Method and device for monitoring an operational status of a coupling device

Abstract

The method involves evaluating a clutch state signal (s1) by a control device (100), where an unwanted uncoupling of a vehicle (220) is closed, when the clutch state signal displays an uncoupled state, and a desired uncoupling process displays an uncoupling release signal (EF). The uncoupling release signal is formed as a standstill signal and as a function of velocity of a train (200) and velocity of the vehicles, where the formed uncoupling release signal depends on the standstill signal and pressure in a main air line of the train. An independent claim is also included for a control device comprising a control unit.

Description

[0001] DE 10 2008 034 018B3 discloses a method for determining the coupling state of a UIC coupling, a UIC coupling, and an arrangement with a UIC coupling. The invention relates to a method for monitoring the operating state of at least one coupling device and / or coupling point of a coupling device provided for the mechanical connection of two vehicles to form a train.

[0002] The invention further relates to an automatic coupling device with a control unit for monitoring an operating state of at least one coupling device and / or coupling point provided for the mechanical connection of two vehicles to form a train.

[0003] The object of the present invention is to provide an improved method and an improved automatic coupling device with a control device that enable reliable detection of unwanted uncoupling in all operating states of a train, in particular during standstill or travel at very low speed. This object is achieved in the method of the type mentioned above by the features of claim 1.The evaluation according to the invention, which takes into account not only the clutch state signal but also the decoupling release signal, advantageously enables universal monitoring of the clutch device by taking into account the clutch state signal, while at the same time, the additional consideration of the decoupling release signal makes it possible to signal an actually desired decoupling, so that in the case of a desired decoupling, error reactions are not also triggered, as may be provided for the detection of an undesired decoupling.

[0004] The principle of the invention is applicable to all vehicle convoys or trains that can be formed from individual vehicles by means of at least one coupling device, in particular to rail vehicles with automatic coupling devices. The invention is particularly advantageous for use in vehicles with automatic indirect braking.

[0005] The clutch state signal is generated by a corresponding sensor system mounted in the area of ​​the clutch device. According to the invention, a limit switch is provided, which is mounted on the clutch device in such a way that it executes a switching state change when the clutch device is transferred from a coupled state to a decoupled state or vice versa. This electrical switching state change can be evaluated according to the invention.

[0006] Other sensor means, for example capacitive or inductive or optical sensor means, can also be used alternatively or additionally to monitor a clutch state or a state transition.

[0007] In a preferred embodiment of the invention, particularly in rail vehicles, the uncoupling release signal is advantageously defined such that it cannot be influenced, or can only be influenced with difficulty, by unauthorized persons, thereby significantly increasing the sabotage security of the monitoring method. For example, it is advantageous to select a signal as the uncoupling release signal that can only be influenced with considerable effort from an external area of ​​the train or even only using a driver's console of the train or a power car of the train. A further particular advantage of the invention is that the uncoupling release signal is formed from a combination of several signals or logical links, which in turn are formed from further signals or operating variables, thereby resulting in an even more reliable arrangement.According to the invention, the uncoupling release signal is not generated solely as a function of a standstill signal characterizing the speed of the train and / or at least one of the vehicles. This means that although the uncoupling release signal is generated using the standstill signal, at least one other signal from the train or vehicle is also evaluated to provide increased safety, which, among other things, also satisfies stricter legal requirements and criteria catalogs of the relevant approval authorities. This offers increased evaluation precision compared to known systems that only use the standstill signal to decide whether any uncoupling process that may occur should be considered permissible or impermissible.In particular, the invention thus differs from known methods in which, based solely on the presence of the standstill signal, it is concluded that any uncoupling operations are permissible. These methods have, among other disadvantages, that, for example, unauthorized or undesired uncoupling of vehicles from a train that is ready to depart on the track cannot be detected, since the overriding evaluation of the standstill signal alone means that any uncoupling is considered permissible when the standstill signal is present.

[0008] Even unauthorized operation of a clutch emergency release device on vehicles prepared for departure can be detected by the method according to the invention, because an effective decoupling release is only indicated by the decoupling release signal according to the invention, which is generated not only as a function of the standstill signal but also based on at least one additional variable. As long as the decoupling release signal according to the invention is not present in addition to the detected decoupling (clutch state signal), the invention advantageously always allows the conclusion that undesired decoupling has occurred, in particular even while the standstill signal already has a value of logical one, which indicates a standstill condition.

[0009] Therefore, using the embodiments according to the invention, a variety of fault conditions due to undesired uncoupling of train parts can be identified, in particular those in which undesired uncoupling takes place while the train is at a standstill.

[0010] The requirement that the decoupling release signal must be present "simultaneously" with the clutch state signal or a clutch state signal change indicating decoupling is understood here to mean that the decoupling release signal must be in a direct temporal relationship with a change in the clutch state signal indicating decoupling. Particularly preferred are those embodiments of the invention in which the decoupling release signal must be present first, i.e., before a state of the clutch state signal changes from "coupled" to "uncoupled," in order not to rule out a vehicle reaction due to undesired decoupling. However, it is also conceivable that the decoupling release signalmust be present at the same time as the change in state of the clutch state signal (if necessary with a predeterminable tolerance time which depends on the design of a control unit executing the method), or that the decoupling release signal can also be activated only shortly after the clutch state signal indicating a decoupled state in order to signal the release, including a desired decoupling.

