Method for coupling and decoupling a rail vehicle
By receiving requests and generating control signals to automatically control the movement of rail vehicles, the problem that rail vehicles can only be coupled or decoupled when stationary is solved, and coupling or decoupling is realized when in motion, thereby improving operational efficiency and energy utilization.
Patent Information
- Application Number
- CN202480021295.2
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Priority Date
- 2023-03-30
- Filing Date
- 2024-03-04
- Publication Date
- 2025-10-31
AI Technical Summary
In existing technologies, rail vehicles can only be coupled and decoupled when stationary, and cannot achieve coupling or decoupling while in motion.
By receiving coupling or decoupling requests, it determines whether the conditions are met and generates control signals to automatically control the movement of the rail vehicle, enabling it to couple or decouple from other rail vehicles while in motion.
It enables coupling or decoupling of rail vehicles during movement, saving travel time, improving the modernity of operation, and automatically stopping rail vehicles after decoupling when not needed to save energy.
Smart Images
Figure CN120882618A_ABST
Abstract
Description
[0001] The present invention relates to a method, apparatus, and system for coupling and decoupling a rail vehicle having a coupler from another rail vehicle having a further coupler, a rail vehicle, a computer program, and a machine-readable storage medium.
[0002] As is well known, passenger trains are connected and disconnected only when stationary.
[0003] The technical problem to be solved by the present invention is to provide a scheme for coupling and decoupling a rail vehicle having a coupler, particularly a Scharfenbergkupplung, with another rail vehicle having another coupler, particularly a Scharfenbergkupplung.
[0004] This technical problem is solved by the corresponding subject matter of the independent claims. Advantageous embodiments of the invention are the subject matter of the dependent claims.
[0005] According to a first aspect, a method is provided for coupling and decoupling a rail vehicle having a coupler, particularly a Schaffenberg coupler, from another rail vehicle having a further coupler, particularly a Schaffenberg coupler, comprising the steps of: receiving a request to couple or decouple the rail vehicle from the other rail vehicle; determining whether the request can be satisfied; if so, generating a control signal based on the request to control the movement of the rail vehicle so as to couple or decouple the rail vehicle from the other rail vehicle according to the request; and outputting the control signal, particularly outputting the control signal to a train controller of the rail vehicle.
[0006] According to a second aspect, an apparatus is provided for coupling and decoupling a rail vehicle having a coupler, particularly a Schaffenberg coupler, from another rail vehicle having a further coupler, particularly a Schaffenberg coupler, comprising: an input configured to receive a request for coupling or decoupling the rail vehicle from the other rail vehicle; a processor configured to determine whether the request can be satisfied; a generating means configured to, when the request can be satisfied, generate a control signal based on the request for controlling the movement of the rail vehicle, so as to couple or decouple the rail vehicle from the other rail vehicle according to the request; and an output configured to output a control signal, particularly to a train controller of the rail vehicle.
[0007] According to a third aspect, a system is provided for coupling and decoupling a rail vehicle having a coupler, particularly a Schaffenberg coupler, from another rail vehicle having a further coupler, particularly a Schaffenberg coupler, comprising: a train controller and the means according to the second aspect.
[0008] According to the fourth aspect, a rail vehicle is provided, comprising: a coupler, particularly a Schaffenberg coupler, and a device according to the second aspect or a system according to the third aspect.
[0009] According to a fifth aspect, a computer program is provided, including instructions that, when executed by a computer, such as by a device according to a second aspect and / or by a system according to a third aspect, cause the computer to perform the method according to a first aspect.
[0010] According to a sixth aspect, a machine-readable storage medium is provided having a computer program according to a fifth aspect stored thereon.
[0011] This invention is based on the knowledge that the aforementioned technical problem is solved by: upon receiving a request to couple or decouple a rail vehicle from another rail vehicle, first determining whether the request can be fulfilled; if so, automatically controlling the movement of the rail vehicle by outputting appropriate control signals to couple or decouple it from the other rail vehicle. For example, this means that coupling or decoupling occurs not only when the rail vehicle is stationary but also when it is moving. Compared to known prior art, the solution described herein provides coupling or decoupling even when the rail vehicle and / or another rail vehicle are moving. Therefore, a moving rail vehicle can be coupled or decoupled.
