Safe uncoupling of rail vehicles

Abstract

A coupling device (K) according to the invention comprises: an actuating device (1) adapted to move a locking device (2) into an unlocked or locked state; a computing unit (3) adapted to transmit an actuating signal to a first switching device (4); a first control connection (7) which can be connected to a complementary first control connection (7') of a further coupling device (K'), wherein the first control connection (7) is connected to a third switching device (6), wherein the actuating device (1), the first switching device (4) and the third switching device (6) are connected in series, wherein at least to start the unlocking of the coupling device (K) the transmission of an actuating signal to the first switching device (4) and the third switching device (6) is required.Therefore, it is necessary for two adjacent vehicles to receive uncoupling signals in order to trigger an uncoupling process at the common coupling point.

Description

[0001] Rail vehicles are typically coupled together to form trains using couplings. This applies to both passenger and freight trains. Especially with freight trains, this coupling can be done manually or automatically – for example, in marshalling yards.

[0002] For passenger rail vehicles, solutions already exist in which a maximum of three coupling points in the train consist can be automatically coupled or uncoupled.

[0003] From a technical and economic point of view, however, this is not practical for freight trains, as the higher number of coupling points on freight trains makes it impractical to run electrical control lines through the entire train consist.

[0004] Furthermore, freight trains are uncoupled and re-coupled much more frequently, for example in a marshalling yard. Due to the greater number of coupling points on a freight train, the probability of a coupling unlocking and coming loose is much higher compared to passenger trains. This could mean that wagons are more likely to detach from the rest of the train and cause significant damage – for example, if they roll down a hill and collide with other wagons or trains.

[0005] Therefore, regular uncoupling functions pose a very high risk to rail traffic, because if there is insufficient technical protection against unintentional uncoupling, parts of the train can move uncontrollably without being braked.

[0006] Document DE 10 2018 009 589 B3 discloses a coupling support device that enables rail vehicles to be coupled and uncoupled while in motion, provided both rail vehicles are equipped with the system. This device consists of two identical modules installed on each vehicle front, with a conventional automatic coupler in the center and the new modules located on the right and left sides of the vehicle front.

[0007] Document DE 10 2020 204 638 A1 describes a coupling, in particular an automatic coupling, for connecting a track-bound vehicle to a mating coupling of another track-bound vehicle with a coupling head having a coupling lock for coupling to the mating coupling. Here, an identification device for identifying the coupling is arranged on the coupling, comprising an identification carrier and a communication device for communicating with an identification device of the mating coupling and for communicating with a device associated with or separate from the coupling for acquiring and processing data.

[0008] Document DE 4013521 A1 discloses a coupling and uncoupling device for an electrical cable coupling and a mechanical center buffer coupling for rail vehicles.

[0009] Document DE 4441396 C1 discloses freight wagons of a train, each equipped at one end with a controlled coupling that is connected to a signal line via an identification device. The couplings of adjacent wagons are linked together, so that the signal lines provide two signal paths, with the identification devices selecting the signal that applies to each wagon. The coupling elements enable the provision of two signal paths for respective signal transmission directions, regardless of the orientation of the individual wagons.

[0010] In European rail freight transport, a digital automatic coupler is to be introduced on the necessary rail vehicles by 2030 at the latest. This coupler will not only allow vehicles to be automatically coupled simply by passing together, but will also have the technical function of automatically uncoupling them. For this to happen, a command must be given by the lead vehicle, such as the locomotive. To achieve this, the uncoupling process must be carried out with a very high degree of reliability; that is, a single fault (a malfunction at one point) in a coupler unit or control unit must not cause an unintended uncoupling.

[0011] It is an object of the present invention to realize an automatic coupling so that the network technology present in the train consist can be used to command the uncoupling, but sufficient safety integrity is present to prevent unintentionally triggered uncouplings.

[0012] The problem is solved by a coupling device according to claim 1, a coupling system according to claim 7, and a method according to claim 8. Further advantageous embodiments of the present invention are the subject of the dependent claims.