[0011] The decoupling release signal can, for example, be a two-value (=binary) signal that can have the signal states "logical zero" and "logical one," whereby, for example, the signal state "logical one" is assigned the presence of the release condition according to the invention for a desired decoupling. The same applies to the standstill signal, which is known per se. In this respect, these signals can be processed or generated in a known manner by logic circuits, e.g., discrete logic circuits made of semiconductor components or relay circuits.

[0012] In an advantageous embodiment, the uncoupling release signal is generated as a function of the standstill signal and a pressure in a main air line of the train. This makes it particularly advantageous to indicate and distinguish between regular uncoupling and undesired uncoupling. Since the uncoupling release signal in this embodiment depends, among other things, on the standstill signal, it is ensured that a desired coupling can only be signaled or detected when the standstill signal is present, i.e., the train is traveling at a very low speed or is stationary. The additional criterion of the pressure in the main air line for generating the uncoupling release signal advantageously represents a particularly secure criterion against tampering, because unauthorized persons generally do not have the ability to regulate the pressure in the main air line to a specific value.This can usually only be done from the driver's console of a vehicle. For example, the criterion describing the pressure of the main air line can be designed such that the pressure of the main air line must be reduced from a control pressure (e.g. 5 bar) to a defined, lower value (e.g. below 3 bar, e.g. between 2.5 bar and 2.8 bar) so that - with the simultaneous presence of the standstill signal - the uncoupling release signal according to the invention assumes a state of logical 1 (true), thus indicating that any uncoupling process that may occur is a desired uncoupling process. By specifying such a narrow pressure range to indicate a desired uncoupling - in addition to ensuring security against tampering - it is also reliably ruled out that the uncoupling release signal accidentally changes (e.g. due to malfunctions) to the value indicating a desired uncoupling process.According to the invention, the uncoupling release signal is generated as a function of the standstill signal and at least one further signal that characterizes an operating parameter of the train and / or at least one vehicle. As an alternative to using the pressure of the main air line, it can be defined, for example, that a low-voltage line, similar to the main air line, also present throughout the train for supplying electrical consumers of the individual vehicles is influenced in a defined manner, for example by modulation with a high-frequency signal that propagates along the entire electrical supply line and can thus be detected in every vehicle of the train by a simple detector circuit.Only when the standstill signal is selected by the control device according to the invention and, in addition, the modulation signal defined according to the invention is detected on the electrical supply line is it assumed that a desired uncoupling process is initiated. Alternatively or additionally, the inventive criterion of the uncoupling release signal can also comprise further signals, which can be implemented, for example, by means of RFID identification transmitters and corresponding receivers in the area of ​​the train. In this case, the control device can, for example, check whether the standstill signal is present and whether, at the same time, a specific, authorized RFID identification transmitter has been connected to the train's reading electronics to indicate authorized uncoupling. In all other cases, a vehicle reaction can be triggered because it has been concluded that undesired uncoupling has occurred.

[0013] Alternatively or additionally, according to a further embodiment, it can be provided that the uncoupling release signal is generated as a function of at least two operating variables of the train and / or at least one vehicle, in particular as a function of a) a signal from an input device operable by an operator and b) a pressure in a main air line of the train. In this variant, the standstill signal is therefore not used to generate the uncoupling release signal according to the invention. Rather, the signal from an input device operable by an operator can be, for example, an output signal from a key switch, which can also be integrated into an existing system of the vehicle, such as a driver's console or a control cabinet. The input device can also be designed as a conventional switch (without a key) or as another input system, e.g.as an RFID input system or the like. The second criterion used is the air pressure in a main air line of the train or vehicle, which can be evaluated, for example, using a pressure switch in a manner known to those skilled in the art and linked to the switch signal to form the uncoupling release signal according to the invention.

[0014] In a further particularly advantageous embodiment, it can also be provided, in connection with the generation of the uncoupling release signal, to transmit information about the relevant coupling point or coupling device that is to be uncoupled to the control device in order to enable even more precise monitoring of the operating state.

[0015] In a further advantageous embodiment, the vehicle reaction in the event of undesired uncoupling comprises at least one of the following steps: Interruption of a safety / emergency braking loop in a train section that is still leading and / or in the separated section, deactivation of a train tail light signal at the former coupling point (in particular according to Ril 408 DB Netz AG), triggering of corresponding control system messages, in particular during normal operation, cancellation of the confirmed train configuration, in particular in all operating modes, setting of a hardware traction lock due to the now different coupling state in each train section.

[0016] In another particularly advantageous embodiment of the method according to the invention, the coupling state signals of several coupling devices are evaluated by the control device. In a train composed of several, for example, three, vehicles, all three coupling devices of the corresponding vehicles are particularly advantageously monitored according to the invention, but at least the two coupling devices that connect the first and second vehicles and the second and third vehicles to each other.

[0017] In a further preferred embodiment, a clutch state signal of a single clutch point of a clutch device is evaluated by the control device.

[0018] As a further solution to the problem of the present invention, an automatic coupling device with a control device according to claim 8 is provided.

[0019] Advantageous embodiments are the subject of the subclaims.

