Control device for a vehicle equipped for multiple traction

Abstract

The invention relates to a control device (1) for a vehicle (2) designed for multiple traction, a combined system of control device (1) and vehicle (2) and a method for operating the control device (1), wherein the vehicle (2) comprises at least one coupling (21) and wherein the control device (1) has a coupling head (4) designed to be complementary to the coupling (21) of the vehicle (2).

Description

Technical field

[0001] The invention relates to a control device for a vehicle equipped for multiple traction, a combined system of control device and vehicle, and a method for operating the control device. Technical background

[0002] Larger railway vehicle maintenance depots with multiple maintenance tracks typically employ numerous locomotive drivers. These drivers are responsible for transporting the vehicles to the various facilities within the maintenance yard and for shunting the vehicles on the sidings.

[0003] In addition to the high financial burden on depot operations due to the employment, a shortage of skilled workers, specifically trained train drivers, can pose a threat to reliable depot operations.

[0004] In addition to highly efficient deployment planning for the supply and shunting of rail vehicles, automating the operation of rail vehicles offers a way to counteract this danger. For this purpose, systems embedded in the track bed have become known that can move a rail vehicle over short distances. Remotely controlled shunting vehicles are also known, but these must be operated by a trained train driver.

[0005] Furthermore, vehicles for automated train operation have become known. In the rail vehicle sector, this is referred to as Automatic Train Operation (ATO). Different degrees or levels of automation are distinguished (Grade of Automation, or GoA for short). According to the European Train Control System (ECTS), in "Automatic Driving" mode, a vehicle-mounted control unit (ECTS / ATO control unit) controls at least the traction (drive) and braking of the vehicle instead of a train driver, which corresponds to GoA 2 or STO (semi-automatic train operation). A journey from start to stop is carried out fully automatically, but the departure is initiated manually. If necessary, a driver can immediately take over control of the train.

[0006] A vehicle-mounted ATO control unit can include a so-called driving computer. For driverless operation according to GoA 3 or even GoA 4, a trackside ATO-TS (automatic train control system) is typically used in addition to the vehicle-mounted ATO control unit (ATO-OB (On-Board Unit)). The ATO-TS can also serve as the automatic train protection system. This system can monitor, in particular, the speeds of and distances to other vehicles on the track. Individual vehicles can communicate not only with the ATO-TS, but also with a land-based control center, such as a signal box, as well as with other vehicles ("Communication Based Train Control"), thus ensuring optimal spacing between trains and smooth operation. Based on the individual driving profile provided by the ATO-TS, the ATO-OB continuously calculates the optimal speed profile.In addition, the vehicle-side ATO can communicate with a trackside traffic management system, which transmits timetable, infrastructure and route information to the vehicle. Summary of the invention

[0007] The invention is based on the objective of significantly simplifying the delivery of track-bound vehicles to a destination within a company site.

[0008] The problem is solved by the subject matter of the independent patent claims. Further developments and embodiments of the invention are found in the features of the dependent patent claims.

[0009] By outputting the control signals, the vehicle configured for multiple traction, which is connected (coupled) to the control device according to the invention via the coupling, is given the impression that it is coupled to another vehicle, which then takes over the control of the vehicle. The control device according to the invention simulates another, real vehicle or the behavior, in particular the control signals, of another vehicle that is coupled to the vehicle that is coupled to the control device. The output signals are identical to the signals that another, real vehicle in multiple traction would output.

[0010] Unlike a radio remote control permanently installed in a vehicle, the control device according to the invention can be temporarily attached to different vehicles. A Delta approval for the vehicle is not required. This makes it particularly easy to move older vehicles.

[0011] The operation of the vehicle by a train driver can also be eliminated, as can the installation of complex shunting equipment in the infrastructure or the purchase of expensive shunting vehicles. The control device takes over the vehicle commissioning test and the control of the vehicle's traction and braking systems. Thus, shunting operations in a depot can be carried out as automatically as possible, largely without additional shunting vehicles, with largely unskilled personnel, and without any modifications to the vehicles that would require approval. Embodiments of the invention

[0012] The control device according to the invention for a vehicle designed for multiple traction comprises at least • a coupling head ◯ with a mechanical coupling part, in particular for establishing a mechanical connection between the control device and a complementary counter-coupling of the vehicle, and ◯ with an electrical coupling, in particular for establishing an electrical connection between the control device and a complementary counter-coupling of the vehicle, • an embedded system that is connected to the electrical coupling, at least in terms of signal technology, and that is designed to receive signals from a land-based control unit and to output control signals, in particular for vehicle control, via the electrical coupling.

