Method for disassembling and reassembling a train, automatic train coupling, and train

Abstract

The invention relates to a method for disassembling and reassembling a train, the train to be disassembled comprising a plurality of cars (11), in particular freight cars, and at least one motor car, two mutually adjacent cars (11) being interconnected via one coupling point, the motor car – as viewed in the direction of travel of the train to be disassembled – being connected to the last car (11) of the train via a coupling point, and each coupling point being formed by two automatic train couplings (10). According to the method: the train couplings (10) of precisely one coupling point are each brought into a buffer position; the cars (11) of the train are pushed by means of the at least one motor car at least in portions or in part onto the hump region of the gravity shunting hump infrastructure, specifically preferably until the coupling point which is in its buffer position enters the region of the crest of the hump region, so that the car (11) or the cars (11) roll(s) away from the remainder of the train or from the motor car via the coupling point which is in its buffer position; and the train coupling (10) of the car which has been separated from the remainder of the train or from the motor car, which train coupling faces the remainder of the train or the motor car, or the train coupling (10) of the last car of the cars (11) which have been separated from the remainder of the train or the motor car, which train coupling faces the remainder of the train or the motor car, is brought from its buffer position into its ready-to-couple position.

Description

[0001] METHOD FOR DISMANTLING AND REASSEMBLING A TRAIN COMPOSITION, AUTOMATIC TRAIN COUPLING AND TRAIN COMPOSITION

[0002] Description

[0003] The present invention relates generally to track-guided vehicles, and in particular to rail vehicles. More specifically, the invention relates to coupling arrangements for track-guided vehicles, in particular rail vehicles, which incorporate automatic train couplings.

[0004] According to a further aspect of the invention, this relates to a method for the automatic or semi-automatic dissolution and reassembly of a train formation, in particular in a push-off or push-off process in a hump infrastructure having a work area and a directional track area, wherein the train formation to be dissolved comprises a plurality of wagons, in particular freight wagons, and a railcar, wherein the individual wagons of the train formation are each coupled or can be coupled to one another by means of automatic train couplings, in particular automatic central buffer couplings of the Scharfenberg® type.

[0005] In practice, automatic train couplings, such as train couplings with the features of the preamble of independent patent claim 1, are generally known. Such automatic train couplings are currently used in particular in passenger trains and generally have a coupling head with a coupling housing and a coupling member with a locking device. The coupling lock, which serves as a coupling member, for example, is often designed as a rotary lock with a coupling eye and a frog, wherein the frog is rotatable about a main axis, namely between a coupled position and an uncoupled position. The coupling eye, which also serves as a coupling member, is generally connected to the frog by a first end or a first end region so that it can be rotated about a coupling eye axis and has a second free end or a second free end region. The frog has a mouth for receiving a corresponding second end ora corresponding second end region of a coupling eye of an opposite coupling head of a counter-coupling.

[0006] A spring-loaded mechanism can be associated with the frog. In these designs, the frog can be rotated from the coupled position to the uncoupled position against the force of the spring-loaded mechanism, and from the uncoupled position to the coupled position by the force of the spring-loaded mechanism.

[0007] The uncoupled position is also generally referred to as the ready-to-couple position, since in this position the train couplers of the two car bodies can be moved towards each other and coupled.

[0008] If necessary, the dome lock or its core can also be rotated to a position that is over-tightened compared to the dome-ready position, i.e., opened more than necessary. In this over-tightened position, the spring mechanism is fully tensioned.

[0009] This over-extended position also constitutes a ready-to-couple or uncouple position within the meaning of the present disclosure. Furthermore, such a ready-to-couple or uncouple position is also referred to as a standby position.

[0010] The locking mechanism, which holds the coupling lock in the appropriate position or releases it for transition to another position by rotating the frog, comprises, for example, a plunger that can be moved in the coupling direction of the train coupling against a spring force and a ratchet bar that can be moved transversely or diagonally to the coupling direction. The ratchet bar is, for example, connected to the frog in an articulated manner and, when the frog is rotated from the coupled position to the uncoupled position, can be moved into a detent position. In this detent position, the ratchet bar blocks the frog from rotating backward, i.e., from the uncoupled position to the coupled position.

[0011] The plunger, in turn, can be movable between a first position and a second position. In the first position, in which the plunger is displaced against the spring force, the plunger locks the latching rod in the detent position. In the second position, in which the plunger is displaced from the first position by the spring force, the plunger releases the latching rod from the detent position.

[0012] The function of such an automatic train coupling, currently generally used in passenger trains, is as follows: two opposing coupling heads on two car bodies or vehicles to be coupled together are locked together by inserting the second end of the respective coupling eye into the mouth of the frog of the other coupling head and holding it in place by rotating the frog. This mechanically couples the two car bodies or vehicles.

[0013] The two dome closures are loaded exclusively by tensile forces, which are evenly distributed between both dome eyes within the parallelogram formed by the dome eyes and the frog pieces.

[0014] Compressive forces, on the other hand, are transmitted through a special profile on the front of the coupling head housing. This profile typically comprises, as is also advantageous in the present invention, a cone and a funnel enclosed by a wide, particularly flat, front surface. The profile can be formed by a separate front plate attached to the front of the coupling head housing. The profile, together with the cone or funnel, can form sliding and centering surfaces and, in particular, determine the gripping area in terms of lateral, vertical, and angular offset. When the coupling heads meet, they center themselves and slide into each other.

[0015] When two rail vehicles or car bodies are moved towards each other, their coupling locks or frogs are in the ready-to-couple or uncoupled position, in which the frogs are held in particular by the latching rods. During coupling, the cones dip into the funnels of the coupler head housing profiles. The cones press on the pistons and push them back, so that the pistons release the latching rods from their latching position. This releases the coupling locks and rotates under the force of the respective spring accumulator until the frog hits a predetermined stop, usually the coupler head housing. The coupling eyes guided in the funnels engage in the frog mouths, the two coupling locks are interlocked and the coupled position is achieved. Accidental separation of the coupling locks is not possible.Normal wear and tear does not affect the safety of the coupling lock.