[0020] Further advantages, features, and details of the invention are set forth in the following description of the figures with reference to the drawing. The drawing shows: Figure 1a shows a scenario for applying the method according to the invention according to a first embodiment, Figure 1b shows a scenario for applying the method according to the invention according to a second embodiment, Figures 2a, 2b show logic diagrams of two embodiments of the method according to the invention, Figure 3 shows a flow diagram of an embodiment of the method according to the invention, Figures 4a, 4b, 4c show flow diagrams of further embodiments, and Figure 5 shows a flow diagram of a further embodiment.

[0021] Figure 1shows a train 200, which is composed of a total of three rail vehicles 210, 220, 230. The first vehicle 210 is a traction vehicle, e.g., a locomotive. Between the vehicles 210, 220, 230, two coupling devices 247, 242 are provided, which connect the vehicles 210, 220, 230 in a manner known per se. The coupling device 243 on the Figure 1 The end of the vehicle 230 shown on the right is not coupled to another counterpart of another vehicle, since the vehicle 230 is the last car (end car) of the train 200 according to Figure 1 forms.

[0022] The coupling devices 241, 242, 243 3 can be automatic couplings which, in a manner known per se, also realize an electrical and / or pneumatic connection between the individual train parts 210, 220, 230 in addition to a purely mechanical connection.

[0023] According to the invention, sensor means 121, 122, 123 are provided that detect the coupling state of the respective coupling device 241, 242, 243. In this case, the sensor means 121, 122, 123 are designed as limit switches, i.e., as electromechanical sensor means, which undergo an electrical state change when the operating state of the respective coupling device 241, 242, 243 changes from "uncoupled" to "engaged" or vice versa. The limit switches 121, 122, 123 can also be integrated directly into the coupling devices 241, 242, 243, for example.

[0024] According to the invention, a control device 100 is provided, which has an input interface 110 for receiving the coupling state signals S1, S2, S3, as supplied by the limit switches 121, 122, 123. According to the invention, the coupling state signals S1, S2, S3 are evaluated by the control device 100 to determine whether decoupling is desired or undesired.

[0025] For this purpose, the control device 100 has a control unit 130 which is at least partially designed in one of the following technologies: discrete logic circuit using semiconductor components (e.g. CMOS circuits), relay circuit, microcontroller, digital signal processor, programmable logic component, application-specific integrated circuit.

[0026] According to the invention, the control device 100 concludes that a vehicle 220 is being uncoupled if the coupling state signal S2 of the relevant coupling device 242 indicates a uncoupled state or a transition to this state and a decoupling release signal EF does not simultaneously indicate the presence of an actually desired uncoupling process. This means that in order to avoid inferring an undesired uncoupling, such as can occur due to manipulation by unauthorized third parties or malfunctions, the decoupling release signal EF provided according to the invention must indicate the presence of an actually desired uncoupling process.

[0027] This advantageously ensures that any conceivable manipulation of the coupling devices 241, 242, 243 that triggers a change in the switching state of the limit switches 121, 122, 123 can be detected by the control device 100. In order to nevertheless be able to carry out a desired decoupling without triggering error reactions, as provided for in the event of an undesired decoupling and described in more detail later, the invention advantageously provides that a desired decoupling process must be signaled by means of a separate decoupling release signal EF. The decoupling release signal EF is preferably also fed to the control device 100 and likewise evaluated by the latter or its control unit 130.

[0028] Therefore, if a desired uncoupling operation is to be performed on the coupling devices 241 or 242 of the train 200, it must be ensured that the uncoupling release signal EF is supplied to the control unit 100. Only then does a change in the state of a coupling state signal S1, S2 from a coupled state to an uncoupled state not already trigger an error reaction or a vehicle reaction indicating an undesired uncoupling.

[0029] In a particularly advantageous embodiment of the invention, it is provided that the uncoupling release signal EF is formed as a function of at least two different variables, in particular of different operating variables of the train 200 or individual vehicles 210, 220, 230. Particularly advantageously, the uncoupling release signal EF is therefore not only generated, for example, as a function of a standstill signal STS ( Figure 2a ). In conventional methods, in which only the standstill signal STS is evaluated, and in which, when the standstill signal STS indicates a standstill of the train 200, no consideration is given to any signals indicating a coupling state that may be present, there is disadvantageously no possibility of monitoring an undesired uncoupling when the train is at a standstill.

[0030] This disadvantage is avoided according to the invention in that, in a particularly preferred variant, the decoupling release signal EF is dependent on the standstill signal STS ( Figure 2a ) and the pressure PHLL in the main air line (not shown) of train 200 ( Figure 1) is formed. The main air line is a pneumatic system that runs through the entire train 200. The standard operating pressure for the main air line is typically 5 bar. The main air line is typically used to actuate a safety braking system on train 200. At the standard operating pressure of 5.0 bar, which is maintained during normal operation of train 200, the brakes on train 200 are released. To brake, the pressure PHLL is reduced - starting from the standard operating pressure - until the desired braking effect is achieved. The brakes are released again by increasing the pressure PHLL in the main air line up to the standard operating pressure.

