarily in passenger trains and typically feature a coupling head with a coupling housing and a coupling element with a locking mechanism. The coupling element, for example, is often designed as a rotary coupling with a coupling eye and a frog. The frog can be rotated around a main axis between a coupled and uncoupled position.

[0008] The coupling eye, which also serves as a coupling element, is usually connected to the frog by a first end or a first end region that can be rotated about a coupling eye axis and has a second free end or a second free end region. The frog has a mouth for receiving a corresponding second end or a corresponding second end region of a coupling eye of a matching coupling head of a mating coupling.

[0009] A spring-loaded mechanism can be associated with the frog. In these embodiments, the frog can be rotated from the coupled position to the uncoupled position against the force of the spring-loaded mechanism, and from the uncoupled position to the coupled position by the force of the spring-loaded mechanism.

[0010] The uncoupled position is also generally referred to as the ready-to-couple position, since in this position the train couplers of the two car bodies can be moved towards each other and coupled.

[0011] If necessary, the dome lock or its core can also be rotated to a position that is over-tightened compared to the dome-ready position, i.e., opened more than necessary. In this over-tightened position, the spring mechanism is fully tensioned.

[0012] This over-extended position also constitutes a ready-to-couple or uncouple position within the meaning of the present disclosure. Furthermore, such a ready-to-couple or uncouple position is also referred to as a standby position.

[0013] The locking mechanism, which holds the coupling lock in the appropriate position or releases it for transition to another position by rotating the frog, comprises, for example, a plunger that can be moved in the coupling direction of the train coupling against a spring force and a ratchet bar that can be moved transversely or diagonally to the coupling direction. The ratchet bar is, for example, connected to the frog in an articulated manner and, when the frog is rotated from the coupled position to the uncoupled position, can be moved into a detent position. In this detent position, the ratchet bar blocks the frog from rotating backward, i.e., from the uncoupled position to the coupled position.

[0014] The plunger, in turn, can be movable between a first position and a second position. In the first position, in which the plunger is displaced against the spring force, the plunger locks the latching rod in the detent position. In the second position, in which the plunger is displaced from the first position by the spring force, the plunger releases the latching rod from the detent position.

[0015] The function of such an automatic train coupling, currently generally used in passenger trains, is as follows: two opposing coupling heads on two car bodies or vehicles to be coupled together are locked together by inserting the second end of the respective coupling eye into the mouth of the frog of the other coupling head and holding it in place by rotating the frog. This mechanically couples the two car bodies or vehicles.

[0016] The two dome closures are loaded exclusively by tensile forces, which are evenly distributed between both dome eyes within the parallelogram formed by the dome eyes and the frog pieces.

[0017] Compressive forces, on the other hand, are transmitted through a special profile on the front of the coupling head housing. This profile typically comprises, as is also advantageous in the present invention, a cone and a funnel enclosed by a wide, particularly flat, front surface. The profile can be formed by a separate front plate attached to the front of the coupling head housing. The profile, together with the cone or funnel, can form sliding and centering surfaces and, in particular, determine the gripping area in terms of lateral, vertical, and angular offset. When the coupling heads meet, they center themselves and slide into each other.

[0018] When two rail vehicles or car bodies are moved towards each other, their coupling locks or frogs are in the ready-to-couple or uncoupled position, in which the frogs are held in particular by the latching rods. During coupling, the cones dip into the funnels of the coupler head housing profiles. The cones press on the pistons and push them back, so that the pistons release the latching rods from their latching position. This releases the coupling locks and rotates under the force of the respective spring accumulator until the frog hits a predetermined stop, usually the coupler head housing. The coupling eyes guided in the funnels engage in the frog mouths, the two coupling locks are interlocked and the coupled position is achieved. Accidental separation of the coupling locks is not possible.Normal wear and tear does not affect the safety of the coupling lock.

[0019] To uncouple the coupling heads, a decoupling device rotates both coupling locks, i.e., the two frogs, against the force of the spring-loaded mechanisms until the coupling eyes slide out of the frogs' mouths. The rotating frogs are designed to displace the ratchet rods sufficiently far that, when the vehicles or car bodies are separated, the frogs are prevented from rotating back from the over-drawn position beyond the ready-to-couple position by moving the ratchet rods into their locking positions.

[0020] Uncoupling devices are available in various designs. For example, manually operated, mechanical uncoupling devices have levers, cables, and / or chain hoists that act on various types of latches and, when activated, release the latch position.

[0021] Automated uncoupling devices comprise, for example, a pneumatic cylinder or an electric motor, in particular a linear actuator, as a drive, which uncouples the train coupling.

[0022] For example, the document DE 29 23 195 C2 discloses a remotely operated uncoupling device for a central buffer coupling of a rail vehicle, in which an electric motor actuates a lever connected to the main bolt in a rotationally fixed manner via a cam disc in order to rotate the frog from the coupled position to the uncoupled position.

[0023] On the other hand, document EP 3 470 295 A1 discloses an electric linear actuator which acts on the main bolt via a lever.