[0012] In particular, the following advantages can be achieved: reduced travel time compared to coupling or decoupling at rest; a modern look of coupling or decoupling in motion; and energy savings if (additional) rail vehicles are automatically stopped after decoupling if no longer needed. In summary, the technical advantage of providing a scheme for coupling and decoupling a rail vehicle with a coupler, particularly a Schaffenberg coupler, from another rail vehicle with a different coupler, particularly a Schaffenberg coupler, is particularly realized.
[0013] As used in this specification, a coupler is a device for connecting or coupling rail vehicles together. A coupler as used in this specification may be, for example, an automatic or semi-automatic coupler. An automatic coupler is understood to be one configured to automatically establish and disconnect the connection between two rail vehicles. A semi-automatic coupler is understood to be one configured to automatically establish a connection between two rail vehicles, although the connection must be manually disconnected.
[0014] The coupler in this specification is, for example, a central buffer coupler.
[0015] The coupler in this specification is, for example, a Safenberg coupler.
[0016] The automatic coupler used in this specification is, for example, a digital automatic coupler (DAK).
[0017] Coupling means that two rail vehicles are connected using their respective couplers. A coupler can be, for example, an automatic coupler. That is, the two rail vehicles couple to each other automatically, for example. In this case, both couplers are either semi-automatic or automatic couplers.
[0018] Two rail vehicles are mechanically connected via couplers. Coupling, for example, connects the power lines of one rail vehicle to the power lines of another rail vehicle. Coupling also connects, for example, the data lines of one rail vehicle to the data lines of another rail vehicle. Furthermore, coupling connects, for example, the air lines of the braking system of one rail vehicle to the air lines of the braking system of another rail vehicle.
[0019] Decoupling means that two coupled rail vehicles are separated or disconnected from each other by opening or closing the coupling connection formed by the two couplers. Decoupling can be, for example, automatic decoupling, in which case each coupler is an automatic coupler.
[0020] Decoupling mechanically separates two rail vehicles from each other. For example, decoupling separates the power lines of one rail vehicle from the power lines of another rail vehicle. Decoupling separates the data lines of one rail vehicle from the data lines of another rail vehicle. Decoupling separates the air lines of the braking system of one rail vehicle from the air lines of the braking system of another rail vehicle.
[0021] In one embodiment of the method, if a request can be satisfied, a coupler control request is generated based on the request to control the coupler, so as to control the coupling or decoupling of the rail vehicle from another rail vehicle according to the request. The coupler control request is output, specifically to the train controller of the rail vehicle. For example, this provides the technical advantage of being able to efficiently perform coupling or decoupling.
[0022] In one embodiment of the method, at least one corresponding kinematic variable of two rail vehicles is received, wherein the received kinematic variable is used to determine whether the request can be satisfied.
[0023] For example, this brings the technological advantage of being able to efficiently determine whether a request can be fulfilled.
[0024] The kinematic variables in the instruction manual are, for example, one of the following kinematic variables: position, velocity, acceleration, and jerk.
[0025] In one embodiment of the method, at least one corresponding position and corresponding velocity are received as kinematic variables, wherein a coupling position and / or coupling path is determined based on the corresponding positions and corresponding velocities of the two rail vehicles, and coupling is performed at and / or within the coupling position and / or coupling path; or a decoupling position and / or decoupling path is determined, and decoupling is performed at and / or within the decoupling position and / or decoupling path, wherein it is determined whether the request can be satisfied based on the coupling position and / or coupling path or based on the decoupling position and / or decoupling path.
[0026] For example, this brings the technical advantage of being able to efficiently determine whether a request can be fulfilled. For example, if the coupling location or coupler path or decoupling location or decoupling path is not suitable for coupling or decoupling, then it can be determined, for example, that the request cannot be fulfilled.
[0027] In one embodiment of the method, it is specified that at least one corresponding velocity is received as a kinematic variable, and based on the corresponding velocity, it is determined whether coupling or decoupling will be performed below a predefined maximum velocity according to the request, and based on the corresponding result, it is determined whether the request can be satisfied.
[0028] For example, this brings the technical advantage of being able to efficiently determine whether a request can be fulfilled. For instance, if the corresponding speed is greater than or equal to a predefined maximum speed, then it is determined that the request cannot be fulfilled.