[0016] To uncouple the coupling heads, a decoupling device rotates both coupling locks, i.e., the two frogs, against the force of the spring-loaded mechanisms until the coupling eyes slide out of the frogs' mouths. The rotating frogs are designed to displace the ratchet rods sufficiently far that, when the vehicles or car bodies are separated, the frogs are prevented from rotating back from the over-drawn position beyond the ready-to-couple position by moving the ratchet rods into their locking positions.

[0017] Uncoupling devices are available in various designs. For example, manually operated, mechanical uncoupling devices have levers, cables, and / or chain hoists that act on various types of latches and, when activated, release the latch position.

[0018] Automated uncoupling devices comprise, for example, a pneumatic cylinder or an electric motor, in particular a linear actuator, as a drive, which uncouples the train coupling.

[0019] For example, the document DE 29 23 195 C2 discloses a remotely operated uncoupling device for a central buffer coupling of a rail vehicle, in which an electric motor actuates a lever connected to the main bolt in a rotationally fixed manner via a cam disc in order to rotate the frog from the coupled position to the uncoupled position.

[0020] On the other hand, EP 3 470 295 A1 discloses an electric linear actuator that engages the main bolt via a lever. Since two coupling heads always work together during coupling and uncoupling, the train couplings are designed so that the coupling heads or coupling locks actuate each other alternately.

[0021] For example, if a coupling lock is released with a manual or automated uncoupling mechanism by rotating its frog against the force of the spring-loaded mechanism, this rotational movement is "automatically" transmitted to the opposite frog via the coupling eye articulated to the frog and the mouth of the opposite frog of the counter-coupling. Accordingly, the opposite frog of the counter-coupling transmits its rotational movement to its ratchet rod in such a way that the latter reaches its locking position.

[0022] With regard to the operational positions, the buffer position, the unlocked position, the ready-to-couple position, and the locked position are possible for an automatic train coupling of the type considered here. The buffer position must always be set in pairs.

[0023] To separate two couplings of the type considered here, ie couplings of the Scharfenberg® type, it is sufficient to unlock one coupling.

[0024] The buffer position is always advantageous when direct relocking of the train couplings (train coupling and counter-coupling) is undesirable. The buffer position is particularly necessary when breaking up a train in push-off or push-off mode.

[0025] Push-off operation is primarily used in large shunting yards with humps and is considered energy and resource-saving. In push-off operation, the wagon connection is only finally released at a hump, or in the case of an automatic train coupling, the train coupling is unlocked.

[0026] Push-to-run operation is primarily used in smaller layouts without a hump. This method utilizes the inertia of the car bodies instead of gravity. This is done by braking a previously accelerated (pushed) train set, allowing an uncoupled group of cars to continue rolling at the front of the train. The detached group of cars is then sorted into the appropriate control track in the adjacent track harp. The train couplers must then be switched back to the ready-to-couple position and pushed together with a shunting locomotive. The process must be repeated for each group of cars. The buffer position is particularly necessary here, since recoupling of the train couplers cannot be ruled out during acceleration before the push-to-run operation.

[0027] During train dissolution, it is essential that the train couplings of the individual car bodies remain securely separated until they meet the next car body in the direction track or control track, i.e., behind the hump (during push-off operation). Unintentional re-coupling during train dissolution, and especially before rolling off the hump, must be reliably prevented.

[0028] This is achieved by the aforementioned buffer position, in which the uncoupling device of the individual train couplings is held in the pulled or actuated position. In other words, in the buffer position, the uncoupling device of the corresponding train coupling is usually activated, and the actuator of the uncoupling device is operatively connected to the coupling lock or frog of the corresponding train coupling to hold the coupling lock or frog in the uncoupled position. Recoupling is then not possible until the buffer position is released.

[0029] On the direction track or control track, a train coupler in the buffer position may then potentially collide with a train coupler that is in the coupled position, for example, due to a fault. This can cause a high-force impact on the coupling lock of the train coupler in the buffer position, which can counteract the holding force of the locking function and thus damage the actuator of the unlocking device.

[0030] To date, automatic coupling has not been able to gain widespread acceptance in European rail freight transport. The reasons for the failure of the transition to automatic coupling were the high costs, the necessary international agreements, and ultimately the required simultaneous conversion by all operators. Therefore, European rail freight transport has not been based on automatic couplings to date, but rather on screw couplings with the central elements "draw hook," "coupling lever," "coupling bracket," "brake hose," and "compressed air shutoff valve," all of which are designed for manual operation.

[0031] For example, freight cars have traditionally been coupled to each other and to the railcar (locomotive) using a screw coupling. The compressed air for braking the freight cars and the train is transmitted between the individual car bodies via a manually coupled air line in the form of brake hoses. The screw couplings currently in use do not provide an electrical connection between the car bodies.

[0032] Because automatic couplings are not currently used in freight transport, assembling a freight train in a siding, as well as breaking up and re-assembling a train in train formation yards, is a time-consuming task that requires a high level of manual effort.

[0033] In addition to coupling and uncoupling freight wagons or the locomotive, railway company operations staff carry out further process steps, such as recording freight wagon data in mobile data acquisition devices, determining the wagon sequence, checking brake functionality (brake test), carrying out technical wagon inspections, checking the brake lever positions or installing a train end signal.

[0034] Compared to the short average transport distances in European rail freight transport, the extensive activities of train formation and train dissolution result in a disproportionately high time expenditure compared to the actual transport time. This generally leads to high production costs, particularly in short-distance operations and single-wagon transport, and a productivity disadvantage compared to road freight transport.