[0024] Since two coupling heads always work together when coupling and uncoupling, the train couplings are designed in such a way that the coupling heads or coupling locks operate alternately.

[0025] For example, if a coupling lock is released with a manual or automated uncoupling mechanism by rotating its frog against the force of the spring-loaded mechanism, this rotational movement is "automatically" transmitted to the opposite frog via the coupling eye, which is articulated to the frog, and the jaw of the opposite frog of the mating coupling. Accordingly, the opposite frog of the mating coupling transmits its rotational movement to its ratchet rod, causing it to reach its locking position.

[0026] With regard to the operational positions, the buffer position, the unlocked position, the ready-to-couple position and the locked position are possible for an automatic train coupling of the type considered here.

[0027] To separate two train couplings of the type considered here, ie train couplings of the Scharfenberg ®< type, it is sufficient if one train coupling is unlocked.

[0028] At this point, it should be noted that the invention is not limited to Scharfenberg ® type train couplers. From a purely technical perspective, it is sufficient that the mechanical coupler (regardless of the design) can achieve at least the three aforementioned states (coupled state, uncoupled and ready to couple state, and uncoupled and not ready to couple state (= buffer position)) either electrically controlled or mechanically automatically.

[0029] The buffer position is always advantageous when direct relocking of the train couplings (train coupling and counter-coupling) is undesirable. The buffer position is particularly necessary when breaking up a train in push-off or push-off operation.

[0030] Push-off operation is primarily used in large shunting yards with humps and is considered energy and resource-saving. In push-off operation, the wagon connection is only finally released at a hump, or in the case of an automatic train coupling, the train coupling is unlocked.

[0031] Push-off operation is primarily used in smaller layouts without a hump. In this process, the inertia of the car bodies is used instead of gravity. This is done by braking a previously accelerated (pushed) train set and allowing an uncoupled group of cars to continue rolling at the front of the train. The detached group of cars is then sorted into the appropriate control track in the adjacent track harp. The train couplers must then be switched back to the ready-to-couple position and pushed together using a shunting lock. The process must be repeated for each group of cars. The buffer position is particularly necessary here, since re-coupling of the train couplers cannot be ruled out during acceleration before the push-off process.

[0032] During train dissolution, it is essential that the train couplings of the individual car bodies remain securely separated until they meet the next car body in the direction track or control track, i.e., behind the hump (during push-off operation). Unintentional re-coupling during train dissolution, and especially before rolling off the hump, must be reliably prevented.

[0033] This is achieved by the aforementioned buffer position, in which the uncoupling device of the individual train couplings is held in the pulled or actuated position. In other words, in the buffer position, the uncoupling device of the corresponding train coupling is usually activated, and the actuator of the uncoupling device is operatively connected to the coupling lock or frog of the corresponding train coupling to hold the coupling lock or frog in the uncoupled position. Recoupling is then not possible until the buffer position is released.

[0034] On the direction track or control track, a train coupler in the buffer position may then potentially collide with a train coupler that is in the coupled position, for example, due to a fault. This can cause a high-force impact on the coupling lock of the train coupler in the buffer position, which can counteract the holding force of the locking function and thus damage the actuator of the unlocking device.

[0035] To date, automatic coupling has not been able to gain widespread acceptance in European rail freight transport. The reasons for the failure of the transition to automatic coupling were the high costs, the necessary international agreements, and ultimately the required simultaneous conversion by all operators. Therefore, European rail freight transport has not been based on automatic couplings to date, but rather on screw couplings with the central elements "draw hook," "coupling lever," "coupling bracket," "brake hose," and "compressed air shutoff valve," all of which are designed for manual operation.

[0036] For example, freight cars have traditionally been coupled to each other and to the railcar (lock) using a screw coupling. The compressed air for braking the freight cars and the train is transmitted between the individual car bodies via a manually coupled air line in the form of brake hoses. The screw couplings currently in use do not provide an electrical connection between the car bodies.

[0037] Because automatic couplings are not currently used in freight transport, assembling a freight train in a siding, as well as dismantling and re-assembling a train in train formation yards, is a time-consuming task that requires a high level of manual effort.

[0038] In addition to coupling and uncoupling freight wagons or the locomotive, railway company operations staff carry out further process steps, such as recording freight wagon data in mobile data acquisition devices, determining the wagon sequence, checking brake functionality (brake test), carrying out technical wagon inspections, checking the brake lever positions or installing a train end signal.

[0039] Compared to the short average transport distances in European rail freight transport, the extensive activities of train formation and train dissolution result in a disproportionately high time expenditure compared to the actual transport time. This generally leads to high production costs, particularly in short-distance operations and single-wagon transport, and a productivity disadvantage compared to road freight transport.

[0040] Therefore, efforts are underway in rail transport to replace the screw couplings previously used to connect freight wagons with automatic couplings, particularly automatic center buffer couplings. The resulting digitalization and automation offer potential for rail freight transport, particularly by accelerating time-consuming tasks through the use of modern technologies.