[0029] In one embodiment of the method, the request is determined at the coupling or decoupling moment based on the received kinematic variables, namely, the forces acting on the rail vehicle and / or the other rail vehicle and / or the acceleration and / or the kinetic energy and / or the kinetic energy difference between the rail vehicle and the other rail vehicle and / or the jerk of the rail vehicle and / or the other rail vehicle and / or the difference between the two corresponding kinematic variables, wherein the result of the corresponding determination determines whether the request can be satisfied.
[0030] For example, this provides a technical advantage in efficiently determining whether a request can be fulfilled. In one embodiment of the method, a determined threshold is compared with a pre-configured threshold, and the determination of whether the request can be fulfilled is based on this comparison.
[0031] For example, this brings the technical advantage of being able to efficiently determine whether a request can be fulfilled. For example, if one or more or all of the correspondingly determined thresholds are greater than or equal to the corresponding pre-configured thresholds, then it is determined, for example, that the request cannot be fulfilled.
[0032] This means, for example, that a request can only be satisfied if all comparisons show that the corresponding determined value is less than or equal to the corresponding pre-configured threshold.
[0033] For example, if the corresponding speed is less than or equal to a predefined maximum speed, then it can be determined that the request can be satisfied even if the kinetic energy of the rail vehicle and / or other rail vehicles and / or even if the difference in kinetic energy between the rail vehicle and other rail vehicles and / or even if the acceleration of the rail vehicle and / or other rail vehicles and / or even if the difference in acceleration between the rail vehicle and other rail vehicles is greater than or equal to the corresponding pre-configured threshold.
[0034] Therefore, for example, there may be one or more kinematic variables that are greater than a pre-configured threshold, thus determining that the request can still be satisfied as long as one or more other kinematic variables remain below the pre-configured threshold. Below a certain velocity, for example, a larger energy / acceleration difference with respect to coupling and / or decoupling may be allowed, such that the request can still be satisfied in this case, for example.
[0035] Pre-configured thresholds are calculated, for example, based on the design of the rail vehicle and / or the coupling device (i.e., the coupler itself), enabling coupling at a differential speed of, for example, 3 km / h and / or x kilonewtons and / or y kilojoules. For example, lower comfort values can typically be defined (e.g., for the perceived jerk zm / s³ in a rail vehicle). These values may differ, for example, for trains with passengers, trains with only railway personnel, or trains with no passengers at all.
[0036] In one embodiment of the method, the corresponding load status of the rail vehicle and / or other rail vehicles is received, wherein it is determined based on the load status whether the request can be fulfilled.
[0037] For example, this brings the technical advantage of being able to efficiently determine whether a request can be fulfilled. For instance, if the corresponding load condition is greater than or equal to a predefined or preconfigured load condition threshold, then it is determined, for example, that the request cannot be fulfilled.
[0038] In one embodiment of the method, it is specified that at least one corresponding feature of the rail vehicle and / or other rail vehicles is received, wherein it is determined whether a request can be fulfilled based on one or more features. For example, this provides a technical advantage in efficiently determining whether a request can be fulfilled.
[0039] In one embodiment of the method, at least one corresponding feature is specified as an element selected from the following feature group: train safety system version, coupler type, ATO system version, and coupler status.
[0040] For example, this brings the technical advantage of being able to consider particularly suitable features to determine whether a request can be fulfilled.
[0041] The abbreviation "ATO" stands for "Automatic Train Operation".
[0042] The coupling status indicates whether the rail vehicles are coupled (i.e. connected to each other) or decoupled (i.e. decoupled from each other).
[0043] In one embodiment of the method, weather data describing the weather in the surrounding environment of the rail vehicle and other rail vehicles is received, wherein it is determined based on the weather data whether a request can be fulfilled.
[0044] For example, this brings the technical advantage of being able to efficiently determine whether a request can be fulfilled. For instance, if the weather is outside the pre-configured allowed weather range, it is determined that the request cannot be fulfilled.
[0045] In one embodiment of the method, the gradient of the railway line on which the rail vehicle and other rail vehicles are guided is determined, and based on that gradient, it is determined whether a request can be fulfilled. This offers the technical advantage of efficiently determining whether a request can be fulfilled. For example, if the gradient is greater than or equal to a pre-configured gradient threshold, it is determined that the request cannot be fulfilled.