[0013] A coupling device according to the invention for a rail vehicle has: An actuating device adapted to move a locking device into an unlocked or locked state; a computing unit adapted to transmit an actuating signal to a first switching device; and a first control terminal of a vehicle, which can be connected to a complementary first control terminal of a further coupling device of another adjacent vehicle, wherein the first control terminal is connected to a third switching device. The actuating device, the first switching device, and the third switching device are connected in series. To initiate the movement of the actuating device, an actuating signal must be transmitted to the first and third switching devices, causing them to close. The actuating device (for example, a motor) then actuates or moves a locking device.The switching devices are conductive when closed and non-conductive when open.

[0014] Therefore, two adjacent vehicles must receive uncoupling signals to trigger an uncoupling process at their shared coupling point. The control unit of one vehicle must receive a corresponding uncoupling signal and transmit actuation signals to the first switching device. A vehicle can be a wagon or a traction unit such as a locomotive. Simultaneously, the control unit of another vehicle must also receive a uncoupling signal (for example, from the locomotive or traction unit) and transmit an actuation signal to the third switching device via its first control connection. Only then can uncoupling occur; this process is exactly the opposite in the other vehicle.Therefore, two vehicles are always necessary, which must receive a decoupling signal and send corresponding actuation signals to the respective first and third switching devices so that the common coupling is uncoupled.

[0015] This solution can be implemented without discrete control lines (such as an emergency brake loop or other coupling release) running alongside the train. The safety responsibility for the uncoupling function can therefore be distributed evenly between the processing units of both vehicles involved, resulting in a lower level of safety integrity per processing unit for each individual control device in each vehicle. To minimize the number of coupling contacts, the information at the coupling point can be transmitted via the existing redundant network lines of the train communication system.

[0016] Preferably, the first control terminal, which can be connected to a complementary first control terminal of a further coupling device, is adapted to receive an actuation signal from a fourth switching device of the further coupling device. Furthermore, the coupling device also has a fourth switching device connected to the processing unit, which is connected to a second control terminal, which can be connected to a complementary second control terminal of a further coupling device.

[0017] The coupling device can also output a control signal to a neighboring coupling device, so that uncoupling can also take place on this vehicle - together with the uncoupling signal of this vehicle.

[0018] Preferably, the coupling device further comprises a second switching device, wherein the actuating device, the first switching device, the second switching device and the third switching device are connected in series, wherein at least to start the unlocking of the coupling device, the transmission of an actuating signal to the first switching device, the second switching device and the third switching device is required.

[0019] This allows errors in a clutch device to be avoided even better; thus, there are even more switching devices, all of which must be switched correctly in order for the clutch device to be disengaged.

[0020] Preferably, the coupling device further comprises a fifth switching device, which is connected in parallel to the third switching device. This fifth switching device is configured to close when the first and third switching devices are closed, and optionally the second switching device as well, i.e., when current flows through the actuating device.

[0021] A decoupling signal from the adjacent vehicle must therefore be present briefly to initiate the decoupling process – the command then remains active until the decoupling process is complete. Since the contact to the adjacent coupling device is eventually interrupted during decoupling (and thus also between the first and second control connections), the decoupling process continues – the third switching device no longer needs to be closed, as the parallel-connected fifth switching device takes over this function and establishes the connection between the first switching device, the second switching device, the fifth switching device, and the actuating device. This utilizes the principle of self-holding.Even if contact with the adjacent coupling device is interrupted as the uncoupling process progresses, the actuating device will continue to perform a movement to ensure the uncoupling process is completed. Preferably, the third and fifth switching devices are configured as relays. The third switching device is configured to close when a control signal is transmitted via the first control terminal, and the fifth switching device is configured to close when the third switching device is closed (and furthermore, when the first switching device and optionally the second switching device are closed).

[0022] Such a relay allows the detection of currents, and when these are present, switches are actuated, in this case closed.