[0013] The control device according to the invention can be independent and is not itself part of a vehicle for the transport of persons or goods or of a shunting vehicle. In particular, it is not designed for the transport of one or more persons, especially without a seat, and especially without a driver's cab.

[0014] The control device according to the invention can furthermore comprise a housing. The coupling head is arranged on the housing, in particular on an outer surface of the housing, or integrated into the housing so that it is freely accessible on an outer surface of the housing. The coupling head can thus form part of the housing. It is designed for coupling the control device to a complementary coupling of a vehicle. The mechanical coupling element, also called the coupling lock, is designed to establish a mechanical connection between the control device and a complementary coupling of the vehicle, and the electrical coupling is designed to establish an electrical connection between the control device and a complementary coupling of the vehicle. The mechanical coupling element is advantageously designed to bear the load through the weight of the control device itself.An electrical coupling is also known as an electrical contact coupling. It is used to couple electrical lines, especially control lines and / or power lines, for the transmission of signals and / or electrical currents between the coupling partners.

[0015] The embedded system may be located at least partially within the housing, and in particular, it may be completely enclosed by the housing. Cables, at least for the signal connection of the embedded system to the electrical coupling, may optionally pass through the housing.

[0016] A system according to the invention comprises a vehicle designed for multiple traction, in particular a track-bound vehicle, especially a rail vehicle, and a control device according to the invention, wherein the vehicle comprises at least one coupling for coupling another vehicle, in particular a center buffer coupling, for example a Scharfenberg coupling, wherein the coupling head of the control device is designed to be complementary to the coupling of the vehicle, in particular to a head region of the coupling of the vehicle, and wherein the control device is coupled to the vehicle by means of the coupling head of the control device and the coupling of the vehicle. The coupling head of the control device can be referred to as the mating coupling to the coupling of the vehicle or vice versa. Interfaces or contacts of the coupling head of the control device are defined by the coupling of the vehicle.

[0017] The vehicle is designed to operate in multiple traction. It therefore includes a drive system and a suitably designed coupling. It typically also includes brakes. The vehicle's coupling, in particular a coupling head, comprises a mechanical coupling element and an electrical coupling, wherein the mechanical coupling elements of the vehicle's coupling and the coupling head of the control device are designed to be complementary to each other for establishing a mechanical connection, and wherein the electrical coupling elements of the vehicle's coupling and the coupling head of the control device are designed to be complementary to each other for establishing an electrical connection. Furthermore, the vehicle may include at least one control unit.The control unit is connected to the vehicle's electrical coupling via a signal connection and is designed to receive control signals through the vehicle's electrical coupling and then control its own drive system. The control signals output by the control unit via the electrical coupling serve to control the vehicle coupled to the control unit, in particular at least the drive and brakes of the vehicle coupled to the control unit. The control signals received by the coupled vehicle via the electrical coupling can thus at least cause the coupled vehicle to accelerate.

[0018] The integrated system can further comprise a land-based control unit, which is suitably designed and configured at least for transmitting signals to the control device. The control unit can be connected to the control device by cable, but preferably comprises a communication module, in particular a radio module, for wireless communication with the control device. Wireless transmission methods can include, for example, infrared or ultrasound, or preferably electromagnetic waves, in particular radio waves of a predetermined frequency range, such as mobile communications, Bluetooth, or WLAN, in particular Wi-Fi.

[0019] The signals emitted by the land-based control unit and received by the control device relate in particular to signals for controlling the vehicle coupled to the control device, especially signals for controlling the rail vehicle coupled to the control device. These can be control signals that are output directly by the control device via its electrical contact coupling and thus transmitted to the coupled vehicle. The control unit can be connected to the control device by a cable for this purpose.

[0020] According to a further development of the control device according to the invention, the embedded system comprises • at least one communication device for receiving signals from the land-based control unit, • at least one computing unit which is connected to the at least one communication device via signal technology and which is connected to the electrical coupling of the control device via signal technology, wherein the at least one computing unit is configured to generate control signals for the vehicle configured for multiple traction and coupled to the control device in response to the received signals from the landside control unit and to output them to the vehicle coupled to the control device via the electrical coupling of the control device.

[0021] The communication device is at least suitable for receiving signals from the land-based control unit and for transmitting the received signals to the computing unit connected to it via signal technology.

[0022] The signals received by the communication unit of the control device from the land-based operating unit for controlling the vehicle coupled to the control device can, in addition to the aforementioned control signals to be forwarded, also include other signals relating to the control of the vehicle coupled to the control device. These are first transmitted by the communication unit of the control device to the processing unit connected to it via signal technology and processed there. These are, in particular, control commands.