[0046] In one embodiment of the method, the control signal for controlling the movement of the rail vehicle is generated by the ATO system of the rail vehicle's train safety system and output to the rail vehicle's train controller, so that the train controller can control or control the movement of the rail vehicle based on the control signal.
[0047] This brings technological advantages, such as the ability to effectively control or manage the movement of rail vehicles.
[0048] The control step is explicitly included in one embodiment of the method. In one embodiment, the step is not included in the method.
[0049] In this specification, rail vehicles include, for example, train safety systems.
[0050] Train safety systems in the sense of this manual include, for example, ATO systems.
[0051] In one embodiment of the device, when a request can be satisfied, the generating device is configured to generate a coupler control request for controlling the coupler based on the request, so as to control the coupler based on the request, so as to couple or decouple the rail vehicle from another rail vehicle according to the request, and the output terminal is configured to output the coupler control request, in particular to the train controller of the rail vehicle.
[0052] In one embodiment of the device, the input is configured to receive at least one corresponding kinematic variable from two rail vehicles, wherein the processor is configured to determine whether the request can be satisfied based on the received kinematic variable.
[0053] In one embodiment of the device, the input is configured to receive at least one corresponding position and a corresponding velocity as kinematic variables, and the processor is configured to determine, based on the corresponding position and the corresponding velocity, a coupling position and / or coupling path, and to perform coupling at and / or within the coupling position and / or coupling path, or to determine a decoupling position and / or decoupling path, and to perform decoupling at and / or within the decoupling position and / or decoupling path. The processor is configured to determine whether the request can be satisfied based on the coupling position and / or coupling path or based on the decoupling position and / or decoupling path.
[0054] In one embodiment of the device, the input is configured to receive at least one corresponding velocity as a kinematic variable, and the processor is configured to determine, based on the corresponding velocity, whether coupling or decoupling is performed below a predefined maximum velocity as requested, and to determine, based on the result, whether the request can be satisfied.
[0055] In one embodiment of the device, the processor is configured to determine, based on received kinematic variables, the forces acting on the rail vehicle and / or the other rail vehicle at the moment of coupling or decoupling according to the request, and / or the acceleration of the rail vehicle and / or the other rail vehicle, and / or the kinetic energy of the rail vehicle and / or the other rail vehicle, and / or the kinetic energy difference between the rail vehicle and the other rail vehicle, and / or the jerk of the rail vehicle and / or the other rail vehicle, and / or the difference between two corresponding kinematic variables, and to determine whether the request can be satisfied based on the results determined respectively.
[0056] In one embodiment of the device, the processor is configured to compare a determined threshold with a pre-configured threshold and determine whether the request can be satisfied based on the comparison.
[0057] In one embodiment of the device, the input is configured to receive the corresponding load status of the rail vehicle and / or other rail vehicles, wherein the processor device is configured to determine whether the request can be fulfilled based on the load status.
[0058] In one embodiment of the device, the input is configured to receive at least one corresponding feature of the rail vehicle and / or other rail vehicles, wherein the processor device is configured to determine whether the request can be fulfilled based on the one or more features.
[0059] In one embodiment of the device, at least one corresponding feature is specified as an element selected from the following feature group: train safety system version, coupler type, ATO system version, and coupler status.
[0060] In one embodiment of the device, the input is configured to receive weather data describing the weather in the surrounding environment of the rail vehicle and other rail vehicles, wherein the processor device is configured to determine whether the request can be fulfilled based on the weather data.
[0061] In one embodiment of the device, the processor is configured to determine the gradient of the railway line on which the railcar and other railcars are guided, and to determine whether the request can be fulfilled based on the gradient.
[0062] In one embodiment of the device, the generation device is implemented by the ATO system of the train control system, such that the control signal for controlling the movement of the rail vehicle is generated by the ATO system of the train control system, and the output is configured to send the control signal to the train controller of the rail vehicle, so that the train controller can control the movement of the rail vehicle according to the control signal. Control authority.
[0063] Statements relating to this method similarly apply to the device and / or system and / or rail vehicle, and vice versa.
[0064] This in particular means that methodological features are generated by corresponding device features and / or system features and / or rail vehicle features, and vice versa.
[0065] This in particular means that the technical functions of the method are similarly generated by the corresponding technical functions of the device and / or system and / or rail vehicle, and vice versa. The phrase "at least one" means "one or more".
