Method for coupling and decoupling a rail vehicle
Patent Information
- Application Number
- EP2024713922
- Authority / Receiving Office
- EP · EP
- Patent Type
- Applications
- Current Assignee / Owner
- Priority Date
- 2023-03-30
- Filing Date
- 2024-03-04
- Publication Date
- 2025-11-19
AI Technical Summary
Current methods for coupling and uncoupling rail vehicles are limited to stationary operations, which restricts efficiency and flexibility, particularly in terms of travel time and energy usage.
A method and system that enable rail vehicles equipped with Scharfenberg couplings to be coupled or uncoupled while moving by determining the feasibility of the request based on kinematic variables, speed, and other conditions, and generating control signals to manage the movement for efficient coupling or uncoupling.
This approach allows for efficient coupling and uncoupling while reducing travel time and enabling energy savings by automatically switching off unnecessary rail vehicles, enhancing operational flexibility and modernizing the process.
Smart Images
Figure EP2024055593_03102024_PF_FP_ABST
Abstract
Description
[0001] Description
[0002] Method for coupling and uncoupling a rail vehicle
[0003] The invention relates to a method, a device and a system for coupling and uncoupling a rail vehicle having a coupling with or from another rail vehicle having another coupling, a rail vehicle, a computer program and a machine-readable storage medium.
[0004] It is known that passenger trains are only coupled and separated when stationary.
[0005] The object underlying the invention is to provide a concept for coupling and uncoupling a rail vehicle having a coupling, in particular a Scharfenberg coupling, with or from another rail vehicle having a further coupling, in particular a Scharfenberg coupling.
[0006] This object is achieved by means of the respective subject matter of the independent claims. Advantageous embodiments of the invention are the subject matter of respective dependent subclaims.
[0007] According to a first aspect, a method is provided for coupling and uncoupling a rail vehicle having a coupling, in particular a Scharfenberg coupling, with or from a further rail vehicle having a further coupling, in particular a Scharfenberg coupling, comprising the following steps: receiving a request to couple or uncouple the rail vehicle with or from the further rail vehicle, determining whether the request can be complied with, if so, generating control signals for controlling a movement of the rail vehicle based on the request in order to couple the rail vehicle with the further rail vehicle or to uncouple the rail vehicle from the further rail vehicle in accordance with the request, and outputting the control signals, in particular outputting the control signals to a train control device of the rail vehicle.
[0008] According to a second aspect, a device is provided for coupling and uncoupling a rail vehicle having a coupling, in particular a Scharfenberg coupling, with or from another rail vehicle having a further coupling, in particular a Scharfenberg coupling, comprising: an input configured to receive a request to couple or uncouple the rail vehicle with or from the further rail vehicle, a processor device configured to determine whether the request can be complied with, a generating device configured to generate control signals for controlling a movement of the rail vehicle based on the request if the request can be complied with, in order to couple the rail vehicle with the further rail vehicle or to uncouple the rail vehicle from the further rail vehicle in accordance with the request, and an output,which is set up to output the control signals, in particular to a train control unit of the rail vehicle.,
[0009] According to a third aspect, a system is provided for coupling and uncoupling a rail vehicle having a coupling, in particular a Scharfenberg coupling, with or from a further rail vehicle having a further coupling, in particular a Scharfenberg coupling, comprising: a train control device and the device according to the second aspect.
[0010] According to a fourth aspect, a rail vehicle is provided, comprising: a coupling, in particular a Scharfenberg coupling, and the device according to the second aspect or the system according to the third aspect.
[0011] According to a fifth aspect, a computer program is provided, comprising instructions which, when the computer program is executed by a computer, for example by the device according to the second aspect and / or by the system according to the third aspect, cause the computer to carry out a method according to the first aspect.
[0012] According to a sixth aspect, a machine-readable storage medium is provided on which the computer program according to the fifth aspect is stored.