[0023] The at least one computing unit is itself configured to receive the signals transmitted by the communication device, in particular the control commands, and subsequently to generate control signals for the vehicle coupled to the control device, in particular control signals for controlling the vehicle coupled to the control device, and to output these signals to the coupled vehicle via the electrical coupling. The processing of the transmitted signals, in particular the control commands, by the at least one computing unit is carried out in particular by means of a predefined algorithm implemented on the computing unit. The algorithm can be implemented on the computing unit in the form of software.

[0024] The control signals generated by the processing unit conform to a predefined standard, in particular a standardized protocol, especially a fieldbus protocol. In a further developed form, the at least one processing unit generates the control signals based on the received signals from the land-based operating unit according to a predefined protocol, in particular a predefined data bus protocol, especially a fieldbus protocol, for example according to a Multifunction Vehicle BUS (MVB) or according to a Profinet bus.

[0025] In its simplest form, at least one processing unit functions as a gateway. Incoming signals, especially control commands, are converted into control signals for vehicle control, particularly according to the specified protocol, and output. For example, incoming control commands for acceleration or braking are generated into corresponding control signals according to a specified fieldbus protocol for vehicle control, such as MVB or Profinet bus, and output.

[0026] According to a further embodiment of the invention, the at least one computing unit of the embedded system of the control device comprises a predefined control unit, in particular a predefined vehicle control unit. The at least one computing unit can have physical elements (hardware) of a control unit, or the control unit can be entirely virtual (software-based simulation). For example, the at least one computing unit is a representation of a vehicle control unit of a vehicle equipped for multiple traction, in particular a representation of the vehicle control unit of the vehicle coupled to the control device. The signals generated by the computing unit and output via the electrical coupling are identical to control signals of another, real vehicle that can be coupled to the vehicle equipped for multiple traction and operated in multiple traction.

[0027] According to a further embodiment of the invention, the at least one computing unit comprises a master control unit of a multiple traction control system, for example, a BUS master, in particular an MVB master or a PROFINET master. The control signals generated by the at least one computing unit and output via the electrical coupling correspond to control signals of a master control unit of the real vehicle. The at least one computing unit of the embedded system of the control device can be configured to simulate a master control unit of a real vehicle. The at least one computing unit of the embedded system of the control device can also itself be configured as a master control unit of a multiple traction control system, for example, as a BUS master, in particular as an MVB master or as a PROFINET master.

[0028] Two coupled vehicles, especially rail vehicles, in double traction, or several coupled vehicles in multiple traction, are remotely controlled by a single vehicle using a multiple unit control system, also known as multiple traction control. The coupled vehicles form a network of communicating vehicles. Communication typically takes place via a data bus system, with the vehicle control units, and in particular at least the respective control units, such as the central (train) control units (ZSG), of the individual coupled vehicles being participants in the data bus network. This can be a so-called Train Communication Network (TCN), in which a Multifunction Vehicle Bus (MVB), a fieldbus, or a Profinet bus can be used for communication.The connection between the individual coupled vehicles can be based on Ethernet technology or other network protocols. The vehicle's control unit, which manages the other coupled vehicles in double or multiple traction, is called the master control unit, or, in a data bus network, the bus master. A bus master is a node in a bus network that is authorized to independently initiate communication on the bus. A vehicle with multi-unit bus (MVB) typically has only one MVB master. If two or more such vehicles are coupled together in double or multiple traction, only the MVB master of the vehicle that manages the other coupled vehicles in double or multiple traction assumes the MVB master function for all coupled vehicles.The at least one computing unit of the embedded system of the control device according to the corresponding embodiment of the invention is configured to assume the role of the BUS master, for example, that of the MVB master. The control signals provided by the control device and output to the vehicles coupled to the control device correspond to the control signals of a master control unit of a coupled vehicle, according to a predefined protocol.

[0029] Furthermore, at least one processing unit can be configured to generate and output control signals from a specified vehicle. The control device is thus configured to simulate a specified vehicle. It is specified that the generated and output control signals originate from a specified vehicle. The control signals generated and output by the control device are therefore identical to the corresponding control signals of the specified vehicle. The vehicle coupled to the control device cannot detect any difference and therefore assumes that it is coupled to the specified vehicle, for example, of the same type or design. The simulation can be software-based.

[0030] In this configuration, at least one processing unit of the embedded control system combines the functions of a gateway and a control unit. Depending on the specific design, this at least one processing unit could also be referred to as a control unit.

[0031] As already explained above, the operating unit, in particular the communication module of the operating unit, in particular a radio module, can be equipped at least for wireless communication with the control device, in particular with the communication module of the control device, in particular for wireless communication with the radio module of the control device, and thus at least for bidirectional communication.