[0066] The abbreviation “or” (bzw.) stands for “or” and includes the phrase “and / or”.
[0067] In one embodiment of the device, it is specified that it is programmed to execute computer programs.
[0068] In one embodiment of the system, the system is specified to be programmed to execute computer programs.
[0069] In one embodiment of the rail vehicle, it is specified that it is programmed to execute computer programs.
[0070] In one embodiment of the method, it is specified that this is a computer-implemented method.
[0071] Even if not explicitly described, the embodiments and exemplary models described herein can be combined with each other in any way.
[0072] For the purposes of this specification, a rail vehicle may be one of the following: a tram, a multiple unit (MMU), a coupled tram / MMU, a locomotive, a non-drive car, or a locomotive-covered passenger car with or without a control car.
[0073] Processor devices include, for example, one or more processors.
[0074] In one embodiment of the method according to the first aspect, the apparatus is used to perform the method. The apparatus according to the second aspect is, for example, configured to perform all the steps of the method according to the first aspect.
[0075] Specifically, an integrated system comprising a vehicle-side train safety system is provided, which authorizes remote control of the coupler of the rail vehicle. Furthermore, it specifies, for example, the measurement of current position, current speed, and current acceleration. Train movement is controlled, for example, by an ATO (Automatic Train Control) system.
[0076] For example, it stipulates the speed and position of the corresponding rail vehicles.
[0077] For example, it is specified that the expected location and path for coupling or decoupling must be determined, i.e., whether the coupling location and path or the decoupling location and path are suitable for coupling or decoupling. This can be determined, for example, based on a digital map of the environment of the rail vehicle and other rail vehicles. For example, there should be sufficient free path for coupling or decoupling. For example, the location and path for coupling or decoupling should be outside the platform. For example, the location and path for coupling or decoupling should be outside the switch. For example, the location and path for coupling or decoupling should be outside the steep slope. For example, the location and path for coupling or decoupling should be outside certain areas. For example, if one or more of the above conditions are met, it is determined that the request can be satisfied.
[0078] For example, it is specified that, based on a pre-configured path database storing acceptable coupling / decoupling regions and prohibited coupling / decoupling regions, it is determined whether the coupling location and / or coupling path or decoupling location and / or decoupling path lies within an acceptable coupling / decoupling region or a prohibited coupling / decoupling region, thereby determining whether the request can be satisfied. For example, if the coupling location and / or coupler path or decoupling location and / or decoupling path lies within a prohibited coupler / decoupling region, then it is determined that the request cannot be satisfied.
[0079] For example, determining whether coupling or decoupling will occur below a predefined maximum speed.
[0080] For example, determining whether two rail vehicles are suitable for coupling or decoupling. This can be determined, for example, based on the corresponding train safety system version and / or the corresponding load state, coupler state, coupler type, and / or version of the rail vehicle's ATO system.
[0081] The load status indication, as defined in the specification, is, for example, whether the corresponding rail vehicle is carrying passengers. For instance, coupling or decoupling occurs only if the load status indicates that there are no longer passengers in the rail vehicle. Therefore, for example, if the load status indicates that there are still passengers in the rail vehicle, it is determined that the request cannot be fulfilled.
[0082] For example, whether a request can be fulfilled is determined based on whether it is uphill or downhill. For example, the prevailing weather and / or wind conditions in the area surrounding the rail vehicle are used to determine whether a request can be fulfilled.
[0083] For example, determine the force, acceleration, energy (difference), and / or jerk at the moment of coupling or decoupling. For example, if one or more of the above kinematic variables exceed a pre-configured threshold, the planned coupling or decoupling is not performed, i.e., it is aborted.
[0084] For example, an ATO system controls the movement of a rail vehicle to a low speed or differential speed, which is necessary for proper coupling or decoupling (i.e., decoupling).
[0085] The device, system, or rail vehicle includes, for example, one or more sensors configured to measure the distance to and / or the speed of another rail vehicle. Such sensors are, for example, radar sensors, lidar sensors, or ultrasonic sensors. Based on the measured distance and / or measured speed, it is determined, for example, whether a request can be fulfilled. The measured speed of the other rail vehicle is, for example, a kinematic variable in the sense of the specification.
[0086] For example, the speed difference between a rail vehicle and another rail vehicle can be determined, and based on that speed difference, it can be determined whether the request can be fulfilled.