[0023] Preferably, the computing unit is connected to a traction vehicle, such as a locomotive, via at least one power supply line and at least one communication line. Only one line, namely the communication line, is used for signal transmission, thus eliminating the need for costly redundant lines. Communication within the train network is sufficient.

[0024] A coupling system according to the invention includes a separation point between two rail vehicles, wherein at least one coupling device, as described above, is provided for each vehicle. The third switching device of one coupling device is connected to the processing unit of the second vehicle via the first control connection and the complementary first control connection of the second adjacent vehicle (preferably via a fourth switching device), and the third switching device of the other coupling device is connected to the processing unit of the first vehicle via the second control connection of the second adjacent vehicle and the complementary second control connection of the first vehicle (preferably via a fourth switching device).

[0025] This ensures that, in order to activate an actuating device which performs the decoupling, a signal from a first switching device and optionally a second switching device of a vehicle must be present, furthermore the signal from another vehicle, preferably a fourth switching device of another vehicle, which in turn is controlled by the local computing unit of the other vehicle.

[0026] A method for uncoupling two coupling devices at a separation point of two vehicles comprises the following steps: a) Sending one uncoupling command each from a traction unit to a processing unit of a first vehicle and to a processing unit of the second vehicle adjacent to the coupling point; b) Sending actuation signals from the processing unit of the first vehicle to a first switching device and a fourth switching device of the first vehicle, optionally to a second switching device; c) Sending actuation signals from the processing unit of the second vehicle to a first switching device and a fourth switching device of the second vehicle, optionally to a second switching device; d) Transmitting the switching signal of the fourth switching device of the second vehicle to the third switching device of the first vehicle; e) Transmitting the switching signal of the fourth switching device of the first vehicle to the third switching device of the second vehicle;f) Moving the first actuating device of the separation point and moving the second actuating device of the separation point.

[0027] Here, it is ensured that several signals must be output and received by corresponding switching devices in order to trigger the uncoupling process - even in the event of a malfunction of a local processing unit, no uncoupling process can take place, since a fault would also have to occur in the processing unit of the neighboring vehicle or neighboring coupling device - which is statistically almost impossible.

[0028] A train driver can only issue an uncoupling command if the train composition (number, identification, sequence, and orientation of the individual vehicles in the train consist) has been reliably determined beforehand. Based on this information, the train driver selects the desired decoupling point, for example, using their user interface. They can then issue the uncoupling command for the selected decoupling point. This command is transmitted from the locomotive via the train network to the two vehicles involved, with each vehicle sending a separate message to its respective processing unit (specifying the front and rear decoupling points). Each local processing unit in these vehicles then activates its respective uncoupling mechanism until the completion of the uncoupling process has been reliably detected.

[0029] Preferably, in step d), the transmission takes place via a pair of complementary first control connections, with one of these first control connections being provided in the first vehicle and the other in the second vehicle. Simultaneously, in step e), the transmission takes place via a pair of complementary second control connections, with one second control connection being provided in the first vehicle and the other in the second vehicle. Thus, initiating a decoupling process at the disconnect point always requires an actuation signal from both vehicles involved – significantly increasing safety against unintentional decoupling.

[0030] Preferably, the following steps are also included: g) Disconnecting the pairs of first control connections and second control connections; h) further moving the actuating device of the first coupling device and further moving the actuating device of the second coupling device until the end of the uncoupling process.

[0031] This ensures that the actuating device continues to move (until the end of the uncoupling process) even though there is no longer a connection (to the other coupling device involved) via the control connections as the uncoupling process progresses and the coupling devices are separated.

[0032] Preferably, the vehicles—wagons and locomotive(s)—are coupled together to form a freight train. The system according to the invention is therefore particularly applicable to freight trains.

[0033] Due to numerous shunting operations and uncoupling procedures of individual vehicles, as well as the high number of coupling points in the train, a particularly safe system is needed here.

[0034] Preferred embodiments of the present invention are described in more detail below with reference to the accompanying figures. Fig. 1 shows a train consist with several vehicles and corresponding insulated sections. Fig. 2 shows a detailed representation of the electrical unlocking at insulated sections.