[0013] The invention is based on the finding that the above object is achieved in that, upon receipt of a request to couple or uncouple the rail vehicle with or from the other rail vehicle, it is first determined whether the request can be complied with, and if so, a movement of the rail vehicle is automatically controlled by outputting corresponding control signals in such a way that it couples with or uncouples from the other rail vehicle. This means, for example, that coupling and uncoupling not only takes place when the vehicle is stationary, but also while the rail vehicle is moving. In comparison to the known prior art, the concept described here can also provide for coupling and uncoupling while the rail vehicle and / or the other rail vehicle are moving. A moving rail vehicle can therefore be coupled or uncoupled.
[0014] In particular, the following advantages can be achieved: a travel time saving compared to coupling or uncoupling when stationary, a modern appearance of coupling or uncoupling while moving, energy saving when a (further) rail vehicle that is no longer required is automatically parked after uncoupling. In summary, the technical advantage is achieved in particular that a concept for the concept for coupling and uncoupling a rail vehicle having a coupling, in particular a Scharfenberg coupling, with or from another rail vehicle having another coupling, in particular a Scharfenberg coupling.
[0015] A coupling, as defined in this description, is a device for connecting or coupling rail vehicles. A coupling, as defined in this description, is, for example, an automatic or semi-automatic coupling. An automatic coupling is understood to be a coupling designed to automatically establish and separate a connection between two rail vehicles. A semi-automatic coupling is understood to be a coupling designed to automatically establish a connection between two rail vehicles, although this connection must be separated manually.
[0016] A coupling in the sense of the description is, for example, a central buffer coupling.
[0017] A coupling in the sense of the description is, for example, a Scharfenberg coupling.
[0018] An automatic coupling in the sense of the description is, for example, a digital automatic coupling (DAK).
[0019] Coupling means that the two rail vehicles are connected using their respective couplings. Coupling is, for example, an automatic coupling. This means that the two rail vehicles are automatically coupled together. In this case, the two couplings are semi-automatic and automatic, respectively.
[0020] Coupling mechanically connects the two rail vehicles. Coupling connects, for example, a power line of one rail vehicle with another power line of another rail vehicle. Coupling connects, for example, a data line of one rail vehicle with another data line of another rail vehicle. Coupling connects, for example, an air line of a braking system of one rail vehicle with another air line of a braking system of another rail vehicle.
[0021] Uncoupling means that the two coupled rail vehicles separate or detach from each other by opening or separating the coupling connection formed by the two couplings. Uncoupling, for example, is an automatic uncoupling, whereby in this case the couplings are each an automatic coupling.
[0022] Uncoupling mechanically separates the two rail vehicles. Uncoupling separates, for example, a power line of one rail vehicle from another power line of the other rail vehicle. Uncoupling separates, for example, a data line of one rail vehicle from another data line of the other rail vehicle. Uncoupling separates, for example, an air line of a braking system of one rail vehicle from another air line of a braking system of the other rail vehicle.
[0023] In one embodiment of the method, if the request can be met, a coupling control request is generated to control the coupling based on the request, in order to control the coupling based on the request, in order to couple the rail vehicle to the other rail vehicle in accordance with the request, or to uncouple the rail vehicle from the other rail vehicle, wherein the coupling control request is output, in particular output to a train control unit of the rail vehicle. This provides the technical advantage, for example, that coupling and uncoupling can be carried out efficiently.
[0024] In one embodiment of the method, it is provided that at least one respective kinematic variable of the two rail vehicles is received, wherein it is determined based on the received kinematic variables whether the request can be complied with.
[0025] This provides the technical advantage, for example, of being able to efficiently determine whether the request can be complied with.
[0026] A kinematic quantity in the sense of the description is, for example, one of the following kinematic quantities: position, speed, acceleration, jerk.
[0027] In one embodiment of the method, it is provided that at least a respective location and a respective speed are received as kinematic variables, wherein based on the respective location and the respective speed of the two rail vehicles, a coupling location and / or a coupling distance is determined according to the request, at which and / or within which coupling would take place, or an uncoupling location and / or an uncoupling distance is determined at which and / or within which uncoupling would take place, wherein based on the coupling location and / or the coupling distance or based on the uncoupling location and / or the uncoupling distance, it is determined whether the request can be complied with.
[0028] This provides the technical advantage, for example, of efficiently determining whether the request can be complied with. If, for example, the coupling location or the coupling route or the uncoupling location or the uncoupling route are not suitable for coupling or uncoupling, it is determined that the request cannot be complied with.