[0041] The new digital automatic coupling disclosed herein and claimed as being in accordance with the invention, which is intended to replace the screw coupling, uses a coupling which operates according to the Scharfenberg ®< principle.

[0042] The compressed air lines for the brakes are mechanically integrated into the coupling head. In addition, the individual car bodies are electrically connected to a train bus that serves as a data bus. The data bus / train bus transmits both energy to supply the car control systems and communication protocols for the data connection between the traction unit and the individual cars. Information about the car sequence, which cars are coupled one behind the other, and information about the car orientation are exchanged via this data bus / train bus. This means that it is known which coupling points exist and which couplings are involved. A signal for uncoupling or for activating the buffer position is also sent via the data bus / train bus. This signal originates, for example, from the traction unit, which plays a special role in the data bus / train bus, since it is from here that safety-relevant functions are authorized.

[0043] In FIG. 1 The electrical architecture of a freight wagon equipped with an automatic train coupling is shown schematically.

[0044] At each end of the car, there is an automatic train coupler with a corresponding coupling head and an electronic control unit (DACCU). The electronic control unit (DACCU) controls the function of the coupler and is designed to operate the train coupler's sensors and actuators.

[0045] In addition, a CCU car control unit is installed in each car body.

[0046] The CCU communicates with the railcar and the other car bodies via the data bus / train bus, and with the two DACCU electronic control units of the automatic train couplers mounted at both ends of the car via an internal bus. The CCU receives the uncoupling and buffer position commands and forwards them to the corresponding electronic control units of the two automatic train couplers.

[0047] The electronic controls DACCU and the carriage control CCU are in FIG. 1 For simplicity, they are shown as three separate control devices, but can also be designed as one physical control device.

[0048] The coupling process occurs when an automatic train coupler of a first car body collides with an automatic train coupler of an adjacent, second car body at low speed. This creates a mechanical, pneumatic, and electrical connection between the two car bodies. For this to happen, both automatic train couplers involved in the coupling process must be in an open, ready-to-couple state.

[0049] In addition to the stable states "coupled" and "open," each automatic train coupler has another state called the "buffer position." In this state, the car bodies can be pushed, with the compressive forces being transmitted via the automatic train couplers, which in the classic screw coupler is done via the side buffers of the car bodies.

[0050] However, in the buffer position, the adjacent automatic train couplers of neighboring car bodies do not couple. This special function contradicts the actual principle of automatic coupling. Therefore, the "buffer position" function must be actively enabled and disabled.

[0051] The buffer position described is required for shunting operations on the hump and the so-called pushing and running off.

[0052] The hump is an infrastructure facility used to reorganize train formations. The hump is divided into three basic areas: the entry group, the hump, and the directional track.

[0053] The train arrives in the entry group with the mainline locomotive. The mainline locomotive slows down the train and is uncoupled. A shunting locomotive is coupled, which will push the train over the hill. From the entry group, the train is pushed onto the mountain tracks, although these are not absolutely necessary. In the FIG. 2 In the schematically shown case, the entry group is the mountain track.

[0054] Here the train is "lengthened" (see area A in FIG. 2 ). The screw couplings are loosened but not unhooked. This allows the coupling to still absorb tractive forces. However, it can be unhooked in a load-free state, i.e., when the car bodies are not under tension.

[0055] During the "lengthening" process, the main air lines are also disconnected. This engages all brakes, should they have been released again, for example, by the shunting lock. In the final step, the brake control valves are bled. This releases the brakes again, allowing the car body to roll.

[0056] The train is now slowly pushed over the mountain (see area B in FIG. 2 In modern systems, the locomotive or railcar is remotely controlled via a hump computer.

[0057] The crew has two tasks: the first is to monitor the process. In the event of a problem, an emergency stop is activated, stopping the locomotive or railcar. Since the couplings are not disengaged, the shunting locomotive can brake all car bodies to a stop during this slow journey.

[0058] The crew's second task is to unhook the couplings just before the apex of the hump. From this point on, the car body rolls down the slope. This involves not only individual car bodies, but also groups of cars rolling over the hump together.

[0059] The mountain is followed by a group of switches (see area C in FIG. 2 ), which is automatically controlled by the hump computer so that the car body is guided into the correct direction track.

[0060] In modern systems, the speed of the rolling car bodies is monitored and automatically braked to a low speed in the direction group by track brakes. In older systems, braking is achieved by manually setting brake shoes in the direction tracks.

[0061] There are also hump variants where the train is not made long, but rather the couplers are uncoupled in the entry group. In these scenarios, braking via the lock is no longer possible, which is replaced by structural measures on the track.

[0062] After the car bodies are in the direction track (see area D in FIG. 2 ), these are pushed together either by a locomotive / railcar or by a carriage conveyor system. The car bodies are coupled, the mainline locomotive is attached, and after a successful brake test, the new train leaves the marshalling yard.