[0031] The inventive formation of the uncoupling release signal EF as a function of the standstill signal STS and the pressure PHLL in the main air line of the train 200 advantageously enables the creation of a particularly reliable criterion for indicating an actually desired uncoupling process. The uncoupling release signal EF according to the above definition is only present, or only has a value of "logical one" (true), if, first, the standstill signal STS is also "logical one," meaning that the train 200 is either traveling very slowly or is stationary, and second, if the defined pressure PHLL is present in the main air line of the train 200. This defined pressure is a specifically predeterminable pressure or pressure range of or around, for example, 2.8 bar, which thus effectively represents a code for indicating the information that a desired uncoupling process is to take place.The targeted adjustment of this specific pressure value or pressure range in the main air line is generally impossible for unauthorized persons and can usually only be initiated from a driver's console on train 200. This ensures that no unwanted manipulation by unauthorized persons or malfunctions can lead to the erroneous signaling of a decoupling release signal (EF) with the value "logical one."

[0032] Rather, a valid uncoupling release signal EF can only be generated if the standstill signal STS is actually present or has a value of logical one, and if the predetermined pressure PHLL of the main air line has been initiated by the deliberate action of the train driver or another authorized person. This means that in order to indicate an actually desired coupling operation, the train 200 must first be transferred to an operating state in which the standstill signal STS has a value of logical 1, and furthermore, the pressure PHLL in the main air line must be reduced or set to the predefined value. Then, a corresponding value of logical one of the uncoupling release signal EF is also present, and an uncoupling operation can be initiated at one of the coupling devices 241, 242 without the control device 100 simultaneously concluding that an undesired uncoupling operation has occurred.

[0033] However, if at least one clutch state signal S1, S2 signals a change of state from "coupled" to "uncoupled" and the uncoupling release signal EF does not simultaneously or in direct temporal connection indicate an actually desired uncoupling process, according to a further advantageous embodiment, a vehicle reaction is initiated which comprises at least one of the following steps: Interruption of a safety / emergency brake loop in a still leading train section 210 and / or in the separated train section 220, 230, Deactivation of a train tail light signal at the former coupling point, in particular in accordance with Ril 408 DB Netz AG, Initiation of corresponding control system messages, in particular in normal operation, Cancellation of the confirmed train configuration, in particular in all operating modes, Setting of a hardware traction lock due to the now different coupling state in each train section.

[0034] The initiation of the vehicle reaction by the control unit 100 can, for example, take place via an interface 140 to a driver's console and / or a vehicle bus and / or a control center.

[0035] Figure 1b shows a traction vehicle 210a according to a further, particularly preferred, embodiment of the invention. The traction vehicle 210a has on its Figure 1b left front side has a first coupling point 240a, which is not currently connected to a suitable coupling point of another vehicle (not shown). Furthermore, the traction vehicle 210a has Figure 1b right front side has a second coupling point 241a, which is connected to the matching coupling point 241b of another vehicle 220a. The second coupling point 241a forms with the coupling point 241b of the other vehicle 220a a coupling device 241 comparable to the system according to Figure 1a .

[0036] In contrast to the embodiment according to Figure 1a The traction vehicle 210a has a total of two control units 100a, 100b, whose functionality and structure essentially correspond to that of the control unit 100 from Figure 1a The first control unit 100a is assigned to the first coupling point 240a, and the second control unit 100b is assigned to the second coupling point 241a. This advantageously provides the possibility of monitoring both coupling points 240a, 241a independently of one another, namely each by a separate control unit 100a, 100b.

[0037] The first coupling point 240a is also assigned the sensor means 120a (again, for example, limit switches), which generate a coupling state signal or coupling point state signal characterizing the operating state of the coupling point 240a and feed it to the control unit 100a. The control unit 100b receives a comparable coupling state signal or coupling point state signal characterizing the operating state of the coupling point 241a from the sensor means 121a, which are also arranged in the region of their associated coupling point 241a or integrated therein.

[0038] Each control unit 100a, 100b operates autonomously, ie independently of other similar control units 100b, 100a of the traction vehicle and is designed to carry out the method according to the invention. In this respect, for example, the control unit 100a, 100b according to Figure 1b a "single-channel" system compared to the variant according to Figure 1a, because the control unit 100a, 100b only monitors one of its associated coupling points 240a, 241a. This "single-channel" variant is particularly preferred because it does not require any cross-vehicle signal connections, as may be the case with the system according to Figure 1a is the case. Figure 1b shows a traction vehicle 210a which has two independent monitoring systems according to the invention for a coupling state, wherein the components 100a, 120a form the first system, and wherein the components 100b, 121a form the second system.

[0039] For example, if the Figure 1bIf the further vehicle 220a, partially shown, also has a monitoring system according to the invention (not shown) which monitors the coupling state of the coupling point 241b assigned to the vehicle 220a, the coupling device 241 comprising both interacting coupling points 241a, 241b would advantageously be monitored simultaneously by two systems according to the invention, namely one for each coupling point 241a, 241b.

[0040] Using such "single-channel" monitoring systems, train 200 would be Figure 1a - instead of the "three-channel" system shown - have a maximum of six monitoring systems in total, namely five for the Figure 1a illustrated coupling points of the coupling devices 241, 242, 243 and a sixth system for the Figure 1a second coupling point of traction vehicle 210 (not shown).