[0032] According to a further embodiment of the invention, the communication device is configured for wireless communication, at least with the land-based control unit, and is particularly designed as a radio module. Beyond simply receiving signals, the communication device can also be configured to send signals, for example, data describing the state of the control device, data describing the state of the coupled vehicle, or diagnostic information from the coupled vehicle, which it receives in particular from the processing unit that is connected to the coupled vehicle via the electrical coupling. The communication device, in particular the radio module, of the embedded control device system is thus equipped for at least bidirectional communication.Communication thus occurs back and forth between the operating unit, in particular its radio module, and the communication device, in particular its radio module, of the embedded control system – both can act as transmitters or receivers. According to a further embodiment, the communication device, in particular its radio module, of the embedded control system is configured for multidirectional communication. Therefore, the control device can be part of a communication network.

[0033] The communication device is arranged as part of the embedded system within the housing of the control device, but may be connected to an antenna that is mounted on the housing, particularly at least partially on an outer surface of the housing. Cables for the signal connection between the embedded system and the antenna may optionally pass through the housing.

[0034] The at least one computing unit is advantageously arranged completely within the housing of the control device as part of the embedded system.

[0035] In its simplest form, the control unit can be designed as a remote control, for example, equipped with its own power source such as a rechargeable battery or batteries, and thus be wirelessly portable for operators. The control unit has at least one control element for issuing a control command, in particular at least one control element for controlling forward and / or reverse travel and stopping the vehicle coupled to the control device. Furthermore, the at least one control element can be configured to set a speed for forward and / or reverse travel. In addition, the control unit can have a so-called safety driving circuit (SiFa), for example, a dead man's switch, which must be activated regularly while the vehicle coupled to the control device is in motion.Designing the control unit as a remote control has the advantage that personnel operating the control unit can walk alongside the vehicle coupled to the control device while it is driving autonomously, holding the control unit in their hand.

[0036] According to further configurations, the control unit can be a control computer or a signal box. These can be stationary, particularly in a land-based control center, for example a vehicle depot.

[0037] The control signals generated by the processing unit and output via the electrical coupling relate in particular to the operation of the vehicle coupled to the control device, and especially at least to the operation of the drive and brakes of the vehicle coupled to the control device. This includes, in particular, accelerating, driving, coasting, braking, and holding the vehicle. The control signals generated by the processing unit and output to the coupled vehicle via the electrical coupling of the control device thus relate in particular at least to the driving of the vehicle coupled to the control device.

[0038] As explained above, the control device according to the invention simulates another vehicle. The control commands received by the operating unit can be converted into control signals, just as control commands from the driver of the other vehicle would be converted by the other vehicle and output via the electrical coupling.

[0039] According to a further development, the at least one computing unit of the embedded system of the control device comprises a vehicle-side control unit for automated driving operation (ATO-OB control unit), in particular a so-called ECTS / ATO-OB control unit. The ATO-OB control unit can be simulated, or the at least one computing unit can be configured as an ATO-OB control unit. For this purpose, it can include a so-called driving computer. The control signals are thus generated autonomously by the appropriately further developed at least one computing unit of the embedded system of the control device. The at least one computing unit is configured to generate the control signals autonomously and output them via the electrical coupling of the control device. In particular, the ATO-OB control unit of the control device automatically controls the acceleration, driving, coasting, braking, and holding of the vehicle coupled to the control device.

[0040] If control signals relating to the driving of the vehicle coupled to the control device, generated by the at least one computing unit and output to the coupled vehicle via the control device's electrical coupling, are autonomously generated by the at least one computing unit, then one can speak of autonomous driving of the vehicle coupled to the control device. Accordingly, one could say that the at least one computing unit is configured to generate and output control signals for autonomous driving or for controlling the autonomous driving of the vehicle coupled to the control device, in particular independently.

[0041] In particular, to be able to independently generate and output control signals for automated driving operation, the control device, further developed, comprises at least one sensor system for monitoring an environment, especially for monitoring a route, for example, a predetermined track of a line. The at least one sensor system can be configured to detect an object in the vicinity of the control device, especially in the route of the vehicle coupled to the control device. The at least one sensor system can be part of the embedded system of the control device. It is arranged in or on the housing and is connected to the at least one processing unit of the embedded system of the control device via signal transmission. The at least one processing unit is itself configured to process the sensor signals of the at least one sensor system and to generate the control signals based on the sensor signals.This allows obstacles to be detected and collisions to be avoided.