[0029] In one embodiment of the method, it is provided that at least one respective speed is received as kinematic variables, wherein based on the respective speed it is determined whether the coupling or uncoupling would be carried out below a predefined maximum speed in accordance with the request, wherein based on a corresponding result it is determined whether the request can be complied with.
[0030] This provides the technical advantage of efficiently determining whether the request can be complied with. If, for example, the respective speed is greater than or equal to the predefined maximum speed, it is determined that the request cannot be complied with.
[0031] In one embodiment of the method, it is provided that, based on the received kinematic variables, a force acting on the rail vehicle and / or on the further rail vehicle and / or an acceleration of the rail vehicle and / or the further rail vehicle and / or a kinematic energy of the rail vehicle and / or the further rail vehicle and / or a kinematic energy difference between the rail vehicle and the further rail vehicle and / or a jerk of the rail vehicle and / or the further rail vehicle and / or a difference between two corresponding kinematic variables are determined according to the request at the moment of coupling or uncoupling, wherein it is determined whether the request can be complied with based on the respective determination.
[0032] This provides, for example, the technical advantage of efficiently determining whether the request can be complied with. One embodiment of the method provides for the respective determination to be compared with preconfigured threshold values, with the respective comparisons being used to determine whether the request can be complied with.
[0033] This provides the technical advantage of efficiently determining whether the request can be met. If, for example, one or more or all of the determined values are greater than or equal to the respective preconfigured thresholds, it is determined that the request cannot be met.
[0034] This means, for example, that it is intended that only if all comparisons have shown that the determined value is less than or equal to the respective preconfigured threshold, it is determined that the request can be complied with.
[0035] If, for example, the respective speed is less than or less than or equal to the predefined maximum speed, it is specified that the request can be complied with even if a kinematic energy of the rail vehicle and / or the other rail vehicle and / or even if a kinematic energy difference between the rail vehicle and the other rail vehicle and / or even if an acceleration of the rail vehicle and / or the other rail vehicle and / or even if an acceleration difference between the rail vehicle and the other rail vehicle is greater than or greater than or equal to the respective preconfigured threshold value.
[0036] Thus, for example, there may be one or more kinematic variables that may be greater than the preconfigured thresholds, whereby it is specified that the request can still be complied with as long as one or more other kinematic variables are always below the preconfigured thresholds. Below a certain speed, for example, larger energy / acceleration differences may be permissible with regard to coupling and / or uncoupling, so that in this case, for example, the request can still be complied with.
[0037] The preconfigured thresholds are calculated, for example, depending on the design of the rail vehicle and / or the coupler itself, so that it can withstand coupling at a differential speed of, for example, 3 km / h and / or x kilonewtons and / or y kilojoules. For example, typically lower comfort values can be defined (e.g., for the jerk zm / s3 felt in the rail vehicle). These values can be different, for example, for trains occupied by passengers, those occupied only by railway personnel, or completely unoccupied.
[0038] In one embodiment of the method, it is provided that a respective loading state of the rail vehicle and / or of the further rail vehicle is received, wherein it is determined based on the loading state(s) whether the request can be complied with.
[0039] This provides the technical advantage of efficiently determining whether the request can be complied with. For example, if the respective load condition is greater than or equal to a predefined or preconfigured load condition threshold, it is determined that the request cannot be complied with.
[0040] In one embodiment of the method, at least one respective feature of the rail vehicle and / or the additional rail vehicle is received, and based on the feature(s), it is determined whether the request can be complied with. This provides, for example, the technical advantage of being able to efficiently determine whether the request can be complied with.
[0041] In one embodiment of the method, it is provided that the at least one respective feature is an element selected from the following group of features: train protection system version, coupling type, ATO system version, coupling status.
[0042] This provides the technical advantage, for example, that particularly suitable features can be taken into account in order to determine whether the request can be met.
[0043] The abbreviation “ATO” stands for “Automatic Train Operation”.
[0044] A coupling status indicates whether the rail vehicles are coupled, i.e. connected to each other, or uncoupled, i.e. separated from each other.