[0041] Figure 2ashows a first logic diagram for forming the decoupling release signal EF according to the invention according to a first embodiment. A first input variable is formed by the standstill signal STS, which in the case of the train 200, in a manner known per se, is only present when the train 200 has a speed that is less than or equal to a predeterminable threshold of, for example, approximately 1 or 2 km / h. The second input signal represents a pressure PHLL in a main air line of the train 200. In the evaluation block 180, a check is carried out to determine whether the standstill signal STS has a value of logical one and whether, at the same time, the pressure PHLL in the main air line is within a predeterminable pressure range (for example, between approximately 2.5 bar and approximately 2.8 bar) or pressure value. If this is the case, the evaluation block 180 outputs the decoupling release signal EF according to the invention with a value of logical one at its output 181 in order to provide the control device 100 ( Figure 1) to indicate that a desired decoupling process is imminent. If one of the two criteria for the input variables STS, PHLL is not met, the output variable EF has a value of logical zero, so that the control device 100 triggers a corresponding vehicle reaction upon detecting decoupling in the area of ​​the coupling devices 241, 242 via the signals S1, S2.

[0042] The functionality of evaluation block 180 is preferably implemented in control unit 130 of control device 100. The same applies to evaluation block 182 described below.

[0043] Figure 2b shows a further embodiment for determining the decoupling release signal EF according to the invention. The standstill signal STS is again supplied to the input of the evaluation device 182. Instead of the pressure signal PHLL ( Figure 2a ) is according to the embodiment according to Figure 2bHowever, a modulation signal Mod is provided as a second input variable for the evaluation block 182. The modulation signal Mod is a signal that can be triggered, for example, by an authorized person in the area of ​​one of the vehicles 210, 220, 230 and / or the corresponding coupling device 241, 242, 243, for example by modulating a corresponding supply voltage of an electrical supply line (not shown) running through the entire train 200. Similar signaling can also be carried out using a known RFID transponder system or the like. Wireless signaling of the modulation signal Mod directly to the control device 100 is also conceivable, for example using a short-range radio connection (WLAN, Bluetooth, ZigBee) or the like. Of course, cellular communication networks (GSM, UMTS, LTE) can also be used to signal the modulation signal Mod.

[0044] In the embodiment according to Figure 2b A decoupling release signal EF with a truth value of logical one is output at an output 183 of the evaluation block 182 only if the standstill signal STS has a value of logical one, thus the standstill condition is met, and if, at the same time, the modulation signal Mod indicates that an authorized person is signaling a desired impending decoupling process. This can be achieved, for example, using a predeterminable modulation scheme. In this case, the control device 100, by evaluating the signal EF of the evaluation unit 182, concludes that a desired decoupling process is taking place and does not trigger any vehicle reactions, as provided for in the event of an undesired decoupling process.

[0045] Alternatively or in addition to taking into account the standstill signal STS according to Figure 2a, 2bAccording to a further embodiment, it can be provided that the uncoupling release signal EF is dependent on at least two operating variables of the train 200 ( Figure 1a ) and / or at least one vehicle 210, in particular depending on a) a signal from an input device operable by an operator and b) a pressure PHLL in a main air line of the train 200. In this variant, the standstill signal STS is therefore not necessarily used to form the uncoupling release signal EF according to the invention. Rather, the signal from an input device operable by an operator can be, for example, an output signal of a key switch 502a ( Figure 5), which can also be integrated into an existing system of the vehicle 210, such as a driver's console or a control cabinet. The input device can also be designed as a conventional switch (without a key) or as another input system 502a, e.g. as an RFID input system or the like. The second criterion used is again the air pressure PHLL in a main air line of the train 200 or vehicle 210, which is shown in the flow chart according to Figure 5 for example, by means of the pressure switch 502b in a manner known to those skilled in the art, is determined and evaluated and can be linked to the signal of the switch 502a in order to form the decoupling release signal EF according to the invention, which is present at the output of the evaluation block 502 for forwarding to the evaluation block 504, which in turn is implemented, for example, in the control device 100, e.g. as a logic circuit in the control unit 130.

[0046] The function block 506, which is subordinate to the evaluation block 504, serves to control the decoupling valves 506b, for example, in those operating cases in which the previous evaluation of the respective clutch state signal s1 and the decoupling release signal EF has shown that a desired decoupling should be carried out. Then, according to Figure 5 Block 506a checks whether the standstill signal STS is present, and if this is the case, two control branches 506b for redundant decoupling valves 1, 2 are activated to carry out the decoupling.

[0047] In the above-described embodiment according to Figure 5Accordingly, the standstill signal STS is not used to generate the decoupling release signal EF, but the standstill condition is only checked by block 506a when decoupling is to occur. Alternatively or additionally, the standstill condition STS could also be checked directly in evaluation block 502, i.e., in addition to the two other criteria 502a, 502b.

[0048] Figure 3 shows a flowchart of an embodiment of a method according to the invention.

[0049] In a first step 300, the clutch state signals S1, S2, S3 ( Figure 1 ) is evaluated. In the second step 310, the presence of the decoupling release signal EF according to the invention is checked, for example by means of the method described above with reference to the Figure 2a, 2b described logic circuits.