[0035] Therefore, efforts are underway in rail transport to replace the screw couplings previously used to connect freight wagons with automatic couplings, particularly automatic center buffer couplings. The resulting digitalization and automation offer potential for rail freight transport, particularly by accelerating time-consuming tasks through the use of modern technologies. The new digital automatic coupling disclosed herein and claimed as part of the invention, which is intended to replace the screw coupling, uses a coupling that operates according to the Scharfenberg® principle.

[0036] The compressed air lines for the brakes are mechanically integrated into the coupling head. In addition, the individual car bodies are electrically connected to a train bus that serves as a data bus. The data bus / train bus transmits both energy to supply the car control systems and communication protocols for the data connection between the traction unit and the individual cars. Information about the car sequence, which cars are coupled one behind the other, and information about the car orientation are exchanged via this data bus / train bus. This means that it is known which coupling points exist and which couplings are involved. A signal for uncoupling or for activating the buffer position is also sent via the data bus / train bus. This signal originates, for example, from the traction unit, which plays a special role in the data bus / train bus, as it is from here that safety-relevant functions are authorized.

[0037] FIG. 1 shows a schematic diagram of the electrical architecture of a freight wagon equipped with an automatic train coupling.

[0038] At each end of the car, there is an automatic train coupler with a corresponding coupling head and an electronic control unit (CCU). The electronic control unit (CCU) controls the function of the coupler and is designed to operate the train coupler's sensors and actuators.

[0039] In addition, a WCU car control unit is installed in each car body.

[0040] The WCU communicates with the railcar and the other car bodies via the data bus / train bus, and with the two electronic control units (CCUs) of the automatic train couplers mounted at both car ends via an internal bus. The WCU receives the uncoupling and buffer position commands and forwards them to the corresponding electronic control units of the two automatic train couplers. For simplicity, the CCU electronic control units and the WCU car control unit are shown in FIG. 1 as three separate control units, but can also be implemented as a single physical control unit.

[0041] The coupling process occurs when an automatic train coupler of a first car body collides with an automatic train coupler of an adjacent, second car body at low speed. This creates a mechanical, pneumatic, and electrical connection between the two car bodies. For this to happen, both automatic train couplers involved in the coupling process must be in an open, ready-to-couple state.

[0042] In addition to the stable states "coupled" and "open," each automatic train coupling has another state called the "buffer position." In this state, the car bodies can be pushed, with the compressive forces being transmitted via the automatic train couplings, which in the classic screw coupling was done via the side buffers of the car bodies.

[0043] However, in the buffer position, the adjacent automatic train couplers of neighboring car bodies do not couple. This special function contradicts the actual principle of automatic coupling. Therefore, the "buffer position" function must be actively enabled and actively disabled.

[0044] The buffer position described is required for shunting operations on the hump and the so-called pushing and running off.

[0045] The hump is an infrastructure facility used to re-arrange train formations. The hump is divided into three basic areas: the entry group, the hump, and the directional track.

[0046] The train arrives in the entry group with the mainline locomotive. The mainline locomotive brakes the train and is uncoupled. A shunting locomotive is coupled to push the train over the hill. From the entry group, the train is pushed onto the mountain tracks, although these are not absolutely necessary. In the case shown schematically in FIG. 2, the entry group is the mountain track. Here, the train is "lengthened" (see area A in FIG. 2). The screw couplings are released but not unhooked. This allows the coupler to still absorb tractive forces. However, it can be unhooked when the train is unloaded, i.e., when the car bodies are not under tension.

[0047] During the "lengthening" process, the main air lines are also disconnected. This engages all brakes, should they have been released again, for example, by the shunting locomotive. In the final step, the brake control valves are bled. This releases the brakes again, allowing the car body to roll.

[0048] The train is now slowly pushed over the hump (see area B in FIG. 2). In modern systems, the locomotive or railcar is remotely controlled via a hump computer.

[0049] The crew has two tasks: the first is to monitor the process. In the event of a problem, an emergency stop is activated, stopping the locomotive or railcar. Since the couplers are not disengaged, the shunting locomotive can brake all car bodies to a stop during this slow journey.

[0050] The crew's second task is to unhook the couplings just before the apex of the hump. From this point on, the car body rolls down the slope. This involves not only individual car bodies, but also groups of cars rolling over the hump together.

[0051] The hump is followed by a group of switches (see area C in FIG. 2), which is automatically controlled by the hump computer so that the car body is guided into the correct directional track.

[0052] In modern systems, the speed of the rolling car bodies is monitored and automatically slowed to a low speed in the directional group by track brakes. In older systems, braking is achieved by manually setting brake shoes in the directional tracks. There are also hump variants where the train is not slowed down, but rather the couplers are uncoupled in the entry group. In these scenarios, braking via the locomotive is no longer possible; this is replaced by structural measures on the track.

[0053] Once the car bodies are positioned on the directional track (see area D in FIG. 2), they are pushed together either by a locomotive / railcar or by a car conveyor system. The car bodies are coupled, the mainline locomotive is attached, and after a successful brake test, the new train leaves the marshalling yard.

[0054] When replacing the screw coupler with an automatic train coupler, it must be placed in the buffer position before approaching the hill, during the entry group, or when driving up the hill. This allows the train to be pushed, and the car bodies will separate from each other on the hill and roll down separately. Without the buffer position, the car bodies would immediately couple when pushed, and all the car bodies would roll down the hill together.

[0055] Since the automatic train couplers are in the buffer position, they will not couple automatically on the directional track. It would be necessary to manually set the automatic train couplers to a ready-to-couple state and push the car bodies together in an additional step.

[0056] Therefore, an automatic release of the buffer position is required so that the car bodies can be pushed on the hill without coupling and in the directional track the buffer position is released and the car bodies couple automatically.

[0057] Activating the buffer position in an automatic train coupling is fundamentally simple. When the vehicle is stationary, the function is activated, for example, by pressing a button. Alternatively, the command is received via the data bus / train bus from the locomotive, a sequence control computer, or a remote control. This can also be done while the train is in motion.