[0063] When replacing the screw coupler with an automatic train coupler, it must be placed in the buffer position before approaching the hill, during the entry group, or when driving up the hill. This allows the train to be pushed, and the car bodies will separate from each other on the hill and roll down separately. Without the buffer position, the car bodies would immediately couple when pushed, and all the car bodies would roll down the hill together.

[0064] Since the automatic train couplers are in the buffer position, they will not couple automatically on the directional track. It would be necessary to manually set the automatic train couplers to a ready-to-couple state and push the car bodies together in an additional step.

[0065] Therefore, an automatic release of the buffer position is required so that the car bodies can be pushed on the hill without coupling and in the directional track the buffer position is released and the car bodies couple automatically.

[0066] Activating the buffer position in an automatic train coupling is fundamentally simple. When the vehicle is stationary, the function is activated, for example, by pressing a button. Alternatively, the command is received via the data bus / train bus from the locomotive, a sequence control computer, or a remote control. This can also be done while the train is in motion.

[0067] In particular, the buffer position can be activated either by a button on the carriage, by radio or by train bus, whereby all buffer positions can be activated simultaneously, or whereby one buffer position can be activated after the other or one group can be activated after the other, for example when the train passes the hump.

[0068] However, releasing the buffer position is not trivial because, on the one hand, the car bodies are moving at this time and manual operation to release the buffer position is not possible, and, on the other hand, the car bodies roll down the slope without a lock and without a data bus / train bus and therefore cannot receive a command from the data bus / train bus.

[0069] The release of the buffer position should - if possible - happen automatically, between the moment the car body or car body group has released on the hill (see position X in FIG. 2 ), and the moment in which the car body hits a car body in the direction group (see area C in FIG. 2 ).

[0070] During the push-off and run-off process, the mainline brake from the train is first replaced with a shunting brake, or a shunting brake is attached to the train set to be shunted. While the train is stationary, the car bodies to be shunted are uncoupled. The brake on the uncoupled car body is then released. The car body can then roll freely. The shunting brake pushes the car body and then brakes. The car body itself continues to roll. This process is called "push-off." To brake the car body, either brake shoes are placed on the track, or, in the case of cars with a brake platform for the handbrake, the handbrake is applied by a passenger on board while the train is rolling.

[0071] When replacing the screw coupler with an automatic train coupler, it must be placed in the buffer position before pushing. This allows the train to be pushed, and the car bodies will detach when the locomotive decelerates. Without the buffer position, the car bodies would immediately couple when pushed.

[0072] Because the automatic couplers are in the buffer position, they will not automatically couple when two shunting car bodies collide. It would be necessary to manually set the automatic train couplers to a ready-to-couple state and push the car bodies together in an additional step.

[0073] This requires an automatic release of the buffer position so that the car bodies can be pushed off the locomotive without coupling. However, if the car body collides with the next car body, the buffer position must be released.

[0074] As with the hump, activating the buffer position is easy, although dissolving it again has the problem that the car body is moving and there is no data bus / train bus available to receive such a command.

[0075] It is therefore clear that the automatic deactivation of the buffer position is the critical element and is urgently needed for automated operation.

[0076] The basic control logic is that the buffer position is activated by a single command and remains active until it is deactivated.

[0077] Input variables include external commands via the data bus, especially the train bus, as well as internal measured values. The buffer position is always activated externally via a manual switch or by a command via the data bus / train bus from the railcar or a hump control computer.

[0078] When releasing the buffer position, the problem arises that there is no data bus / train bus available at that moment, so the release command cannot be received by the railcar. Additional signal heads, for example, on the track at the hump, require additional electronics on the car to receive them. Furthermore, such signal heads would be stationary and therefore not applicable, or only to a limited extent, in push-off mode. The automatic system must therefore rely entirely on internal sensors and logic.

[0079] It is also crucial that the data bus / train bus remains available in running car groups, i.e. without a railcar, so that information can still be exchanged between the control devices of a car group, but no signals are received from the railcar as the master.

[0080] The electrical coupling (electrical contact coupling) of the automatic train coupling is designed in such a way that in push operation with buffer position the electrical and / or signalling connection is available via the electrical contact couplings, so that the data bus / train bus functions as long as the carriages are pushed apart.

[0081] Against the background of this problem, the invention is therefore based on the object of specifying a preferably automated or at least partially automated method for dissolving and reassembling a train combination, in particular in a push-off or push-off process in a hump infrastructure, as well as a corresponding train coupling.

[0082] This object is achieved with regard to the train coupling according to the invention by the subject matter of independent patent claim 1, wherein advantageous developments of the train coupling according to the invention are specified in dependent patent claims 2 to 8.

[0083] With regard to the method, the problem underlying the invention is solved by the subject matter of the independent patent claim 9.

[0084] Accordingly, the invention relates in particular to an automatic train coupling, in particular for a freight wagon of a track-guided vehicle, in particular a rail vehicle, wherein the automatic train coupling has a coupling head with at least one coupling element, wherein the coupling head with the at least one coupling element is present in particular selectively or as required in an uncoupled and ready-to-couple position or in a coupled position.