[0087] The processor device is configured, for example, to perform the determined steps described in the specification. Therefore, one or more determined steps are performed, for example, by the processor device.
[0088] The above-described features, characteristics, and advantages of the present invention, as well as the ways in which they are implemented, will be more clearly understood in conjunction with the following description of exemplary embodiments, which will be explained in more detail with reference to the drawings, wherein:
[0089] Figure 1 A flowchart of the method according to the first aspect is shown.
[0090] Figure 2 The apparatus according to the second aspect is shown.
[0091] Figure 3 The system according to the third aspect is shown.
[0092] Figure 4 The rail vehicle is shown according to the fourth aspect.
[0093] Figure 5 A machine-readable storage medium according to the sixth aspect is shown, and
[0094] Figure 6 Two rail vehicles are shown.
[0095] In the following text, the same reference numerals may be used for the same features.
[0096] Figure 1 A flowchart is shown of a method for coupling and decoupling a rail vehicle having a coupler, particularly a Schaffenberg coupler, from another rail vehicle having a further coupler, particularly a Schaffenberg coupler, comprising the following steps: receiving 101 a request to couple or decouple the rail vehicle from another rail vehicle; if so, determining 103 whether the request can be satisfied; generating 105 a control signal for controlling the movement of the rail vehicle based on the request, so as to couple or decouple the rail vehicle from another rail vehicle according to the request; and outputting 107 a control signal, particularly outputting the control signal to the train controller of the rail vehicle.
[0097] The control signals, as defined in the instruction manual, are, for example, output to the train controller of a rail vehicle.
[0098] Train controllers control the movement of vehicles, such as rail vehicles, based on output control signals.
[0099] Figure 2 A device 201 is shown for coupling and decoupling a rail vehicle having a coupler, particularly a Schaffenberg coupler, from another rail vehicle having a further coupler, particularly a Schaffenberg coupler. The device includes: an input 203 configured to receive a request to couple or decouple the rail vehicle from another rail vehicle; a processor 205 configured to determine whether the request can be satisfied; a generation device 207 configured to, when the request can be satisfied, generate a control signal based on the request to control the movement of the rail vehicle, so as to couple or decouple the rail vehicle from another rail vehicle according to the request; and an output 209 configured to output control signals, particularly to the train controller of the rail vehicle.
[0100] The processor device 205 includes, for example, one or more processors.
[0101] Processor device 205 is configured, for example, to determine whether a coupling location and / or coupling path, or a decoupling location and / or decoupling path, falls within an acceptable coupling / decoupling region or a prohibited coupling / decoupling region based on a pre-configured path database (which stores acceptable coupling / decoupling regions and prohibited coupling / decoupling regions). Processor device 205 is configured to determine whether a request can be fulfilled accordingly. For example, if the coupling location and / or coupling path, or the decoupling location and / or decoupling path, is located within a prohibited coupling / decoupling region, the processor device determines that the request cannot be fulfilled. For example, the processor device is configured to determine that if the coupling location and / or coupling path, or the decoupling location and / or decoupling path, is located within a prohibited coupling / decoupling region, the request cannot be fulfilled.
[0102] In one embodiment of the method according to the first aspect, the apparatus is used to perform the method.
[0103] The apparatus according to the second aspect is configured, for example, to perform all the steps of the process according to the first aspect.
[0104] Figure 3 A system 301 is shown for coupling and decoupling a rail vehicle having a coupler, particularly a Schaffenberg coupler, from another rail vehicle having a further coupler, particularly a Schaffenberg coupler, comprising: a train controller 303 and... Figure 2 Device 201.
[0105] Figure 4 Rail vehicle 401 is shown. Rail vehicle 401 includes coupler 403. Rail vehicle 401 also includes... Figure 3 System 301.
[0106] In an embodiment not shown, the rail vehicle 401 includes Figure 2 The device 201 instead of the system 301.
[0107] Figure 5 A machine-readable storage medium 501 is shown on which a computer program 503 is stored. The computer program 503 includes instructions that, when executed by a computer, cause the computer program 503 to perform according to the method of the first aspect.
[0108] Figure 6 Rail vehicle 601 and another rail vehicle 603 are shown. The two rail vehicles 601 and 603 have matching features; therefore, for clarity, only rail vehicle 601 is shown in detail. Statements relating to rail vehicle 601 similarly apply to the other rail vehicle 603. Rail vehicle 601 and the other rail vehicle 603 are coupled to each other.