[0042] Such sensor systems, particularly for obstacle detection, are known. The at least one sensor system comprises, in a further developed form, at least one laser sensor system, one lidar sensor system, one radar sensor system, one ultrasonic sensor system, and / or at least one camera, particularly a high-resolution camera. To evaluate photos or video recordings from a camera, an image processing algorithm can be implemented on the at least one processing unit. Further evaluation algorithms for evaluating the sensor signals from the other sensor systems can be implemented accordingly on the at least one processing unit.

[0043] Furthermore, the control device can be further developed to include additional measuring devices or sensors, for example, to detect the position, orientation, speed, and / or acceleration of the control device. In particular, the control device includes a positioning system, for example, a satellite-based positioning system, especially a GNSS, and / or at least one acceleration and / or orientation sensor system. These additional sensor systems are in turn connected to the at least one processing unit, and the at least one processing unit is configured to process the sensor signals from the additional sensor systems and to generate the control signals based on the sensor signals from the additional sensor systems. Additionally or alternatively, signals regarding position, speed, and / or acceleration can also be requested and received from the coupled vehicle via the electrical coupling.This method utilizes existing sensors on the vehicle coupled to the control device. The additional sensor signals can be used, in particular, to monitor travel along a predefined route. While geolocation using GNSS can be advantageous on open roads, a different positioning system, such as a triangulation system using WLAN signals, can be used within a building.

[0044] The appropriately enhanced control device is equipped to independently generate and output control signals for the automated driving operation of the coupled vehicle, particularly in response to signals received from the operating unit. The control device is configured to control the automated driving of the coupled vehicle. The signals transmitted by the operating unit, especially the control commands, can vary depending on the design of the control device, particularly depending on the level of automation (GoA 2 to 4).

[0045] In one embodiment, the control device is manually coupled to the vehicle, and the direction and speed are specified as control commands via the operating unit. The journey can be monitored remotely, and manual intervention in the control system is possible at any time. In another embodiment, only a destination is transmitted as a control command, possibly along with a time frame for the journey to the destination or a specific time at which the destination is to be reached. The destination can be specified by dispatching software, for example, for maintenance planning in a depot. The route can be predefined and stored in a database, or the route can be freely determined by the control device, for example, using a map of the rail network, and / or coordinated with a signal box and / or with other vehicles or control devices on the rail network.This allows the fastest route to be determined automatically, without manual input. The control device could also include a virtual interlocking system, for example, to control switches itself. Acceleration and speed are also determined autonomously by the control device, particularly based on the sensor signals from at least one sensor system, possibly while adhering to predefined parameters such as a maximum speed, a safety distance to objects, etc. Manual override options could also be provided here.

[0046] As mentioned above, the control device can be dimensioned and the mechanical coupling component designed such that the control device is supported by the coupling of the vehicle to which it is coupled and is supported in the coupled state. Additionally, a safety device can be provided to prevent the control device from falling when uncoupled from the vehicle. This safety device establishes a second connection with the vehicle, thus preventing the control device from falling if the mechanical connection to the vehicle via the mechanical coupling component is released, particularly in the case of unintentional uncoupling. The safety device can, for example, include a cable or a magnet to establish this connection with the vehicle.

[0047] The coupling of a vehicle is usually only permissible to bear a vertical load up to a specified maximum weight, for example 25 kg.

[0048] According to one embodiment, the control device is free of its own chassis. In particular, it is manually portable and weighs less than 25 kg.

[0049] According to a further development, the control device is supported on its own chassis. The control device thus comprises a chassis connected to the housing, on which the housing of the control device is supported. The chassis serves to move the control device towards and away from vehicles and to bear the weight of the control device. Advantageously, at least the coupling head, and in particular the housing of the control device, is designed to be height-adjustable relative to the chassis, especially within a predetermined range, in order to enable the control device to be coupled to vehicle couplings of varying heights.

[0050] Following further development, the control device includes its own drive. The drive of the control device powers at least one wheel of its chassis and thus serves to move, optionally automatically, the control device. The drive can be designed solely to move the control device. It therefore facilitates the positioning of the control device towards a vehicle to be coupled. However, the drive is not sufficiently dimensioned to move the vehicle coupled to the control device. This embodiment of the control device with chassis and its own drive is not suitable for shunting operations and is therefore not designed for shunting vehicles coupled to it, particularly for pulling or pushing rail vehicles.Unlike existing systems on the market, especially remote-controlled shunting vehicles, the control device can be implemented without its own powerful drive system, as the coupled vehicle in multiple traction provides the traction power. The drive system can therefore be small and inexpensive.