[0085] According to the invention, it is provided in particular that the coupling head with the at least one coupling element can also be operated, in particular optionally or as required, in a buffer position in which the coupling head with the at least one coupling element is in an uncoupled and not ready-to-couple position.

[0086] In particular, the invention provides that the automatic train coupling has a contactless data exchange device which is designed to detect the presence or absence of a counter-coupling of an immediately adjacent carriage.

[0087] The towing coupling according to the invention has a coupling head, which preferably comprises a coupling head housing and a coupling lock with a locking mechanism. "Locking mechanism" in this context means that the coupling lock can be locked in at least one position in a rotationally fixed manner, as will be apparent from the following.

[0088] The coupling closure is designed, in particular, as a rotary closure with a coupling eyelet and a frog, the frog being rotatable about a main rotation axis between a coupled position and an uncoupled position. The coupling eyelet is connected to the frog at a first end so that it can rotate about a coupling eyelet axis and has a second free end.

[0089] The frog has a mouth which is arranged to receive a second end of a coupling eye of an opposite coupling head of a counter-coupling.

[0090] In implementations of the automatic train coupling according to the present invention, the coupling further comprises a decoupling device which has an actuator which can be operatively connected to the frog and is designed to act on the frog as required in order to rotate the frog from the coupled position into the uncoupled position.

[0091] The solution according to the invention is characterized in particular in that the train coupling can be operated in a buffer operating mode if required, in which the train coupling is uncoupled and not ready to be coupled.

[0092] According to preferred implementations of the train coupling according to the invention, it is provided that the buffer position of the coupling head with the at least one coupling element remains active as long as the presence of the counter-coupling is detected with the aid of the data exchange device.

[0093] On the other hand, in this context, it should be provided that the buffer position of the coupling head with at least one coupling element is deactivated as soon as the presence of the counter-coupling is no longer detected by means of the data exchange device.

[0094] It is conceivable, particularly in this context, that the train coupling has a control device which is designed to initiate a transition of the coupling head with the at least one coupling element from its buffer position to its ready-to-couple position as soon as the presence of the counter-coupling is no longer detected with the aid of the data exchange device.

[0095] With regard to the data exchange device of the train coupling according to the invention, it is provided that the data exchange device is designed to detect the presence or absence of the counter-coupler only within the clearance of the wagon, but not in the track surroundings of the wagon. This is, in particular, a so-called "neighborhood detection," which ensures that only the area in the same track bed is monitored with the help of the data exchange device.

[0096] Furthermore, it is advisable that the data exchange device has a reception range of less than or equal to 10 m in the direction of travel of the vehicle and preferably a reception range of a maximum of 9 m.

[0097] In particular, the data exchange device should be designed to continuously monitor the presence or absence of a counter-coupling of an immediately adjacent wagon.

[0098] According to a particularly simple yet effective embodiment of the invention, the data exchange device comprises a transmitter-receiver system for automatically and contactlessly identifying and locating the mating coupling of an immediately adjacent car, preferably using radio waves. Of course, other solutions are also possible.

[0099] The invention further relates to a method for monitoring and dissolving a train formation, particularly during a push-off or push-off process in a hump infrastructure comprising a hill area and a directional track area. The train formation to be dissolving comprises at least one wagon, in particular a freight wagon, and at least one further wagon, in particular a railcar, wherein two adjacent wagons are each connected to one another via a coupling point, and wherein the at least one further wagon, in particular a railcar, is connected to the only or last wagon of the train formation via a coupling point, as seen in the direction of travel of the train formation to be dissolving. Each coupling point is formed by two automatic train couplings.

[0100] The method according to the invention comprises the following process steps: at least one of the two train couplings is brought into a buffer position from exactly one coupling point and in particular from exactly one coupling point between adjacent wagons; the wagons of the train are moved (for example with the help of a railcar) at least partially or partially onto the hill area of ​​the hump infrastructure, in particular pushed, preferably until the coupling point in its buffer position reaches the area of ​​the crest of the hill area, so that the wagon or wagons roll / roll off the remaining train or the railcar via the coupling point in its buffer position;and the train coupling of the carriage separated from the remaining train formation or from the power car, which faces the remaining train formation or the power car, or the train coupling of the last carriage of the carriages separated from the remaining train formation or the power car, which faces the remaining train formation or the power car, is moved from its buffer position to its ready-to-couple position.

[0101] According to further developments of the method according to the invention, it is provided that the train coupling arranged on the end region of the first car facing away from the railcar - seen in the direction of travel of the train combination to be dissolved - is in its ready-to-couple position or is brought into its ready-to-couple position.

[0102] Alternatively or additionally, it is conceivable that - with the exception of the train couplings of exactly one coupling point which are each brought into their buffer position - the train couplings of all other coupling points of the train formation to be dissolved are each in their coupled position or are brought into their coupled position.

[0103] According to implementations of the method according to the invention, it is provided that for the automatic transfer of the train coupling from its buffer position to its ready-to-couple position, the presence or absence of the train coupling of the remaining train assembly facing the separated wagon is monitored, preferably continuously, with the aid of a data exchange device in a monitoring area of ​​the data exchange device, and the buffer position is canceled as soon as the presence is no longer detected.