[0045] In one embodiment of the method, it is provided that weather data are received which describe the weather in the surroundings of the rail vehicle and the other rail vehicle, wherein it is determined based on the weather data whether the request can be complied with.
[0046] This provides the technical advantage of efficiently determining whether the request can be met. If, for example, the weather conditions are outside a preconfigured acceptable range, the system determines that the request cannot be met.
[0047] In one embodiment of the method, a gradient of a railway line on which the rail vehicle and the other rail vehicle are being guided is determined, and based on the gradient, it is determined whether the request can be complied with. This provides the technical advantage, for example, of being able to efficiently determine whether the request can be complied with. If, for example, the gradient is greater than or equal to a preconfigured gradient threshold, it is determined that the request cannot be complied with.
[0048] In one embodiment of the method, it is provided that the control signals for controlling a movement of the rail vehicle are generated by an ATO system of a train protection system of the rail vehicle and output to a train control unit of the rail vehicle, so that the train control unit can control or controls the movement of the rail vehicle based on the control signals.
[0049] This results in the technical advantage that the movement of the rail vehicle can be or is controlled efficiently.
[0050] The controlling step is explicitly included in one embodiment of the method. In one embodiment, this step is not included in the method.
[0051] A rail vehicle within the meaning of the description includes, for example, a train protection system.
[0052] A train protection system within the meaning of the description includes, for example, an ATO system.
[0053] In one embodiment of the device, it is provided that the generating device is configured, if the request can be complied with, to generate a coupling control request for controlling the coupling based on the request, in order to control the coupling based on the request, in order to couple the rail vehicle to the further rail vehicle in accordance with the request or to uncouple the rail vehicle from the further rail vehicle, wherein the output is configured to output the coupling control request, in particular to output it to a train control device of the rail vehicle.
[0054] In one embodiment of the device, it is provided that the input is configured to receive at least one respective kinematic variable of the two rail vehicles, wherein the processor device is configured to determine, based on the received kinematic variables, whether the request can be complied with.
[0055] In one embodiment of the device it is provided that the input is set up to receive at least one respective location and one respective speed as kinematic variables, wherein the processor device is set up to determine, based on the respective location and the respective speed of the two rail vehicles, a coupling location and / or a coupling distance at which and / or within which coupling would take place, or to determine an uncoupling location and / or an uncoupling distance at which and / or within which uncoupling would take place, wherein the processor device is set up to determine, based on the coupling location and / or the coupling distance or based on the uncoupling location and / or the uncoupling distance, whether the request can be complied with.
[0056] In one embodiment of the device, it is provided that the input is configured to receive at least one respective speed as kinematic variables, wherein the processor device is configured to determine, based on the respective speed, whether the coupling or uncoupling would be carried out below a predefined maximum speed in accordance with the request, and to determine, based on a corresponding result, whether the request can be complied with.
[0057] In one embodiment of the device, it is provided that the processor device is set up to determine, on the basis of the received kinematic variables, a force acting on the rail vehicle and / or on the further rail vehicle and / or an acceleration of the rail vehicle and / or of the further rail vehicle and / or a kinematic energy of the rail vehicle and / or of the further rail vehicle and / or a kinematic energy difference between the rail vehicle and the further rail vehicle and / or a jerk of the rail vehicle and / or of the further rail vehicle and / or a difference between two corresponding kinematic variables according to the request at the moment of coupling or uncoupling, and to determine, on the basis of the respective determination, whether the request can be complied with.
[0058] In one embodiment of the device, it is provided that the processor device is configured to compare the respective determined value with respective preconfigured threshold values and to determine, based on the respective comparisons, whether the request can be complied with.
[0059] In one embodiment of the device, it is provided that the input is configured to receive a respective loading state of the rail vehicle and / or the further rail vehicle, wherein the processor device is configured to determine, based on the loading state(s), whether the request can be complied with.
[0060] In one embodiment of the device, it is provided that the input is configured to receive at least one respective feature of the rail vehicle and / or the further rail vehicle, wherein the processor device is configured to determine, based on the feature(s), whether the request can be complied with.