[0058] However, releasing the buffer position is not trivial because, on the one hand, the car bodies are moving at this time and manual operation to release the buffer position is not possible, and, on the other hand, the car bodies roll down the slope without a locomotive and without a data bus / train bus and therefore cannot receive a command from the data bus / train bus.

[0059] The release of the buffer position should - if possible - happen automatically, between the moment the car body or car body group has released on the hill (see position X in FIG. 2) and the moment the car body hits a car body in the directional group (see area C in FIG. 2).

[0060] During the push-off and run-off process, the mainline locomotive is first replaced by a shunting locomotive, or a shunting locomotive is attached to the train set to be shunted. While the train is at a standstill, the car bodies to be shunted are uncoupled. The brake on the uncoupled car body is then released. The car body can then roll freely. The shunting locomotive pushes the car body and then brakes. The car body itself continues to roll. This process is called "push-off." To brake the car body, either brake shoes are placed on the track, or, in the case of cars with a brake platform for the handbrake, the handbrake is applied by a passenger while the train is rolling.

[0061] When replacing the screw coupler with an automatic train coupler, the coupler must be placed in the buffer position before pushing. This allows the train to be pushed, and the car bodies will detach when the locomotive decelerates. Without the buffer position, the car bodies would immediately couple when pushed.

[0062] Because the automatic couplers are in the buffer position, they will not automatically couple when two shunting car bodies collide. It would be necessary to manually set the automatic train couplers to a ready-to-couple state and push the car bodies together in an additional step.

[0063] Thus, an automatic release of the buffer position is required so that the car bodies can be pushed by the locomotive without coupling. However, if the car body hits the next car body, the buffer position must be released. As with the hump, activating the buffer position is easy, but releasing it again has the problem that the car body is moving and there is no data bus / train bus available to receive such a command.

[0064] It is therefore clear that the automatic deactivation of the buffer position is the critical element and is urgently needed for automated operation.

[0065] The basic control logic is that the buffer position is activated by a single command and remains active until it is deactivated.

[0066] Input variables include external commands via the data bus, especially the train bus, as well as internal measured variables. The buffer position is always activated externally via a manual switch or by a command via the data bus / train bus from the railcar or a hump control computer.

[0067] When releasing the buffer position, the problem arises that there is no data bus / train bus available at that moment, so the release command cannot be received by the railcar. Additional signal heads, for example, on the track at the hump, require additional electronics on the car to receive the signal. Furthermore, such signal heads would be stationary and therefore not applicable, or only to a limited extent, in push-off operation. The automatic system must therefore rely entirely on internal sensors and logic.

[0068] It is also crucial that the data bus / train bus remains available in running car groups, i.e. without a railcar, so that information can still be exchanged between the control devices of a car group, but no signals are received from the railcar as the master.

[0069] The electrical coupling (electrical contact coupling) of the automatic train coupling is designed so that, in push-pull operation with buffer position, the electrical and / or signaling connection is maintained via the electrical contact couplings, so that the data bus / train bus functions as long as the cars are pushed apart. Against this background, the invention is therefore based on the object of specifying a preferably automated or at least partially automated method for dissolving and reassembling a train formation, particularly in a push-off or re-shuttle process in a hump infrastructure.

[0070] This object is achieved according to the invention by the method according to independent patent claim 1, wherein advantageous developments of the method according to the invention are specified in dependent patent claims 2 to 12.

[0071] Accordingly, the invention relates in particular to a method for dissolving and reassembling a train formation, particularly in a push-off or push-off process in a hump infrastructure comprising a hill section and a directional track section. The train formation to be dissolving comprises several wagons, in particular freight wagons, and at least one railcar. Two adjacent wagons are each connected to each other via a coupling point, and the railcar is connected to the last wagon of the train formation via a coupling point, as seen in the direction of travel of the train formation to be dissolving. Each coupling point is formed by two automatic train couplings.

[0072] The method according to the invention comprises the following method steps: the train couplings of exactly one coupling point and in particular of exactly one coupling point between adjacent wagons are each brought into a buffer position; the wagons of the train assembly are pushed with the aid of the at least one railcar, at least partially or at least partially, onto the hillside area of ​​the hump infrastructure, preferably until the coupling point in its buffer position reaches the area of ​​the crest of the hillside area, so that the wagon or wagons roll / roll off the remaining train assembly or the railcar via the coupling point in its buffer position;and the train coupling of the carriage separated from the remaining train formation or from the power car, which faces the remaining train formation or the power car, or the train coupling of the last carriage of the carriages separated from the remaining train formation or the power car, which faces the remaining train formation or the power car, is moved from its buffer position to its ready-to-couple position;

[0073] According to further developments of the method according to the invention, it is provided that the train coupling arranged on the end region of the first car facing away from the railcar - seen in the direction of travel of the train combination to be dissolved - is in its ready-to-couple position or is brought into its ready-to-couple position.

[0074] Alternatively or additionally, it is conceivable that - with the exception of the train couplings of exactly one coupling point which are each brought into their buffer position - the train couplings of all other coupling points of the train formation to be dissolved are each in their coupled position or are brought into their coupled position.

[0075] According to implementations of the method according to the invention, it is provided that the train coupling of the carriage separated from the remaining train assembly or from the railcar, which faces the remaining train assembly or the railcar, or the train coupling of the last carriage of the carriages separated from the remaining train assembly or the railcar, which faces the remaining train assembly or the railcar, is automatically moved from its buffer position to its ready-to-couple position, namely after or during the coupling of the separated carriage or carriages with a carriage located in a directional track of the directional track area of ​​the hump infrastructure, into which the carriage separated from the remaining train assembly or the railcar rolls or into which the carriages separated from the remaining train assembly or the railcar roll.