[0104] In a further development of the last-mentioned preferred implementation, it is provided that when the separated wagon or wagons are coupled with the wagon located in the direction track, an identifier is exchanged between the wagons.

[0105] In this context, it is particularly conceivable that the train coupling of the carriage separated from the remaining train formation or from the railcar or the train coupling of the last carriage of the carriages separated from the remaining train formation or from the railcar is automatically moved from its buffer position to its ready-to-couple position after the exchange of the identification or the identifier.

[0106] Finally, the present invention relates to a train assembly according to the independent claim 8.

[0107] This is a train combination which comprises several wagons, in particular freight wagons, and a railcar, wherein two adjacent wagons are each connected to each other via a coupling point, wherein the railcar - seen in the direction of travel of the train combination - is connected to the last wagon of the train combination via a coupling point, wherein each coupling point is formed by two automatic train couplings.

[0108] In brief, the invention is characterized by the fact that each coupling incorporates a radio transmitter and receiver. A simple implementation can be achieved using RFID. If additional data needs to be transmitted, other radio solutions are also possible.

[0109] The transmitters and receivers allow the couplings to detect their direct coupling neighbors. This means that at a coupling point, even without a train bus, it is known which two couplings are in the connection.

[0110] The transmission range is so wide that a wagon on a parallel track cannot be detected as a neighbour. In this case, the corresponding clearance profile according to FIG. 3 to comply.

[0111] For the logic of automatic buffer position resolution, it is crucial that neighborhood detection occurs continuously and not just at the moment of coupling. Thus, it also detects that a new neighborhood is detected before a coupling process takes place and when a neighborhood no longer exists.

[0112] The logic works as follows: The buffer position is deactivated as soon as the transition from "neighbor is present" to "neighbor is no longer present" is detected. This happens in FIG. 3 in the transition from the status "neighbouring status known" to neighbouring status unknown" only after a wagon or a group of wagons has separated from the rest of the train, e.g. on a hill. In this case, the buffer position is released on both couplings.

[0113] The reception area in FIG. 3 It is selected so that several meters, but a maximum of 9 meters, are detected in the direction of travel. This is the smallest standard usable length for two-axle vehicles, and therefore the next-but-one vehicle is not detected as a neighbor.

[0114] Due to the longer reception range, the buffer position is not released until the wagons have reached the minimum distance. This prevents the wagons from bouncing or swinging, which often happens with half-full tankers, for example, and causing the wagons to recouple before they have run off the slope.

[0115] The invention is described in more detail below with reference to the accompanying drawings using a specific embodiment.

[0116] They show: FIG. 1 schematically shows the electrical architecture of a freight car equipped with an automatic train coupling; FIG. 2 schematically shows a hump infrastructure for dissolving and reassembling a train combination, particularly in a push-off or push-off process; FIG. 3 schematically shows the monitoring areas / radio areas of the proximity detection; FIG. 4 schematically shows a flowchart for explaining the generally known mode of operation when an automatic train coupling changes status; and FIG. 5 schematically shows a flowchart for explaining the mode of operation when an automatic train coupling changes status, which can be implemented with the present invention.

[0117] In FIG. 1 The electrical architecture of a freight wagon equipped with an automatic train coupling is shown schematically.

[0118] At each end of the car, there is an automatic train coupler 10 with a corresponding coupling head and an electronic control unit (DACCU). The electronic control unit (DACCU) controls the function of the coupler and is designed to operate the sensors and actuators of the train coupler 10. In addition, a car control unit (CCU) is installed in each car body.

[0119] The car control unit CCU communicates via the data bus / train bus with the railcar and the other car bodies and via an internal bus 11 with the two electronic control units DACCU of the automatic train coupling 10 mounted at both car ends. The commands for uncoupling and buffer position are received via the car control unit CCU and forwarded to the corresponding electronic control unit of the two automatic train couplings 10.

[0120] In FIG. 2 A hump infrastructure for dissolving and reassembling a train combination is shown schematically, particularly in a push-off or pushing-off process.

[0121] Freight trains, especially wagonload transport, consist of individual freight cars with different origins and destinations. The individual freight cars or entire groups of cars are repeatedly split up and reconnected in marshalling yards (also known as "Verschiebebahnhöfe" in Austria) according to their route.

[0122] A simple transport operation involves 14 uncoupling and coupling processes; on average, this number is much higher. Shunting yards are strategically distributed within the rail network.

[0123] In the entry group (see area A in FIG. 2 ) and the run-off hill (see area B in FIG. 2 ) freight trains are separated and routed in the direction group (see area D in FIG. 2 ) they are reassembled.

[0124] The present invention is specifically concerned with the automated separation and reassembly of freight trains. The actions required to separate the previously used screw coupling are summarized as "lengthening" and "uncoupling." This classification is useful because, depending on the topology of the settling / uncoiling hump, the respective activities are currently performed at different locations in the marshalling yard.