[0109] The rail vehicle 601 includes a train safety system 605, which includes an ATO system 607. The rail vehicle 601 also includes a train controller 609. The train controller 609 controls, for example, the drive system 611 and / or braking system (not shown) of the rail vehicle 601 for driving or braking the rail vehicle 601. Therefore, the train controller 609 can control the movement of the rail vehicle 601 through the control drive system 611 or braking system of the rail vehicle 601. Therefore, in an exemplary embodiment, the rail vehicle 601 includes a system 614 according to the third aspect. Here, the generating means are implemented, for example, by the ATO system 607.
[0110] The processor device may also be implemented by, for example, the ATO system 607 and / or by the train control system 605.
[0111] System 614 receives a request 613 from another rail vehicle 603 to decouple rail vehicle 601. Train safety system 605 also receives kinematic variables as defined in this specification. These kinematic variables may be provided, for example, by one or more measurement systems (not shown) of rail vehicle 601. This means that rail vehicle 601 may include one or more measurement systems that measure and output the corresponding kinematic variables. For example, this means that system 614 may receive these kinematic variables from one or more measurement systems of rail vehicle 601.
[0112] Based on the received kinematic variables, determine whether request 613 can be satisfied according to the scheme described here.
[0113] Rail vehicle 601 includes two couplers, specifically a Schaffenberg coupler: a first coupler 617 and a second coupler 619, which are arranged at opposite ends of rail vehicle 601 relative to its longitudinal axis. Here, the second coupler 619 is coupled to a corresponding first coupler 617 of another rail vehicle 603.
[0114] The train controller can control couplers 617 and 619. Therefore, if it is determined that request 613 can be satisfied, the train control system 609 controls the second coupler 619, decoupling track vehicle 601 from the other track vehicle 603. Furthermore, for example, the ATO system 607 generates control signals for controlling the movement of track vehicle 601 and outputs them to the train controller 609. Based on these control signals, the train controller 609 controls the drive system 611, causing track vehicle 601 to move away from the other track vehicle 603.
[0115] The statements made above in connection with rail vehicle 601 also apply to the other rail vehicle 603. Here, the decoupling request is also received by the corresponding system of the other rail vehicle 603. Similar to rail vehicle 601, it is also specified that the first coupler 617 is controlled accordingly for decoupling. Here, the corresponding drive system of the other rail vehicle 603 is also controlled by the train controller of the other rail vehicle 603, so that the other rail vehicle 603 moves away from rail vehicle 601.
[0116] For example, it is stipulated that the decoupling should be performed when both rail vehicles 601 and 603 are moving.
[0117] For example, if it has been determined that the request can be satisfied, a similar coupling process can be performed. For example, it can be specified that both rail vehicles 601 and 603 move. For example, the two rail vehicles move in the same direction, with one rail vehicle traveling faster than the other, so that the two rail vehicles approach each other to couple with each other.
[0118] For example, a distance measuring device (not shown) is used for coupling or decoupling.
[0119] Although the invention has been described and illustrated in detail with reference to preferred exemplary embodiments, the invention is not limited to the disclosed examples, and those skilled in the art can derive other variations therefrom without departing from the scope of the invention.
Claims
1. A method for coupling and decoupling a rail vehicle (401, 601) having a coupler (403), particularly a Schaffenberg coupler, from another rail vehicle (603) having a further coupler, particularly a Schaffenberg coupler, the method comprising the steps of: Receive (101) a request to couple or decouple rail vehicle (401, 601) from another rail vehicle (603), Determine whether (103) can satisfy the request. If so, generate (105) a control signal for controlling the movement of the rail vehicles (401, 601) based on the request, so as to couple or decouple the rail vehicles (401, 601) from the other rail vehicle (603) according to the request, and Output (107) control signals, particularly the train controller (609) that outputs control signals to the rail vehicles (401, 601).
2. The method according to claim 1, wherein, When the request can be satisfied, a coupler control request is generated based on the request to control the coupler (403) to couple the rail vehicle (401, 601) with the other rail vehicle (603) or to decouple the rail vehicle (401, 601) from the other rail vehicle (603) according to the request, wherein the coupler control request is output, in particular to the train controller (609) of the rail vehicle (401, 601).