[0076] In a further development of the last-mentioned preferred implementation, it is provided that when the separated wagon or wagons are coupled with the wagon located in the direction track, an identifier is exchanged between the wagons.

[0077] In this context, it is particularly conceivable that the train coupling of the carriage separated from the remaining train formation or from the railcar or the train coupling of the last carriage of the carriages separated from the remaining train formation or from the railcar is automatically moved from its buffer position to its ready-to-couple position after the exchange of the identification or the identifier.

[0078] According to further developments of the method according to the invention, it is provided that in a directional track of the directional track area of ​​the hump infrastructure, into which the carriage separated from the remaining train or the railcar rolls or the carriages separated from the remaining train or the railcar roll, there is already at least one carriage, at the opposite end areas of which an automatic train coupling is attached, wherein the train coupling facing the mountain area of ​​the hump infrastructure is in its ready-to-couple position or is brought into the ready-to-couple position.

[0079] In this case, it is advisable that there are several wagons in the directional track of the directional track area of ​​the hump infrastructure, into which the wagon separated from the remaining train or the railcar rolls or into which the wagons separated from the remaining train or the railcar roll, with two adjacent wagons each being connected to each other via a coupling point.

[0080] According to further developments of the method according to the invention, it is further provided that it is preferably automatically determined whether the carriage separated from the remaining train combination or the railcar or the carriages separated from the remaining train combination or the railcar rolls / rolls into a directional track of the directional track area of ​​the hump infrastructure in which there is not yet a carriage and in particular not yet a carriage in the position ready for coupling.

[0081] In a further development of this aspect, it is provided that when it is determined that the carriage or carriages separated from the remaining train or the railcar are rolling into / rolling towards a directional track in the directional track area of ​​the hump infrastructure in which there is not yet a carriage and in particular not yet a carriage in the ready-to-couple position, the train coupling of the carriage separated from the remaining train or the railcar, which faces the remaining train or the railcar, or the train coupling of the last carriage of the carriages separated from the remaining train or the railcar, which faces the remaining train or the railcar, is automatically moved from its buffer position into its ready-to-couple position.

[0082] Alternatively or additionally to this, it can be provided that in order to preferably automatically determine whether the carriage separated from the remaining train or the railcar or the carriages separated from the remaining train or the railcar rolls / rolls into a directional track of the directional track area of ​​the hump infrastructure in which there is not yet a carriage and in particular not yet a carriage in the ready-to-couple position, it is preferably determined, in particular via a pressure sensor or via a pressure switch, whether the carriage separated from the remaining train or the railcar or the carriages separated from the remaining train or the railcar is / are being pushed.

[0083] In particular, it is conceivable in this context that, in order to preferably automatically determine whether the carriage or carriages separated from the remaining train or the railcar rolls / roll into a directional track of the directional track area of ​​the hump infrastructure in which there is not yet a carriage and in particular not a carriage in the ready-to-couple position, a distance travelled by the carriage separated from the remaining train or the railcar or carriages separated from the remaining train or the railcar since the end of a pushing operation is determined, preferably via a global or local positioning system and / or via a wheel sensor system, wherein if the determined distance exceeds a pre-determined or determinable distance,the train coupling of the carriage separated from the remaining train or the railcar or the train coupling of the last carriage of the carriages separated from the remaining train or the railcar is automatically or optionally automatically moved from its buffer position to its ready-to-couple position.

[0084] Alternatively or additionally to this, it can be provided that in order to preferably automatically determine whether the carriage separated from the remaining train or the railcar or the carriages separated from the remaining train or the railcar rolls / rolls into a directional track of the directional track area of ​​the hump infrastructure in which there is not yet a carriage and in particular not yet a carriage in the ready-to-couple position, it is preferably determined, in particular via a pressure sensor or pressure switch, whether the carriage separated from the remaining train or the railcar or the carriages separated from the remaining train or the railcar is / are being pushed.

[0085] In particular, it is conceivable in this context that, in order to preferably automatically determine whether the carriage or carriages separated from the remaining train or the railcar rolls / roll into a directional track of the directional track area of ​​the hump infrastructure in which there is not yet a carriage and in particular not a carriage in the ready-to-couple position, a time period elapsed by the carriage or carriages separated from the remaining train or the railcar since the end of a pushing operation is determined, wherein if the determined time period exceeds a predetermined or definable time period,the train coupling of the carriage separated from the remaining train or the railcar or the train coupling of the last carriage of the carriages separated from the remaining train or the railcar is automatically or optionally automatically moved from its buffer position to its ready-to-couple position.

[0086] The invention further relates to an automatic train coupling according to the independent patent claim 13. Accordingly, this is, in particular, an automatic train coupling, in particular for a freight wagon of a track-guided vehicle, in particular a rail vehicle. The automatic train coupling comprises a coupling head with at least one coupling element, wherein the coupling head with the at least one coupling element is, in particular, optionally or as required, in an uncoupled and ready-to-couple position or in a coupled position.

[0087] The coupling head with the at least one coupling element is in particular selectively or as required further operable in a buffer position in which the coupling head with the at least one coupling element is in an uncoupled and not ready-to-couple position, wherein the automatic train coupling further comprises an electrical contact coupling which is designed to form an electrical and / or signaling connection with an electrical contact coupling of a counter-train coupling, regardless of the position of the coupling head of the automatic train coupling, when the coupling heads of the train coupling and the counter-train coupling abut one another.

[0088] Finally, the present invention relates to a train assembly according to the independent claim 14.

[0089] This is a train combination which has a plurality of wagons, in particular freight wagons, and a railcar, wherein two adjacent wagons are each connected to one another via a coupling point, wherein the railcar - seen in the direction of travel of the train combination - is connected to the last wagon of the train combination via a coupling point, wherein each coupling point is formed by two automatic train couplings, and wherein the railcar has a control device which is designed to communicate with control devices of the automatic train couplings of the wagons of the train combination via a data bus, in particular designed as a train bus.