[0050] Finally, in step 320, an evaluation is carried out as to whether, when a clutch state change is detected, at least one of the clutch state signals S1, S2, S3 is simultaneously present with the decoupling release signal EF, and if necessary, a corresponding vehicle reaction is initiated.

[0051] The procedure according to Figure 3 can preferably run continuously during the operation of train 200 or only in predefined operating situations or times. An appropriate supply of electrical energy to the control device 100 and the supply of signals S1, S2, S3, STS, PHLL, Mod must be ensured for the desired operating cases. The supply of signals S1, S2, S3, STS, PHLL, Mod can be implemented either via separate channels or lines, or at least partially via interface 140 to other on-board systems of train 200.

[0052] In the "single-channel" design of the control device 100a ( Figure 1b ), the control device 100a is accordingly supplied with the sensor signal indicating a clutch position state, e.g., from the sensor 120a, as well as with the signal EF, which is formed, e.g., by an external logic integrated into an existing control cabinet of the vehicle 210. Such a logic, like the control device 100a, can also be integrated directly into a driver's console or a control panel supplementing the driver's console. The logic 502 forming the signal EF ( Figure 5 ) must be connected to the required input signals 502a, 502b and if necessary 506a or STS ( Figure 2a ) are supplied.

[0053] Figure 4a shows a logic diagram of a further embodiment of the invention, which explains the inventive monitoring of a coupling device 241. The connection 401 corresponds to a vehicle voltage connection of the train 200. In the subordinate function block 408, it is checked whether the standstill signal STS ( Figure 2a, 2b) is active, thus indicating that train 200 is at a standstill. If this is the case, the program branches to the subordinate block 410, in which it is checked whether a driver's console of train 200 or of railcar 210 ( Figure 1) has been activated for a defined time interval. If this is the case, a branch is made to function block 404, which checks whether the coupling device 241 is mechanically coupled. In this respect, function block 404 corresponds to a check or evaluation of the coupling state signal S1 by the control unit 100. If the criterion of function block 404 is also met, a branch is made to function block 406, in which a "no train break" flag is signaled or set for the coupling device 241. The above-explained function blocks 408, 410, 404 correspond to an initialization path, as it is traversed during initialization after the control device 100 according to the invention is switched on. The "no train break" flag indicates that, within the scope of the inventive monitoring of the operating state of the coupling device 241, no undesired uncoupling has been detected since then.

[0054] Parallel to the path formed by blocks 408, 410, function block 402 checks whether there is a break in the coupling device 241. If this is the case, the system branches to function block 404 and finally to 406.

[0055] The other function blocks 412, 414 according to the diagram after Figure 4aCheck whether the standstill signal is active and then whether a defined main line pressure for uncoupling is present (block 414). In this respect, function blocks 412, 414 correspond to a functional branch that is executed when an authorized person takes all measures to prepare for a desired uncoupling, namely to signal the uncoupling release signal EF. This means that function blocks 412, 414 check the criteria (STS, PHLL) required for outputting the uncoupling release signal EF with a value of logical one and then branch to function block 406, which sets the "no train break" status flag of the coupling device 241.

[0056] A comparable logic structure can be provided for the further coupling devices 242, 243 of the train 200 and the control device 100.

[0057] Figure 4bshows a block diagram describing the detection of the end car 230. An initialization branch is provided by the function blocks 422, 424, wherein the function block 422, which checks whether the car 230 is not coupled, is in turn connected to a vehicle voltage or a vehicle voltage connection 421. If the car 230 is not coupled, i.e., its coupling device 243 is not connected to a corresponding coupling device of another, following car (not shown), a check is made in the function block 424 as to whether the driver's console has been activated for a defined time interval. If this is not the case, a branch is made to block 426, in which it is concluded that the car 230 is not coupled and thus represents an end car 230.

[0058] The branch formed by the function blocks 428, 430, 432 successively checks whether the standstill signal STS ( Figure 2a, 2b) is active (block 428), whether the driver's console is activated for a defined time interval (block 430), and whether car 230 is mechanically coupled (block 432). Only when these criteria are met does the program branch to block 426.

[0059] The two branches according to Figure 4b , the first of which has blocks 422, 424, and the second of which has blocks 428, 430, 432, are equally used to determine whether the car 230 is an end car, compare block 426.

[0060] Figure 4cshows a logic diagram illustrating the signal flow used in another embodiment to set the "no train break" flag. According to the further embodiment of the method according to the invention, this flag is preferably always set after initialization of the control device 100, when all limit switches of the sensor means 121, 122, 123 have been checked and no uncoupled state has been detected. The flag is preferably stored for the entire operating period of the control device 100.

[0061] Connection 441 is in turn connected to a vehicle voltage connection of train 200. In block 442, it is determined whether a car is uncoupled, which corresponds, for example, to the evaluation of limit switch 121 by control device 100. Finally, in the downstream block 444, the "no train break" flag is set. Following this step, a safety loop is closed in blocks 448, or no emergency brake is applied, so that no emergency braking is triggered. In function block 450, the train end signals are controlled in a predefined manner. Block 450 is in turn connected to a vehicle voltage connection 441'. As an alternative to function block 442, it is also possible to branch to block 444 via function block 446, which checks whether a train break has not occurred at a coupling point, where the "no train break" flag is set.The function block 442 is then successfully completed if the signal generated by the logic structure according to . Figure 4c checked car is an end car 230, while the function block 446 according to Figure 4c is successfully completed if the checked car is not the end car 230 and at the same time there is no train break at the coupling device 241.