[0061] In one embodiment of the device it is provided that the at least one respective feature is an element selected from the following group of features: train protection system version, coupling type, ATO system version, coupling status.
[0062] In one embodiment of the device, it is provided that the input is configured to receive weather data describing weather in the surroundings of the rail vehicle and the further rail vehicle, wherein the processor device is configured to determine, based on the weather data, whether the request can be complied with.
[0063] In one embodiment of the device, it is provided that the processor device is configured to determine a gradient of a railway line on which the rail vehicle and the other rail vehicle are guided, and to determine, based on the gradient, whether the request can be complied with.
[0064] In one embodiment of the device, it is provided that the generating device is implemented by an ATO system of a train protection system, so that the control signals for controlling the movement of the rail vehicle are generated by the ATO system of the train protection system, wherein the output is configured to output the control signals to a train control device of the rail vehicle, so that the train control device can or controls the movement of the rail vehicle based on the control signals.
[0065] Statements made in connection with the method apply analogously to the device and / or the system and / or the rail vehicle or vice versa.
[0066] This means in particular that process features result from corresponding device features and / or system features and / or rail vehicle features and vice versa.
[0067] This means, in particular, that technical functionalities of the method result analogously from corresponding technical functionalities of the device and / or the system and / or the rail vehicle, and vice versa. The phrase "at least one" means "one or more".
[0068] The abbreviation "or." stands for "respectively" and includes the phrase "and / or".
[0069] In one embodiment of the device, it is provided that it is programmed to execute the computer program.
[0070] In one embodiment of the system, it is provided that it is programmed to execute the computer program.
[0071] In one embodiment of the rail vehicle, it is provided that it is programmed to execute the computer program.
[0072] In one embodiment of the method, it is provided that this is a computer-implemented method.
[0073] The embodiments and examples described here can be combined with one another in any way, even if this is not explicitly described.
[0074] A rail vehicle within the meaning of the description is, for example, one of the following rail vehicles: railcar, multiple unit, already coupled railcars / multiple units, locomotive, non-powered wagon, locomotive-hauled passenger trains with or without control cars.
[0075] The processor device comprises, for example, one or more processors.
[0076] In one embodiment of the method according to the first aspect, it is provided that the method is carried out using the device. The device according to the second aspect is configured, for example, to carry out all steps of the method according to the first aspect.
[0077] In particular, a complete system consisting of an on-board train protection system is provided, which authorizes remote control of a rail vehicle's coupling. Furthermore, it is planned, for example, that the current location, current speed, and current acceleration are measured. Train movement is controlled, for example, by the ATO system.
[0078] For example, it is intended that a speed and a location of the respective rail vehicle are determined.
[0079] For example, it is planned to determine whether the expected location and route for coupling or uncoupling, i.e. the coupling location and coupling route or the uncoupling location and uncoupling route, is suitable for this, i.e. suitable for coupling or uncoupling. This can be determined, for example, based on a digital map of the surroundings of the rail vehicle and the other rail vehicles. For example, there should be a sufficiently clear route for coupling or uncoupling. For example, the location and route for coupling or uncoupling should be outside a platform. For example, the location and route for coupling or uncoupling should be outside a switch. For example, the location and route for coupling or uncoupling should be outside of steep gradients. For example, the location and route for coupling or uncoupling should be outside certain zones.If one or more or all of the above-mentioned conditions are met, for example, it is determined that the request can be complied with.
[0080] For example, based on a preconfigured route database containing acceptable coupling / uncoupling zones and coupling / uncoupling prohibition zones, it is determined whether the coupling location and / or the coupling route or the uncoupling location and / or the uncoupling route are within an acceptable coupling / uncoupling zone or within a coupling / uncoupling prohibition zone, whereby it is determined whether the request can be complied with depending on this. For example, it is specified that the request cannot be complied with if the coupling location and / or the coupling route or the uncoupling location and / or the uncoupling route are within a coupling / uncoupling prohibition zone.
[0081] For example, it is determined whether coupling or uncoupling will take place below a predefined maximum speed.
[0082] For example, it is determined whether the two rail vehicles are suitable for coupling or uncoupling. This can be determined, for example, based on the respective train protection system version and / or the respective loading condition, coupling status, coupling type, and / or ATO system version of the respective rail vehicle.