[0035] In Fig. 1 Five vehicles F, F', F", F‴ and Fʺʺ are shown, each with a local processing unit 3, 3', 3", 3‴ and 3ʺʺ; furthermore, a traction unit Z is provided, which also includes a processing unit RZ. It is shown here that each vehicle F, F', F", F‴ and Fʺʺ is connected to the adjacent vehicle only via two lines: The communication lines C implement the communication network within the train consist, and the power supply lines E implement the power supply from the traction unit Z to the vehicles F, F', F", F‴ and Fʺʺ.

[0036] Fig. 2 shows a detailed representation of the possibility of unlocking the separation point T.

[0037] Here, in one coupling device K, it is shown that an actuating device 1 (here configured as a motor) is connected in series with a first switching device 4 and a second switching device 5. The actuating device 1 is configured to move a locking device 2. Interposed between the actuating device 1 and the first switching device 4 are a third switching device 6 and a fifth switching device 10. The first switching device 4, the second switching device 5, and the fourth switching device 8 are all connected to a local processing unit 3. As soon as current flows through the first switching device 4, the actuating device 1, the second switching device 5, and the third switching device 6, this is detected, and the fifth switching device 10 is closed.The fifth switching device 10 is designed as a relay, and when a current flow is present, the relay closes. The third switching device 6, connected in parallel, is also designed as a relay, and this relay closes when current flows through a first control terminal 7, which originates from the adjacent coupling device K'. In the other coupling device K', everything functions complementarily; here, a first switching device 4', a second switching device 5', and a third switching device 6' are also provided, as well as a fourth switching device 4', which is responsible for outputting a signal that is sent to the first coupling unit K through the first control terminal 7. All other parts are identical to the first coupling device K and are not described separately here.The actuating devices 1 and 1' of the coupling devices K and K' can therefore only be actuated if both computing units 3 and 3' each receive a disengagement command and output corresponding actuating signals to the first switching devices 4, 4', the second switching devices 5, 5', and the fourth switching devices 8 and 8'. The fourth switching devices 8 and 8' in turn influence the third switching devices 6' and 6 of the respective other coupling device K, K'.

[0038] Only when all these switching devices are activated do the actuating devices 1 and 1' begin to move and initiate the uncoupling process.

[0039] In Fig. 2 The redundant communication lines C and power supply lines E are also shown. The communication lines C are connected to the local computing units 3 and 3'.

[0040] The present invention is not limited to the embodiments described above. For example, it is possible to use any type of switching device; electrical switches and electromagnetically actuated switches can also be used.

[0041] The actuating device 1 does not have to be designed as a motor - for example, an electromagnet could also be used here, which can magnetically release coupling devices K, K'. REFERENCE MARK LIST

[0042] 1, 1'Actuating device / Motor 2, 2'Locking device 3, 3', 3", 3‴, 3ʺʺCalculating unit 4, 4'First switching device 5, 5'Second switching device 6, 6'Third switching device 7, 7'First control connection 8, 8'Fourth switching device 9, 9'Second control connection 10, 10'Fifth switching device E Energy supply line(s) C Communication line(s) K, K'Coupling device TTillation point F, F', F", F‴, FʺʺVehicle (Car) ZTraction vehicle RZ computing unit of the locomotive

Claims

1. Coupling device (K) for a rail vehicle, having: an actuator (1) adapted to move a locking device (2) into an unlocked or locked state; a first switching device (4); a third switching device (6); a computing unit (3) which is adapted to transmit an actuation signal to the first switching device (4); a first control connection (7) of a vehicle, which can be connected to a complementary first control connection (7') of a further coupling device of another adjacent vehicle (K'), wherein the first control connection (7) is connected to the third switching device (6), characterized in that the actuator (1), the first switching device (4) and the third switching device (6) are connected in series, wherein the transmission of an actuation signal to the first switching device (4) and the third switching device (6) is required at least for starting the unlocking of the coupling device (K).