[0062] The logic structures according to the above with reference to the Figure 4a, 4b , 4c The circuits explained in the diagrams are advantageously also implemented in the control device 100, in particular in the control unit 130. They can preferably be implemented as relay circuits or in the form of a program for a microcontroller and / or a digital signal processor (DSP). The use of programmable logic components (EPGA, CPLD), application-specific integrated circuits (ASIC), or the like is also conceivable.

[0063] The embodiments described above advantageously enable the detection of an unintentional train separation, which is particularly possible regardless of speed, especially when stationary. Reliable detection can also be achieved for different configurations of train 200. The following operating states are covered: normal operation (with existing control technology), restricted operation (control via train control lines without control technology), and towing operation with active vehicle parts.

[0064] In a further preferred embodiment, after the vehicle 210 or the vehicle convoy 200 is switched on, the coupling states "mechanically coupled" or "mechanically uncoupled" are automatically detected using the coupling state signals S1, S2, S3 and the sensor means 121, 122, 123 (e.g., limit switches), and a "no train break" flag is set or initialized. The flag can be implemented, for example, in a hard-wired circuit using a relay. If a coupling state changes at the uncoupled coupling point 243 of the end car 230, this has no influence on the train break detection according to the invention, according to a preferred embodiment. However, if the condition at a coupled coupling point changes, compare coupling devices 241, 242, the "no train separation" relay drops out, unless a deliberate train separation has been signalled or initiated beforehand or at the same time.In this case, a train break is reported or other vehicle reactions are triggered.

[0065] As already described above, the signalling of an intentional train separation is advantageously carried out using the dedicated uncoupling release signal EF, which in turn can depend on various criteria (STS, PHLL, MOD).

[0066] In another particularly preferred embodiment of the invention, the following technical implementation is achieved in detail: If a driver's console in train 200 / train formation is activated, for example, in a power car 210, the state of each coupling device 241, 242, 243 in train formation 200 is queried over a short time interval and stored in control device 100, for example, using the "no train break" flag. The monitoring system according to the invention remains active until a driver's console is activated again. If the state of a coupling device 241, 242 changes from "coupled" to "uncoupled" due to an unintentional train separation / unintentional uncoupling—regardless of the triggering cause (e.g., activation of the uncoupling valve / emergency release device, etc.), the "no train break" flag is cleared via control device 100, and one or more of the vehicle reactions described several times above are triggered.The vehicle reactions may, for example, involve the interruption of a safety / emergency braking loop in the still leading train section 210 and in the separated train section 220, 230. The other vehicle reactions, which are preferably also carried out, are described above.

[0067] By applying the principle according to the invention, it is advantageously possible to reliably detect an unintentional train separation / unintentional uncoupling of the coupling device 241, 242 and to trigger the required vehicle reactions, regardless of the speed, for the various operating modes of the train 200.

[0068] In particular, by applying the principle according to the invention, the current requirements for the vehicle reaction of train 200 can be met, especially in the event of an unintentional train separation, as set out in the supplementary regulations No. B015 "Protection objectives derived from Section 4 AEG and EBO for coupling vehicles with automatic coupling when stationary" (Internet: WWW.EBA.BUND.DE Home page > Infothek > Vehicles > Brakes).

[0069] What is particularly advantageous is that – in contrast to conventional systems – 200 unwanted uncoupling events are now reliably detected even when the train is at a standstill.

[0070] In a further particularly advantageous embodiment, the uncoupling release signal EF is generated as follows: in order to signal regular uncoupling by means of the uncoupling release signal EF according to the invention, the main air line is lowered from a control pressure to a defined value of, for example, 2.8 bar, and with the additional presence of the standstill signal STS, an uncoupling process (for example with a key switch or uncoupling cable) can be carried out without this being detected as a train break, because the control device 100 has been successfully informed via the uncoupling release signal EF according to the invention that a desired uncoupling process will be carried out.

[0071] Conversely, in the embodiments according to the invention, manipulation of coupling devices (for example, unintentional activation of the decoupling valves / unauthorized operation of the clutch emergency release device) on vehicles 200 prepared for departure is also detected by the circuit.

[0072] According to another particularly preferred variant, after triggering a train break, i.e. after detecting an undesired uncoupling, the circuit or control device 100 can only be reset by deactivating and reactivating a driver's console (if necessary combined with a renewed confirmation of the now changed train configuration) in the train 200 / train section.

[0073] The control device 100 is preferably equipped with the communication interface 140 for communication with the driver's console of the railcar 210 or another vehicle, but may also have further or multiple interfaces to other systems.

[0074] According to another particularly preferred embodiment, the darkening of the rear train signals (train 2 according to Ril 301) can only be canceled by the driver / conductor operating a special control element. However, the driver must first acknowledge the "train break" event, for example, by making a corresponding input at a designated human-machine interface of the control device 100, such as a key switch or a graphical user interface. This allows the driving regulations according to Ril 408.0571 (train stops for an unforeseen reason, supported by the vehicle) to be implemented.