[0083] A loading condition, as defined in the description, indicates, for example, whether the corresponding rail vehicle is loaded with passengers or not. For example, coupling or uncoupling only occurs when the loading condition indicates that there are no more passengers on board. Accordingly, it is specified, for example, that the request cannot be complied with if the loading condition indicates that there are still passengers on board.
[0084] For example, the determination of whether the request can be met is based on an uphill or downhill gradient. For example, weather and / or wind conditions prevailing in the vicinity of the rail vehicle are used to determine whether the request can be met or not.
[0085] For example, a force, acceleration, energy (difference), and / or jerk are determined at the moment of coupling or uncoupling. For example, a planned coupling or uncoupling is not carried out, i.e., aborted, if one or more or all of the above kinematic variables exceed preconfigured thresholds.
[0086] The ATO system, for example, controls the movement of the rail vehicle so that it has a low speed or differential speed that is necessary for proper coupling or uncoupling, i.e. separation.
[0087] The device, system, or rail vehicle comprises, for example, one or more sensors configured to measure a distance to the other rail vehicle and / or a speed of the other rail vehicle. Such a sensor is, for example, a radar sensor, a lidar sensor, or an ultrasonic sensor. Based on the measured distance and / or the measured speed, it is determined, for example, whether the request can be complied with. The measured speed of the other rail vehicle is, for example, a kinematic variable within the meaning of the description.
[0088] For example, a difference in speed between the rail vehicle and the other rail vehicle can be determined, based on which it is determined whether the request can be complied with.
[0089] The processor device is configured, for example, to perform the setting step(s) described in the description. The setting step(s) are thus performed, for example, by the processor device. Regardless of the grammatical gender of a particular term, this includes persons with male, female, or other gender identities.
[0090] The above-described properties, features and advantages of this invention, as well as the manner in which they are achieved, will become clearer and more clearly understood in connection with the following description of the embodiments, which are explained in more detail in connection with the drawings, in which
[0091] FIG 1 is a flow diagram of a method according to the first aspect,
[0092] FIG 2 shows a device according to the second aspect,
[0093] FIG 3 a system according to the third aspect,
[0094] FIG 4 a rail vehicle according to the fourth aspect,
[0095] FIG 5 shows a machine-readable storage medium according to the sixth aspect, and
[0096] FIG 6 shows two rail vehicles .
[0097] In the following, the same reference symbols may be used for the same features.
[0098] FIG 1 shows a flow diagram of a method for coupling and uncoupling a rail vehicle having a coupling, in particular a Scharfenberg coupling, with or from a further rail vehicle having a further coupling, in particular a Scharfenberg coupling, comprising the following steps: receiving 101 a request to couple or uncouple the rail vehicle with or from the further rail vehicle, determining 103 whether the request can be complied with, if so, generating 105 control signals for controlling a movement of the rail vehicle based on the request in order to couple the rail vehicle with the further rail vehicle or to uncouple the rail vehicle from the further rail vehicle in accordance with the request, and outputting 107 the control signals, in particular outputting the control signals to a train control unit of the rail vehicle.
[0099] Control signals as described are output, for example, to a train control unit of the rail vehicle.
[0100] The train control unit controls, for example, a movement of the rail vehicle based on the control signals output.
[0101] FIG 2 shows a device 201 for coupling and uncoupling a rail vehicle having a coupling, in particular a Scharfenberg coupling, with or from a further rail vehicle having a further coupling, in particular a Scharfenberg coupling, comprising: an input 203, which is configured to receive a request to couple or uncouple the rail vehicle with or from the further rail vehicle, a processor device 205, which is configured to determine whether the request can be complied with, a generating device 207, which is configured to generate control signals for controlling a movement of the rail vehicle based on the request if the request can be complied with, in order to couple the rail vehicle with the further rail vehicle or to uncouple the rail vehicle from the further rail vehicle in accordance with the request, and an output 209,which is set up to output the control signals, in particular to a train control unit of the rail vehicle.,
[0102] The processor device 205 comprises, for example, one or more processors.