[0090] The control device of the railcar and / or the control devices of the cars of the train set are / are particularly designed to carry out the method according to the invention of the type described above. In particular, it is conceivable in this context that the two automatic train couplings at each coupling point are each designed as an automatic train coupling of the type described above.

[0091] In brief, the invention is particularly distinguished by the fact that only one coupling point is placed in buffer position at a time. This is triggered either by the operator at the hump or by the hump control computer. The command is sent to the corresponding coupling point via the railcar and the data bus / train bus.

[0092] If any coupling in the train now changes its status, all buffer positions are canceled. This always applies to both the departing car or group of cars, as well as to the rest of the train. Only the coupling point that is actively placed in buffer position may maintain this buffer position; however, all other couplings automatically lose their buffer position and enter the ready-to-couple state.

[0093] The term "superordinate train control" used herein refers to a control device assigned to the railcar of the train. However, the term "superordinate control device" also refers to control devices located outside the railcar, for example, a control device located in a signal box.

[0094] The invention is described in more detail below with reference to the accompanying drawings using a specific embodiment.

[0095] They show:

[0096] FIG. 1 shows schematically the electrical architecture of a freight wagon equipped with an automatic train coupling;

[0097] FIG. 2 schematically shows a hump infrastructure for dissolving and reassembling a train assembly, particularly in a push-off or push-off process;

[0098] FIG. 3 schematically shows different situations in the inventive

[0099] Method for dissolving and reassembling a train assembly, in particular in a push-off or push-off process in a

[0100] hump infrastructure; and

[0101] FIG. 4 schematically shows various situations of the method according to the invention for dissolving and reassembling a train assembly, in particular in a push-off or pushing-off process in a hump infrastructure.

[0102] FIG. 1 shows a schematic diagram of the electrical architecture of a freight wagon equipped with an automatic train coupling.

[0103] At each end of the car, there is an automatic train coupler 10 with a corresponding coupling head and an electronic control unit (CCU). The electronic control unit (CCU) controls the function of the coupler and is designed to operate the sensors and actuators of the train coupler 10. In addition, a WCU car control unit is installed in each car body.

[0104] The WCU car control unit communicates via the data bus / train bus with the railcar and the other car bodies and via an internal bus 11 with the two electronic control units CCU of the automatic train coupling 10 mounted at both car ends. The WCU car control unit receives the commands for uncoupling and buffer position and forwards them to the corresponding electronic control units of the two automatic train couplings 10.

[0105] FIG. 2 schematically shows a hump infrastructure for dissolving and reassembling a train assembly, particularly in a push-off or push-off process.

[0106] Freight trains, especially wagonload transport, consist of individual freight cars with different origins and destinations. The individual freight cars or entire groups of cars are repeatedly divided and reconnected in marshalling yards (also known as "Verschiebebahnhöfe" in Austria) according to their route.

[0107] A simple transport operation involves 14 uncoupling and coupling processes; on average, this number is much higher. Shunting yards are strategically distributed within the rail network.

[0108] In the entry group (see area A in FIG. 2) and the hump / roll-off hump (see area B in FIG. 2) freight trains are separated and in the directional group (see area D in FIG. 2) they are reassembled.

[0109] The present invention is particularly concerned with the automated separation and reassembly of freight trains. The actions required to separate the previously used screw coupling are summarized as "lengthening" and "uncoupling." This classification is useful because, depending on the topology of the discharge / uncoiling hump, the respective activities are currently performed at different locations in the marshalling yard.

[0110] The lengthening always takes place in the break-in group on a stationary train. It includes the following activities:

[0111] Positioning along the train in the entry group up to 750 m long;

[0112] ■ Identification of the connections that need to be resolved;

[0113] ■ Operating the release cable, ie releasing the compressed air brake;

[0114] ■ Close the compressed air shut-off valves;

[0115] ■ Open the brake hoses and unscrew the screw coupling.

[0116] Uncoupling takes place either immediately after the train is extended while the train is stationary, or shortly before rolling off, but then while the train is moving. It includes the following activities:

[0117] ■ Checking the separation point; and

[0118] ■ Unhooking the coupling bracket from the tow hook.

[0119] All of these activities are still performed by shunting / shuttle personnel, requiring considerable physical effort. This shunting is time-consuming, costly, and dangerous. Accordingly, the invention specifically addresses the problem of providing an automation capability for the separation process while also complying with geometric, kinematic, mechanical, and labor law constraints.

[0120] In particular, the problem addressed here is that the formation of a train and the preparation of the train for departure in rail freight transport are still a time-consuming undertaking.

[0121] Depending on local conditions and train composition, shunting personnel may have to walk the length of the train six times, performing manual tasks. While coupling the wagons is a time-consuming task, it is only one of several tasks.

[0122] Thus, while the workload required to form a train can be reduced using an automatic coupling, shunting personnel still have to perform other tasks on the train. This clearly demonstrates that only a holistic approach to automating operational processes in train preparation is effective.

[0123] One aspect of the present invention therefore also relates in particular to the aspect of providing an automatic coupling for rail freight transport which is optimized in particular with regard to the train formation effort.

[0124] Specifically, in step S1 in FIG. 3, the train is pushed up the hill. The last coupler in car 1 is in the ready-to-couple position. All other couplers are coupled. Then, in step S2, the coupling point between car 1 and car 2 is moved to the buffer position. All other buffer positions would be canceled; since none exist, nothing further happens.

[0125] In step S3, wagon 1 rolls off. In step S4, the departing wagon 1 encounters a stationary wagon on the directional track and couples with it. The coupling process releases the rear buffer position. At the same time, the buffer position is activated at the coupling point between wagon 2 and wagon 3 in the train set. Step S3 is now repeated in step S5 and is repeated until the entire train set is over the hill.