2. Coupling device (K) according to claim 1, further having a fourth switching device (8) connected to the computing unit (3), which is connected to a second control connection (9) which can be connected to a complementary second control connection (9') of a further coupling device (K').

3. Coupling device (K) according to claim 1 or 2, further having a second switching device (5), wherein the actuator (1), the first switching device (4), the second switching device (5) and the third switching device (6) are connected in series, wherein the transmission of an actuation signal to the first switching device (4), the second switching device (5) and the third switching device (6) is required at least for starting the unlocking of the coupling device (K).

4. Coupling device (K) according to any one of claims 1 to 3, further having a fifth switching device (10) connected in parallel with the third switching device (6), which is adapted to close when the first switching device (4), optionally the second switching device (5) and the third switching device (6) are closed.

5. Coupling device (K) according to claim 4, wherein the third switching device (6) and the fifth switching device (10) are formed as relays, wherein the third switching device (6) is adapted to close when a control signal is transmitted via the first control connection (7), and the fifth switching device (10) is adapted to close when the third switching device (6) is closed, and further wherein the first switching device (4) and optionally the second switching device (5) are closed.

6. Coupling device (K) according to any one of the preceding claims, wherein the computing unit (3) is connected to a traction vehicle (Z) via at least one power supply line (E) and at least one communication line (C).

7. Coupling system (S), including a separation point (T) between two vehicles (F, F', Z) for rail transport, wherein at least one coupling device (K, K') according to any one of claims 1 to 6 is provided per vehicle (F, F', Z), wherein the third switching device (6) of the one coupling device (K) of the first vehicle (F) is connected to the computing unit (3') of the second adjacent vehicle (F') via the first control connection (7) and the complementary first control connection (7') of the second vehicle (F'), and the third switching device (6') of the other coupling device (K') is connected to the computing unit (3) of the first vehicle (F) via the second control connection (9') of the second adjacent vehicle (F') and the complementary second control connection (9) of the first vehicle (F).

8. A method for uncoupling two coupling devices (K, K') of a separation point (T) of two vehicles (F, F' or Z), having the following steps: a) sending a respective uncoupling command from a traction vehicle (Z) to a computing unit (3) of a first vehicle (F) and to a computing unit (3') of the second vehicle (F') adjacent to the coupling point; b) sending actuation signals from the computing unit (3) of the first vehicle (F) to a first switching device (4), and a fourth switching device (8) of the first vehicle (F), and optionally to a second switching device (5); c) sending actuation signals from the computing unit (3') of the second vehicle (F') to a first switching device (4') and a fourth switching device (8') of the second vehicle (F'), and optionally to a second switching device (5); d) transmitting the switching signal of the fourth switching device (8') of the second vehicle (F') to the third switching device (6) of the first vehicle (F); e) transmitting the switching signal of the fourth switching device (8) of the first vehicle (F) to the third switching device (6') of the second vehicle (F'); f) moving the actuator (1) of the first coupling device (K) of the separation point (T) and moving the actuator (1') of the second coupling device (K') of the separation point (T).

9. The method according to claim 8, wherein in step d) the transmission takes place via a pair of complementary first control connections (7, 7'), wherein one first control connection (7) is provided in the first vehicle (F), and the other first control connection (7') is provided in the second vehicle (F'), and wherein in step e) the transmission takes place via a pair of complementary second control connections (9, 9'), wherein one second control connection (9) is provided in the first vehicle (F) and the other second control connection (9') is provided in the second vehicle (F'),10. Method according to claim 9, further having the following steps: g) separating the pairs of first control connections (7, 7') and second control connections (9, 9'); h) further moving of the actuator (1) of the first coupling device (K) and further moving of the actuator (1') of the second coupling device (K') until the end of the uncoupling process.

11. Method according to any one of the preceding claims 8 to 10, wherein the vehicles (F, F' or Z) are wagons or traction vehicles of a freight train.

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