[0125] The lengthening always takes place in the break-in group on a stationary train. It includes the following activities: ▪ Positioning along the train in the up to 750 m long run-in group; ▪ Identification of the connections that need to be released; ▪ Operating the release cable, ie releasing the air brake; ▪ Closing the air shut-off valves; ▪ Opening the brake hoses; and ▪ Screwing on the screw coupling.

[0126] Uncoupling takes place either immediately after the train is extended while the train is stationary, or shortly before rolling off, but then while the train is moving. It includes the following activities: ▪ Check the separation point; and ▪ Remove the coupling bracket from the tow hook.

[0127] All of these activities are still performed by shunting / shuttle crews, requiring considerable physical effort. Shunting is time-consuming, costly, and dangerous.

[0128] Accordingly, the invention particularly relates to the task of specifying an automation of the separation process, in which in particular geometric, kinematic, mechanical and labor law boundary conditions are also observed.

[0129] In particular, the problem addressed here is that the formation of a train and the preparation of the train for departure in rail freight transport are still a time-consuming undertaking.

[0130] Depending on local conditions and train composition, shunting personnel may have to walk the length of the train six times, performing manual tasks. While coupling the wagons is a time-consuming task, it is only one of several tasks.

[0131] Thus, while the workload required to form a train can be reduced using an automatic coupling, shunting personnel still have to perform other tasks on the train. This clearly demonstrates that only a holistic approach to automating operational processes in train preparation is effective.

[0132] One aspect of the present invention therefore also relates in particular to the aspect of providing an automatic coupling for rail freight transport which is optimized in particular with regard to the train formation effort.

[0133] The automatic train coupling 10 according to the invention comprises a coupling head with at least one coupling element, wherein the coupling head with the at least one coupling element is in particular selectively or as needed in an uncoupled and ready-to-couple position or in a coupled position. The coupling head with the at least one coupling element is in particular selectively or as needed further operable in a buffer position, in which the coupling head with the at least one coupling element is in an uncoupled and not ready-to-couple position.

[0134] The automatic train coupling 10 further comprises a contactless data exchange device (cf. FIG. 3 ), which is designed to detect the presence or absence of a counter-coupling of an immediately adjacent car.

[0135] In particular, it is provided that the buffer position of the coupling head with the at least one coupling element remains active as long as the presence of the counter-coupling is detected with the aid of the data exchange device, and wherein the buffer position of the coupling head with the at least one coupling element is deactivated as soon as the presence of the counter-coupling is no longer detected with the aid of the data exchange device.

[0136] As in FIG. 3 As indicated, the data exchange device is designed to detect the presence or absence of the counter-coupling only within the clearance 12 of the wagon, but not in the track surrounding the wagon. Preferably, the data exchange device has a reception range 110 in the direction of travel of the wagon, which corresponds to a safe minimum distance of two wagons where no undesired recoupling is to be expected, while at the same time not including an unnecessarily large number of objects (e.g., in the case of a tight bending radius of the rails) within the effective range. The reception range 110 is thus preferably less than or equal to 10 m and preferably a maximum of 9 m.

[0137] FIG. 4 shows a schematic flow chart to explain the generally known functionality when changing the status of an automatic train coupling.

[0138] In detail, FIG. 4 A distinction is made between the following conditions: coupled state (left side of the FIG. 4 ); uncoupled and ready to couple (right side above the FIG. 4 ); and uncoupled and not ready to couple state (buffer position).

[0139] For example, to transition an automatic train coupling from the uncoupled and ready-to-couple state to the coupled state, the coupling must push against a counter-coupling (pressure force). Then the train coupling's state changes from "uncoupled and ready to couple" to "coupled."

[0140] In order to transfer the train coupling from the coupled state back to the uncoupled and ready-to-couple state, the train coupling must be controlled by the user either electrically or mechanically.

[0141] However, in order to transfer the train coupling from the coupled state to the buffer position (uncoupled and not ready to couple state), the train coupling must be switched electrically or mechanically to the buffer position by the user, for example before rolling or pushing off.

[0142] In order to transfer the train coupling from the buffer position (uncoupled and not ready to couple) to the ready to couple state, the user must control the train coupling electrically or mechanically accordingly.

[0143] FIG. 5 shows a schematic flow chart to explain the functionality that can be realized with the present invention when changing the status of an automatic train coupling.

[0144] As in FIG. 4 will be in FIG. 5 A distinction is made between the three states of the train coupling mentioned.

[0145] Starting from the coupled state, the train coupling can be transferred into the uncoupled and not ready-to-couple state (i.e. into the buffer position) by switching the train coupling electrically or mechanically into the buffer position by the user, in particular before rolling or pushing off.

[0146] In contrast to the flow chart according to FIG. 4 In contrast, the FIG. 5 The schematically shown process for changing to the "ready to couple" state requires neither user interaction nor a local system or other infrastructure. Rather, the train coupler automatically transitions from the uncoupled and unready to the uncoupled and ready to couple state if the mating coupler is no longer detectable within a predefined near field for a predefined period of time after rolling or pushing off, i.e., after the mechanical separation of the train coupler from the mating coupler.