[0051] After successful coupling of the control device with the vehicle, the drive is deactivated and, if necessary, switched to a "neutral" state, so that it offers no or only negligible resistance to the vehicle's movement. Thus, movement of the vehicle coupled to the control device is approximately free from the transmission of compressive and / or tensile forces to the coupled vehicle caused by the control device's drive. The control device's embedded system is at least signal-connected to the drive and configured to control the drive in response to a signal from the operating unit.

[0052] With further development, the control device can be configured and equipped for autonomous driving. At least one computing unit is also appropriately configured. The control device acts as a drone. This allows the control device to autonomously drive to the vehicle to be coupled or move away from it after successful uncoupling. This minimizes the number of control commands transmitted by the operating unit. For example, only the vehicle identification number (VIN), its location (if applicable), and a destination are transmitted, and the control device moves autonomously to the vehicle, couples, and steers the vehicle to the destination. The vehicle's location can also be determined through communication between the control device and the vehicle, for example, by the control device requesting the location and the vehicle transmitting it.

[0053] The control device is designed to automatically couple and uncouple itself to a vehicle's coupling. To open and close the mechanical coupling part of the control device's coupling head, it can be connected, at least via signals, to the at least one computing unit, and the at least one computing unit is configured to control the opening and closing movement of the mechanical coupling part.

[0054] Further development provides that the control device includes a pneumatic unit configured to connect to the pneumatic system of the vehicle equipped for multiple traction. The vehicle's pneumatic system may comprise the vehicle's main air line or a brake control line. The pneumatic unit of the control device has, in particular, a connection complementary to the connection of the vehicle's pneumatic system. The two connections are designed to be pressure-tight. The connection of the pneumatic unit of the control device may be integrated into the coupling head of the control device.

[0055] The pneumatic unit may simply comprise a plug to create a pressure-tight seal for the vehicle's pneumatic system connection, such as the vehicle's coupling. However, the pneumatic unit may also include a compressed air tank and a valve for controlling the release of compressed air from the tank via the unit's connection. Furthermore, the pneumatic unit could also include an air compressor connected to the compressed air tank via compressed air lines. Additionally or alternatively, the control device may have another connection, particularly on the outside of the housing, for connecting a shore-based compressed air source and filling the compressed air tank. This compressed air source could be a shore-based compressed air tank or an air compressor. The valve and any air compressor may, in turn, be controlled by the embedded system.The computing unit can be connected to the pneumatic unit via a signal connection. This allows the delivery of compressed air from the control device to be controlled via the control device's connection, for example, to control the brakes of the coupled vehicle.

[0056] The electrical consumers, especially the embedded system with at least one computing unit, the communication device, the sensors, etc., but possibly also the drive and / or the compressed air compressor of the pneumatic unit, require electrical energy for operation.

[0057] According to a further development, the control device comprises a power supply and / or at least one energy storage device for supplying the control device, in particular the electrical consumers of the control device, or at least the embedded system, with electrical energy. In addition to the embedded system, the drive and / or the pneumatic unit can also be supplied with electrical energy.

[0058] The power supply unit is further developed and connected to the electrical coupling on one side and to the electrical loads of the control device on the other, in particular via power lines. The power supply unit receives its electrical energy from the coupled vehicle via the electrical coupling.

[0059] In the event that the power supply is insufficient to fully power the electrical loads of the control device, or in the event that the control device has its own drive and must be driven, at least one energy storage device, in particular at least one rechargeable energy storage device such as a battery, can be provided to supply the electrical loads of the control device. To control the power supply with electrical energy from the power supply unit and / or from the at least one energy storage device, these can in turn be connected to the embedded system via signal processing. Thus, in one embodiment, the control device can operate autonomously and independently.

[0060] According to the invention, a vehicle equipped for multiple traction is operated with a control device according to the invention as follows: - Coupling the coupling head of the control device with a coupling of the vehicle; - Receiving signals from a land-based control unit and - Outputting control signals via the electrical coupling to the coupled vehicle in response to the received signals.

[0061] During coupling, a mechanical connection is established between the control device and the vehicle using complementary mechanical coupling components, thus holding the control device against the vehicle's coupling. Additionally, a signal connection between the control device and the vehicle is established via the respective electrical couplings. The vehicle can then be controlled by the control device.

[0062] If the control device, in its further developed form, includes its own drive and its own energy supply, the control device can be moved to the vehicle beforehand.

[0063] Regardless of the grammatical gender of a particular term, persons with male, female or other gender identities are included.