[0126] A significant advantage of this solution is when departing carriages bounce, for example, in FIG. 3, step S2, carriage 1 runs back into carriage 2. Then the buffer position is maintained, and the bouncing has no effect on the process.

[0127] For the process to work, a car with a ready-to-couple coupling must already be on the directional track.

[0128] As shown schematically in FIG. 4, the first car rolling into an empty directional track does not collide with any car. There is no impulse to release the buffer position of the first car at the end. This is shown in step S3 in FIG. 4 with regard to car 1. The coupler in the buffer position remains in this position. If another car runs into car 1 in steps S3 and step S4 according to FIG. 4, a coupler ready to couple will collide with a car in the buffer position. Therefore, no coupling takes place. Car 2 also receives no impulse to release the buffer position and the problem persists (see step S5 in FIG. 4). Additional logic is therefore required to release the buffer position when a car rolls into an empty directional track.

[0129] The present invention offers various approaches to solving this problem.

[0130] Solution approach 1:

[0131] As soon as two wagons collide, the electrical connection is closed via the corresponding electrical contact couplings, and the wagons can exchange their identifiers (IDs). All electronic control devices of the wagons know which coupling partner the wagons were coupled to on the hill. If a new coupling partner encounters the wagon, the buffer position on all couplings is released. For example, in step S5 in FIG. 4, wagon 2 encounters wagon 1. The electrical contact couplings are short-circuited, the identifiers are exchanged, and thus the buffer position on both wagons is released. From now on, the process according to FIG. 3 can proceed.

[0132] REPLACEMENT SHEET (RULE 26) Solution approach 2:

[0133] The couplings are equipped with a pressure sensor or pressure switch that detects whether the coupling is being pushed, i.e., whether the buffer position is being used for pushing. The system also detects the distance traveled. This information can be measured via GPS or wheel revolutions.

[0134] As soon as a wagon with the buffer position activated moves a distance X (configurable, for example, one wagon length) without pressure being applied to the coupling (over the entire distance), the buffer position is automatically released. This detects that the wagon has separated from the remaining train and is rolling freely. This is the signal to release the buffer position, so that a new coupling in or with a new wagon combination is expected next.

[0135] Solution approach 3:

[0136] In the third approach, the buffer position is deactivated after a period of no pressure. The couplings are equipped with a pressure sensor that measures whether the coupling is being pushed, i.e., whether the buffer position is being used for a pushing operation. If the trolley is not pushed for a configured period of time, i.e., no pressure is measured on the coupling, the buffer position is deactivated.

[0137] Solution approach 4:

[0138] As an alternative to the previously mentioned solutions, it is also conceivable that the logic of solutions 2 and 3 are switched on and off when the buffer position is activated. A sequence control computer or operator knows whether a wagon is already on the direction track and the additional function for deactivating the buffer position is required. If this is not required, the logic can be switched off.

[0139] The invention is not limited to the embodiments shown in the drawings, but results from a synopsis of all features disclosed herein.

[0140] REPLACEMENT SHEET (RULE 26)