[0147] The invention is not limited to the embodiments shown in the drawings, but results from a synopsis of all features disclosed herein.

Claims

1. Automatic train coupling (10), in particular for a freight wagon of a track-guided vehicle, in particular a rail vehicle, wherein the automatic train coupling (10) has the following: - a coupling head with at least one coupling element, wherein the coupling head with the at least one coupling element is present, in particular selectively or as required, in an uncoupled and ready-to-couple position or in a coupled position, wherein the coupling head with the at least one coupling element is further operable, in particular selectively or as required, in a buffer position in which the coupling head with the at least one coupling element is in an uncoupled and not ready-to-couple position, and wherein the automatic train coupling (10) further has a contactless data exchange device which is designed to detect the presence or absence of a mating coupling of an immediately adjacent wagon.

2. Train coupling (10) according to claim 1, wherein the buffer position of the coupling head with the at least one coupling element remains active as long as the presence of the counter-coupling is detected with the aid of the data exchange device after the separation of the physical contact between the two immediately adjacent carriages, and wherein the buffer position of the coupling head with the at least one coupling element is deactivated as soon as the presence of the counter-coupling is no longer detected with the aid of the data exchange device.

3. Train coupling (10) according to claim 1 or 2, wherein the train coupling (10) has a control device which is designed to initiate a transition of the coupling head with the at least one coupling element from its buffer position to its ready-to-couple position as soon as the presence of the counter-coupling is no longer detected with the aid of the data exchange device.

4. Train coupling (10) according to one of claims 1 to 3, wherein the data exchange device is designed to detect the presence or absence of the counter-coupling before a coupling head of the counter-coupling enters an effective range of the coupling head of the automatic train coupling.

5. Train coupling (10) according to one of claims 1 to 4, wherein the data exchange device is designed to detect the presence or absence of the counter-coupling only in the clearance space (12) of the wagon, but not in the track surroundings of the wagon.

6. Train coupling (10) according to one of claims 1 to 5, wherein the data exchange device has a reception range (110) in the direction of travel of the carriage which corresponds to a safe minimum distance of two carriages where no undesired re-coupling is possible.

7. Train coupling (10) according to one of claims 1 to 6, wherein the data exchange device has a reception range (110) of less than or equal to 10 m in the direction of travel of the carriage and preferably a reception range (110) of a maximum of 9 m.

8. Train coupling (10) according to one of claims 1 to 7, wherein the data exchange device is designed to continuously monitor the presence or absence of a counter-coupling of an immediately adjacent wagon.

9. Train coupling (10) according to one of claims 1 to 8, wherein the data exchange device comprises a transmitter-receiver system for automatically and contactlessly identifying and locating the mating coupling of an immediately adjacent carriage, preferably using radio waves.

10. Train assembly, wherein the train assembly comprises a plurality of wagons, in particular freight wagons, and preferably a railcar, wherein two adjacent wagons are each connected to one another via a coupling point, wherein the optionally provided railcar - seen in the direction of travel of the train assembly - is connected to the last wagon of the train assembly via a coupling point, wherein each coupling point is formed by two automatic train couplings (10) each according to one of claims 1 to 9.

11. Method for monitoring and dissolving a train formation, in particular in a push-off or pushing-off process in a hump infrastructure having a hill area and a directional track area, wherein the train formation to be dissolved comprises at least one wagon, in particular a freight wagon, and at least one further wagon, in particular a railcar, wherein two adjacent wagons are each connected to one another via a coupling point, and wherein the further wagon or railcar - viewed in the direction of travel of the train formation to be dissolved - is connected to the last wagon of the train formation via a coupling point, wherein each coupling point is formed by two automatic train couplings (10), and wherein the method comprises the following method steps: - at least one train coupling (10) of the two train couplings (10) is brought into a buffer position by exactly one coupling point and in particular by exactly one coupling point between adjacent wagons;- the wagons of the train are moved, in particular pushed, at least partially or in part onto the uphill area of the hump infrastructure, preferably until the coupling point in its buffer position reaches the area of the dome of the uphill area, so that the wagon or wagons roll off the remaining train and the other wagon or railcar via the coupling point in its buffer position;and - the train coupling (10) of the carriage separated from the remaining train or from the railcar, which carriage faces the remaining train or the railcar, or the train coupling (10) of the last carriage of the carriages separated from the remaining train or the railcar, which carriage faces the remaining train or the railcars, is automatically moved from its buffer position to its ready-to-couple position, wherein for the automatic transfer of the train coupling (10) from its buffer position to its ready-to-couple position, the presence or absence of the train coupling (10) of the remaining train, which carriage faces the separated carriage, is preferably continuously monitored in a monitoring area of the data exchange device with the aid of a data exchange device, and wherein the buffer position is canceled as soon as the presence is no longer detected.;

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