[0064] The invention allows for numerous embodiments. It is explained in more detail with reference to the following figures, each of which illustrates an exemplary embodiment. Identical elements in the figures are designated with the same reference numerals. Exemplary embodiments of the drawing Fig. Figure 1 schematically shows a first embodiment of a composite system according to the invention, Fig. Figure 2 schematically shows a second embodiment of a composite system according to the invention. Fig. Figure 3 shows a schematically detailed embodiment of a control device according to the invention. Detailed description of the exemplary implementations

[0065] In Fig. Figure 1 schematically illustrates a first embodiment of a combined system according to the invention. The combined system comprises a control device 1 according to the invention and a vehicle 2, in particular a rail vehicle, designed for multiple traction, as well as a land-based control unit 3.

[0066] The vehicle has a coupling 21 as well as a drive and brakes (not shown in detail). Coupling 21 is a center buffer coupling, for example, a Scharfenberg coupling. The coupling serves to couple another vehicle, in particular another vehicle equipped for multiple traction. It comprises at least a mechanical coupling component and an electrical coupling through which signals can be exchanged between the coupled vehicles, thus enabling two coupled vehicles to be operated in multiple traction by means of a multiple traction control system.

[0067] The control device 1 also has a coupling head 4 with a mechanical coupling part 7 and an electrical coupling 6, which are arranged on a housing 5 of the control device. The coupling head 4 is preferably designed to be complementary to the coupling 21 of the vehicle 2, the so-called counter-coupling. The interfaces of the coupling head of the control device 1, the mechanical coupling part, and / or the electrical coupling are defined by the coupling 21 of the vehicle 2. The coupling head 4 thus forms a counter-coupling that is complementary to the coupling 21 of the vehicle.

[0068] The mechanical coupling element 7 serves to mechanically connect the control device 1 to the mating coupling 21 of the vehicle 2. It is designed such that it holds the control device 1 to the coupling 21 of the vehicle 2 without any additional mechanical components. The electrical coupling 6, or electrical contact coupling, serves to connect electrical lines, in particular control lines, and possibly also power lines, of the vehicle 2 to the control device 1, in particular for the transmission of signals and / or currents between the control device 1 and the vehicle 2.

[0069] An embedded system is arranged in the housing of the control device 1. Further details about the embedded system can be found in the description of the Fig. 3. According to this embodiment, an antenna 8 and at least one sensor system 9 are arranged on the housing 5. The antenna 8 is part of a communication device 10 of the embedded system of the control device 1 or is at least connected to it via a signal connection.

[0070] The control device 1 is equipped, in particular by means of the communication device 10, for wireless communication with the land-based control unit 3 and is therefore at least equipped to receive control commands from the land-based control unit 3.

[0071] The control device 1, in particular at least one computing unit 11 of the embedded system of the control device 1, is further configured to process the received control commands from the land-based operating unit 3 and to generate control signals for the vehicle 2 coupled to the control device 1 in response to the received control commands and to output them to the vehicle 2 coupled to the control device 1 via the electrical coupling 6. For this purpose, the at least one computing unit is connected to the communication device and to the electrical coupling 6 via signal transmission.

[0072] The control device 1 is equipped and configured at least for remotely controlled shunting of rail vehicles.

[0073] It can be attached to the coupling 21 of vehicle 2 by maintenance personnel at a depot. The control device 1 then connects to the vehicle via the mechanical and electrical contacts of couplings 4 and 21. The control device 1 connects to the current-carrying and signal-transmitting contacts of coupling 21 of vehicle 2, just as another vehicle in multiple traction would.

[0074] The control device 1 can then receive control commands from the land-based control unit 3 via the antenna and forward these as modulated multiple traction control signals to a central control unit of the vehicle 2. The vehicle 2 is thus remotely controlled by radio without any changes to the vehicle architecture, which would require a costly re-certification or Delta certification of the vehicle 2.

[0075] The operating unit 3 in turn comprises a communication module 31 and at least one operating element for specifying a control command. Here, the operating unit includes an input terminal 34, an operations management computer 32 with a controller for the control device 1 and, optionally, an interface computer, as well as an additionally a signal box 33.

[0076] In its simplest form, control device 1 can convert the signals received from the operating unit into control signals according to a predefined protocol. Control device 1 simulates a model of another vehicle, which is coupled to the vehicle and operated in multiple traction. Control device 1 thus assumes the role of the master control unit for the multiple traction control system.

[0077] Furthermore, the control device 1 can be suitable for controlling autonomous driving of the coupled vehicle 2. Here, too, the behavior of a real, additional vehicle coupled to vehicle 2 is simulated. The control signals for operating vehicle 2 coupled to the control device 1 are generated and output automatically.