Claims

1. Method for monitoring an operating state of at least one automatic coupling device (241, 242, 243) provided for the mechanical connection of two vehicles (210, 220) to form a train (200), and to which a limit switch is attached, wherein the limit switch is attached to the coupling device (241, 242, 243) in such a way that it performs an electrical switching state change when the coupling device (241, 242, 243) is transferred from a coupled state to an uncoupled state or vice versa, wherein, in the method, a coupling state signal (s1, s2, s3) characterizing the operating state of the coupling device (241, 242, 243) is formed by means of the limit switch and is evaluated by a control device (100), wherein an undesired uncoupling of a vehicle (220) is detected if the coupling state signal (s1, s2, s3) indicates an uncoupled state and an uncoupling release signal (EF) does not simultaneously indicate the presence of a desired uncoupling process, wherein the uncoupling release signal (EF) is formed not only as a function of a standstill signal characterizing a speed of the train (200) and / or of at least one of the vehicles (210, 220), but also as a function of at least one further signal which characterizes an operating state of the train (200) and / or of at least of one vehicle (210, 220, 230), wherein the further signal is a pressure (PHLL) in a main air line of the train (200) or a modulation signal, which is generated by modulating a supply voltage in an electrical supply line running through the entire train.

2. Method according to claim 1, characterized in that the uncoupling release signal (EF) is formed as a function of at least two operating variables of the train (200) and / or of at least one vehicle (210, 220, 230), in particular as a function of a) a signal from an input device operated by an operator, and b) a pressure (PHLL) in a main air line of the train (200).

3. Method according to one of the preceding claims, characterized in that a vehicle reaction is triggered when an undesired uncoupling has been detected.

4. Method according to claim 3, characterized in that the vehicle reaction comprises at least one of the following steps: - interruption of a safety / emergency brake loop in a still leading and / or in the separated train part, - deactivation of an end of the train light signal at the former coupling point, in particular according to Ril 408 DB Netz AG, - triggering corresponding control system messages, in particular in normal operation, - cancellation of the confirmed train configuration, in particular in all operating modes, - setting of a hardware traction lock due to the now differing coupling state in each train part.

5. Method according to one of the preceding claims, characterized in that the coupling status signals (s1, s2, s3) of a plurality of coupling devices (241, 242, 243) are evaluated by the control device (100).

6. Method according to one of the claims 1 to 4, characterized in that a coupling state signal from a single coupling point (241a) of a coupling device (241) is evaluated by the control device (100b).

7. Automatic coupling device (241) for a vehicle (210, 220, 230; 210a, 220a), in particular a rail vehicle, a limit switch being attached to the automatic coupling device (241), with a control device (100a, 100b, 100) for monitoring an operating state of the coupling device, (241, 242, 243), which is provided for the connection of two vehicles (210, 220) to form a train (200), wherein a coupling state signal (s1, s2, s3) characterizing an operating state of the coupling device (241, 242, 243) may be formed by means of the limit switch and may be evaluated by the control device (100), wherein the limit switch is attached to the coupling device (241, 242, 243) in such a way that it performs an electrical switching state change when the coupling device (241, 242, 243) is transferred from a coupled state to an uncoupled state or vice versa, and wherein, an undesired uncoupling of a vehicle (220) is detected if the coupling state signal (s1, s2, s3) indicates an uncoupled state and an uncoupling release signal (EF) does not simultaneously indicate the presence of a desired uncoupling process, and wherein the control device (100a, 100b, 100) comprises an evaluation block (180, 182) which is so configured that the uncoupling release signal (EF) is formed not only as a function of a standstill signal characterizing a speed of the train (200) and / or of at least one of the vehicles (210, 220), but also as a function of at least one further signal which characterizes an operating state of the train (200) and / or of at least of one vehicle (210, 220, 230), wherein the further signal is a pressure (PHLL) in a main air line of the train (200) or a modulation signal, which is generated by modulating a supply voltage in an electrical supply line running through the entire train.

8. Coupling device according to claim 7, characterized in that the control device is characterized by a control unit (130) which is at least partially implemented using one of the following technologies: relay circuit, microcontroller, digital signal processor, programmable logic module, application-specific integrated circuit.

9. Coupling device according to one of the claims 7 to 8, wherein the control device is characterized by at least one interface (140) for communication with a further system of the train (200) and / or at least one vehicle (210, 220, 230).

10. Coupling device according to one of the claims 7 to 9, wherein the control device (100) is configured to carry out the method according to one of the claims 1 to 6.

11. Coupling device according to one of the claims 7 to 10, wherein the control device (100) is configured to perform and / or trigger a vehicle reaction with at least one of the following steps: - interruption of a safety / emergency brake loop in a still leading and / or in the separated train part, - deactivation of an end of train light signal at the former coupling point, in particular according to Ril 408 DB Netz AG, - triggering corresponding control system messages, in particular in normal operation, - cancellation of the confirmed train configuration, in particular in all operating modes, - setting of a hardware traction lock due to the now differing coupling state in each train part.

12. Vehicle (210, 210a), in particular a rail vehicle, comprising at least one coupling device (241) according to one of claims 7 to 11.

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