3. The method according to claim 1 or 2, wherein, Receive at least one corresponding kinematic variable of the two rail vehicles (401, 601, 603), wherein, based on the received kinematic variables, it is determined whether the request can be satisfied.
4. The method according to claim 3, wherein, Receive at least one corresponding position and corresponding velocity as kinematic variables, wherein, based on the corresponding positions and corresponding velocities of the two rail vehicles (401, 601, 603), determine, according to the request, a coupling position and / or coupling path at and / or within the coupling vehicles, or a decoupling position and / or decoupling path at and / or within the decoupling vehicles, wherein, based on the coupling position and / or the coupling path or the decoupling position and / or the decoupling path, determine whether the request can be satisfied.
5. The method according to claim 3 or 4, wherein, Receive at least one corresponding velocity as a kinematic variable, wherein, based on the corresponding velocity, it is determined whether to perform the coupling or decoupling at a speed below a predetermined maximum speed according to the request, wherein, based on the corresponding result, it is determined whether the request can be satisfied.
6. The method according to any one of claims 3 to 5, wherein, Based on the received kinematic variables, determine the forces acting on the rail vehicles (401, 601) and / or the other rail vehicle (603) at the moment of coupling or decoupling according to the request, and / or the accelerations of the rail vehicles (401, 601) and / or the other rail vehicle (603), and / or the kinetic energy of the rail vehicles (401, 601) and / or the other rail vehicle (603), and / or the kinetic energy difference between the rail vehicles (401, 601) and / or the jerk of the rail vehicles (401, 601), and / or the difference between two corresponding kinematic variables, wherein the determination is based on the corresponding determined kinematic variables, and whether the request can be satisfied.
7. The method according to claim 6, wherein, The determined threshold is compared with the pre-configured threshold, and the comparison is used to determine whether the request can be satisfied.
8. The method according to any one of the preceding claims, wherein, Receive the corresponding load status of the rail vehicle (401, 601) and / or the other rail vehicle (603), wherein it is determined, based on the one or more load statuses, whether the request can be met.
9. The method according to any one of the preceding claims, wherein, Receive at least one corresponding feature of the rail vehicle (401, 601) and / or the other rail vehicle (603), in particular the train safety system version, coupler type, ATO system version, or coupler status, wherein it is determined, based on the one or more features, whether the request can be satisfied.
10. The method according to any one of the preceding claims, wherein, The gradient of the railway line is determined, and the railcars (401, 601) and the other railcar (603) are guided on the railway line, wherein it is determined based on the gradient whether the request can be met.
11. The method according to any one of the preceding claims, wherein, Control signals for controlling the movement of the rail vehicles (401, 601) are generated by the ATO system (607) of the train safety system (605) of the rail vehicles (401, 601) and output to the train controller (609) of the rail vehicles (401, 601), so that the train controller (609) can control or control the movement of the rail vehicles (401, 601) based on the control signals.
12. A device (201) for coupling and decoupling a rail vehicle (401, 601) having a coupler (403), in particular a Schaffenberg coupler, from another rail vehicle (603) having a further coupler, in particular a Schaffenberg coupler, said device comprising: An input terminal (203) is configured to receive a request to couple or decouple the rail vehicle (401, 601) from the other rail vehicle (603). A processor device (205) configured to determine whether the request can be satisfied. A generating device (207) is configured to generate, when the request can be satisfied, a control signal for controlling the movement of the rail vehicles (401, 601) based on the request, so as to couple or decouple the rail vehicles (401, 601) from the other rail vehicle (603) according to the request. Decoupling from the other rail vehicle (603), and The output terminal (209) is configured to output control signals, specifically to the train controller (609) of the rail vehicles (401, 601).
13. A system (301) for coupling and decoupling a rail vehicle (401, 601) having a coupler (403), particularly a Schaffenberg coupler, from another rail vehicle (603) having a further coupler, particularly a Schaffenberg coupler, said system comprising: Train controller (609) and device (201) according to claim 12.
14. A rail vehicle (401, 601), comprising: Coupler (403), particularly the Schaffenberg coupler, and the device (201) according to claim 12 or the system (301) according to claim 13.
15. A computer program (503) comprising instructions that, when executed by a computer, cause the computer to perform the method according to any one of claims 1 to 11.