Claims

Patent claims Method for dissolving and reassembling a train formation, in particular in a push-off or pushing-off process in a hump infrastructure having a hill area and a directional track area, wherein the train formation to be dissolved comprises a plurality of wagons (11), in particular freight wagons, and at least one railcar, wherein two adjacent wagons (11) are each connected to one another via a coupling point, and wherein the railcar - viewed in the direction of travel of the train formation to be dissolved - is connected to the last wagon (11) of the train formation via a coupling point, wherein each coupling point is formed by two automatic train couplings (10), and wherein the method comprises the following method steps: the train couplings (10) of exactly one coupling point and in particular of exactly one coupling point between adjacent wagons (11) are each brought into a buffer position;the carriages (11) of the train are pushed with the aid of at least one railcar, at least partially or in part, onto the hillside area of ​​the hump infrastructure, preferably until the coupling point in its buffer position reaches the area of ​​the crest of the hillside area, so that the carriage (11) or carriages (11) roll off the remaining train or the railcar via the coupling point in its buffer position; and the train coupling (10) of the carriage separated from the remaining train or from the railcar, which faces the remaining train or the railcar, or the train coupling (10) of the last carriage of the carriages (11) separated from the remaining train or the railcar, which faces the; remaining train or the railcar, is brought from its buffer position into its ready-to-couple position. Method according to claim 1, wherein the train coupling (10) arranged at the end region of the first car facing away from the railcar - viewed in the direction of travel of the train to be separated - is in its ready-to-couple position or is brought into its ready-to-couple position. Method according to claim 1 or 2, wherein - with the exception of the train couplings (10) of exactly one coupling point which are each brought into their buffer position - the train couplings (10) of all other coupling points of the train to be separated are each in their coupled position or are brought into their coupled position. Method according to one of claims 1 to 3, wherein the train coupling (10) of the car separated from the remaining train or from the railcar, which faces the remaining train or the railcar, or the train coupling (10) of the last car of the cars (11) separated from the remaining train or the railcar, which faces the remaining train or the railcar, is automatically moved from its buffer position to its ready-to-couple position, namely after or during the coupling of the separated car or cars (11) with a car (11) located in a directional track of the directional track area of ​​the hump infrastructure, into which the car (11) separated from the remaining train or the railcar rolls or into which the cars (11) separated from the remaining train or the railcar roll. Method according to claim 4, wherein during the coupling of the separated car or cars (11) with the wagon (11) located in the direction track, an identification or an identifier is exchanged between the wagons (11). Method according to claim 5, wherein the train coupling (10) of the car separated from the remaining train combination or from the railcar or the train coupling (10) of the last car of the cars (11) separated from the remaining train combination or the railcar is automatically moved from its buffer position to its ready-to-couple position after the exchange of the identification or the identifier.Method according to one of claims 1 to 6, wherein in a directional track of the directional track area of ​​the hump infrastructure, into which the carriage (11) separated from the remaining train assembly or the railcar rolls or the carriages (11) separated from the remaining train assembly or the railcar roll, there is already at least one carriage (11), at the opposite end areas of which an automatic train coupling (10) is attached, wherein the train coupling (10) facing the hill area of ​​the hump infrastructure is in its ready-to-couple position or is brought into the ready-to-couple position.Method according to claim 7, wherein a plurality of cars (11) are located in the directional track of the directional track area of ​​the hump infrastructure, into which the car (11) separated from the remaining train or the railcar rolls, or into which the cars (11) separated from the remaining train or the railcar roll, wherein two adjacent cars (11) are each connected to one another via a coupling point. Method according to one of claims 1 to 8, wherein it is further preferably automatically determined whether the car (11) separated from the remaining train or the railcar, or the cars (11) separated from the remaining train or the railcar, roll into / roll into a directional track of the directional track area of ​​the hump infrastructure in which no car (11) is yet located, and in particular no car (11) that is yet in the ready-to-couple position. Method according to claim 9, wherein, when it is determined that the carriage (11) separated from the remaining train or the railcar or the carriages (11) separated from the remaining train or the railcar roll(s) into a directional track of the directional track area of ​​the hump infrastructure in which no carriage (11) is yet located, and in particular no carriage (11) in the ready-to-couple position is yet located, the train coupling (10) of the carriage separated from the remaining train or the railcar, which faces the remaining train or the railcar, or the train coupling (10) of the last carriage of the carriages (11) separated from the remaining train or the railcar, which faces the remaining train or the railcar, is automatically moved from its buffer position to its ready-to-couple position. Method according to claim 9 or 10, wherein for the preferably automatic determination,whether the carriage (11) separated from the remaining train or the railcar or the carriages (11) separated from the remaining train or the railcar rolls / rolls into a directional track of the directional track area of ​​the hump infrastructure in which there is not yet a carriage (11) and in particular not yet a carriage (11) in the ready-to-couple position, in particular via a pressure sensor or via a pressure switch, whether the carriage (11) separated from the remaining train or the railcar or the carriages (11) separated from the remaining train or the railcar is / are being pushed; and wherein for the preferably automatic determination,whether the carriage (11) separated from the remaining train or the railcar or the carriages (11) separated from the remaining train or the railcar rolls / rolls into a directional track of the directional track area of ​​the hump infrastructure in which there is not yet a carriage (11) and in particular not yet a carriage (11) in the coupling-ready position, preferably via a global or a local positioning system and / or via a, Wheel sensor system, a distance traveled by the carriage (11) separated from the remaining train or the railcar or by the carriages (11) separated from the remaining train or the railcar since the end of a pushing operation is determined, wherein, if the determined distance exceeds a predetermined or definable distance, the train coupling (10) of the carriage separated from the remaining train or the railcar or the train coupling (10) of the last carriage of the carriages (11) separated from the remaining train or the railcar is automatically or optionally automatically moved from its buffer position to its ready-to-couple position. Method according to one of claims 9 to 11, wherein for the preferably automatic determination,whether the carriage (11) separated from the remaining train or the railcar or the carriages (11) separated from the remaining train or the railcar rolls / roll into a directional track of the directional track area of ​​the hump infrastructure in which there is not yet a carriage (11) and in particular not yet a carriage (11) in the ready-to-couple position, in particular via a pressure sensor or pressure switch, it is preferably determined whether the carriage (11) separated from the remaining train or the railcar or the carriages (11) separated from the remaining train or the railcar are being pushed; and wherein for the preferably automatic determination of whether the carriage (11) separated from the remaining train or the railcar or the carriages (11) separated from the remaining train or the railcar rolls / roll into a directional track of the directional track area of ​​the hump infrastructure,in which there is not yet a carriage (11) and in particular not yet a carriage (11) in the ready-to-couple position, a time period elapsed by the carriage (11) separated from the remaining train or the railcar or by the carriages (11) separated from the remaining train or the railcar since the end of a pushing operation is determined, wherein, if the determined time period exceeds a predetermined or definable time period, the train coupling (10) of the carriage separated from the remaining train or the, The train coupling (10) of the last car of the car (11) separated from the remaining train or the train car is automatically or selectively automatically moved from its buffer position to its ready-to-couple position. An automatic train coupling (10), in particular for a freight car of a track-guided vehicle, in particular a rail vehicle, wherein the automatic train coupling (10) comprises: a coupling head with at least one coupling element, wherein the coupling head with the at least one coupling element is in a decoupled and ready-to-couple position or in a coupled position, in particular selectively or as needed, wherein the coupling head with the at least one coupling element is further operable, in particular selectively or as needed, in a buffer position, in which the coupling head with the at least one coupling element is in a decoupled and not ready-to-couple position,wherein the automatic train coupling (10) further comprises an electrical contact coupling which is designed to form an electrical and / or signaling connection with an electrical contact coupling of a counter-train coupling (10), regardless of the position of the coupling head of the automatic train coupling (10), when the coupling heads of the train coupling (10) and the counter-train coupling (10) abut one another. A train assembly, wherein the train assembly comprises a plurality of wagons (11), in particular freight wagons, and a railcar, wherein two adjacent wagons (11) are each connected to one another via a coupling point, wherein the railcar - viewed in the direction of travel of the train assembly - is connected to the last wagon (11) of the train assembly via a coupling point, wherein each coupling point is formed by two automatic train couplings (10), and wherein the railcar has a control device which is designedto communicate via a data bus, in particular designed as a train bus, with control devices of the automatic train couplings (10) of the carriages (11) of the train, and wherein the control device of the railcar and / or the control devices of the carriages (11) of the, Train assembly is / are designed to carry out the method according to one of claims 1 to 12. Train assembly according to claim 14, wherein the two automatic train couplings (10) per coupling point are each designed as an automatic train coupling (10) according to claim 13.

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