[0078] The at least one sensor system 9 comprises a lidar system and a camera system for monitoring the environment of the control device 1. The at least one sensor system 9 can be part of the embedded system or it is at least connected to it via signal transmission. The at least one computing unit 11 of the embedded system is configured to process the sensor signals of the at least one sensor system 9 and to generate control signals for the vehicle 2 coupled to the control device 1 based on the sensor signals, and to output these signals to the vehicle 2 coupled to the control device 1 via the electrical coupling 6. The at least one sensor system 9 serves in particular for obstacle detection and for determining the position of the control device 1.

[0079] The embodiment according to Fig. The control device 1 has the advantage of including its own chassis 8, on which the housing 5 is supported. This eliminates the need to lift the control device 1 to couple it to the vehicle 2. Furthermore, the control device 1 can also include its own drive for easy movement. The control device 1 can also be equipped and configured for autonomous driving.

[0080] One embodiment of a control device 1 according to the invention is shown in Fig.Figure 1 schematically illustrates the control device 1 in detail. The control device 1 comprises a communication device 10 and at least one computing unit 11. Furthermore, the control device 1 includes an energy storage device 14 for supplying the communication device 10 and the at least one computing unit 11 with electrical energy. The computing unit 10 is connected to the communication device 10 via signaling, which in turn is connected to the electrical coupling 6 via signaling. The communication device 10 thus serves not only for communication with the land-based control unit 3 but also for communication with the coupled vehicle 2. It therefore also functions as a so-called gateway. According to this embodiment, the at least one computing unit 11 comprises a master control unit 12 with a simulation of all drawbars and a so-called switch 13 for connection to the communication device 10.In addition, at least one computing unit 11 can also include further control units, for example for its own autonomous driving or for diagnosing the control device 1 itself or for diagnosing the coupled vehicle 2.

Claims

[1] Control device (1) for a vehicle (2) designed for multiple traction comprising • a coupling head (4) ◯ with a mechanical coupling part (7) and ◯ with an electric coupling (6), • an embedded system that is at least signal-technically connected to the electrical coupling (6) and that is equipped to receive signals from a shore-side control unit (3) and to output control signals via the electrical coupling (6). [2] Control device (1) according to claim 1, characterized by , that the embedded system includes: • at least one communication device (10) for receiving signals from the land-based control unit, • at least one computing unit (11) which is connected to the at least one communication device (10) via signal technology and which is connected to the electrical coupling (6) of the control device (1) via signal technology, wherein the at least one computing unit (11) is configured to generate the control signals in response to the received signals and to output them via the electrical coupling (6) of the control device (1). [3] Control device (1) according to claim 2, characterized by , that at least one computing unit (11) is set up to generate the control signals according to a specified fieldbus protocol for vehicle control. [4] Control device (1) according to one of claims 2 or 3, characterized by , that at least one computing unit (11) comprises a master control unit (12) of a multiple traction control system. [5] Control device (1) according to any one of claims 2 to 4, characterized by, that at least one computing unit (11) comprises a vehicle-side control unit for automated driving operation. [6] Control device (1) according to any one of claims 2 to 5, characterized by that it includes at least one sensor system (9) for monitoring the environment of the control device and / or for determining the position of the control device (1). [7] Control device (1) according to any one of claims 1 to 6, characterized by that it includes a power supply unit and / or at least an energy storage device (14) for supplying the control device with electrical energy. [8] Control device (1) according to any one of claims 1 to 7, characterized by , that it comprises a pneumatic unit with a connection for establishing a connection with a pneumatic system of the vehicle (2) designed for multiple traction. [9] Control device (1) according to any one of claims 1 to 8, characterized bythat it has a chassis (8) for its own support. [10] Control device (1) according to claim 9, characterized by that it has a drive. [11] Compound system comprising a vehicle (2) designed for multiple traction and a control device (1) according to any one of claims 1 to 10, wherein the vehicle (2) comprises at least one coupling (21), wherein the coupling head (4) of the control device (1) is designed to be complementary to the coupling (21) of the vehicle (2) and wherein the control device (1) is coupled to the vehicle (2). [12] System according to claim 11, comprising a landside control unit (3) for generating signals for controlling the vehicle (2) and for transmitting the generated signals to the control device (1). [13] Method for operating a vehicle (2) with a control device (1) according to any one of claims 1 to 10, characterized bythe following procedural steps: - Coupling the coupling head (4) of the control device (1) with a coupling (21) of the vehicle (2); - Receiving signals from a land-based control unit (3) and - Output of control signals via the electric coupling (6) to the coupled vehicle (2) in response to the received signals. [14] Method according to claim 13 with a control device (1) according to claims 7 and 10, wherein the control device (1) has a drive, characterized by The following procedural steps precede procedural step a.: - Receiving signals from a land-based control unit (3) and - Moving the control device (1) to the vehicle (2) in response to the received signals.

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