[0103] The processor device 205 is, for example, set up to determine, based on a preconfigured route database in which acceptable coupling / uncoupling zones and coupling / uncoupling prohibition zones are stored, whether the coupling location and / or the coupling route or the uncoupling location and / or the uncoupling route lie within an acceptable coupling / uncoupling zone or within a coupling / uncoupling prohibition zone, wherein the processor device 205 is set up to determine depending on whether the request can be complied with. For example, the processor device determines that the request cannot be complied with if the coupling location and / or the coupling route or the uncoupling location and / or the uncoupling route lie within a coupling / uncoupling prohibition zone. The processor device 205 is, for example, set up to determine, based on a preconfigured route database in which acceptable coupling / uncoupling zones and coupling / uncoupling prohibition zones are stored, whether the coupling location and / or the coupling route or the uncoupling location and / or the uncoupling route lie within a coupling / uncoupling prohibition zone.to specify that the request cannot be complied with if the coupling location and / or the coupling route or the uncoupling location and / or the uncoupling route are located within a coupling / uncoupling prohibition zone.
[0104] In one embodiment of the method according to the first aspect, it is provided that the method is carried out by means of the device.
[0105] The device according to the second aspect is e.g. configured to carry out all the steps of the method according to the first aspect.
[0106] FIG 3 shows a system 301 for coupling and uncoupling a rail vehicle having a coupling, in particular a Scharfenberg coupling, with or from another rail vehicle having a further coupling, in particular a Scharfenberg coupling, comprising: a train control device 303 and the device 201 of FIG 2.
[0107] FIG. 4 shows a rail vehicle 401. The rail vehicle 401 includes a coupling 403. The rail vehicle 401 further includes the system 301 of FIG. 3.
[0108] In an embodiment not shown, the rail vehicle 401 comprises the device 201 of FIG. 2 instead of the system 301.
[0109] FIG. 5 shows a machine-readable storage medium 501 on which a computer program 503 is stored. The computer program 503 includes instructions that, when executed by a computer, cause the computer program 503 to perform a method according to the first aspect.
[0110] FIG. 6 shows a rail vehicle 601 and another rail vehicle 603. The two rail vehicles 601, 603 have identical features, so that, for the sake of clarity, only the rail vehicle 601 is shown in further detail. The statements made in connection with the rail vehicle 601 apply analogously to the other rail vehicle 603. The rail vehicle 601 and the other rail vehicle 603 are coupled to one another.
[0111] The rail vehicle 601 comprises a train protection system 605, which comprises an ATO system 607. The rail vehicle 601 further comprises a train control unit 609. The train control unit 609 controls, for example, a drive system 611 and / or a braking system (not shown) of the rail vehicle 601 in order to drive or brake the rail vehicle 601. Thus, the train control unit 609 can control a movement of the rail vehicle 601 by controlling the drive system 611 or the braking system of the rail vehicle 601. Thus, the rail vehicle 601 comprises a system 614 according to the third aspect in an exemplary embodiment. Here, the generating device is implemented by the ATO system 607 as an example.
[0112] The processor device may, for example, also be implemented by the ATO system 607 and / or may be implemented by the train protection system 605.
[0113] The system 614 receives a request 613 to uncouple the rail vehicle 601 from the other rail vehicle 603. The train protection system 605 also receives kinematic variables as described. These kinematic variables can be provided, for example, by one or more measuring systems (not shown) of the rail vehicle 601. This means that the rail vehicle 601 can comprise one or more measuring systems that measure and output the corresponding kinematic variables. This means, for example, that the system 614 can receive these kinematic variables from one or more measuring systems of the rail vehicle 601.
[0114] Based on the received kinematic variables, it is determined according to the concept described here whether the request 613 can be met or not.
[0115] The rail vehicle 601 comprises two couplings, in particular Scharfenberg couplings: a first coupling 617 and a second coupling 619, which are arranged at opposite ends of the rail vehicle 601 relative to a longitudinal axis of the rail vehicle 601. The second coupling 619 is coupled to the corresponding first coupling 617 of the further rail vehicle 603.
[0116] The train control unit can control the couplings 617, 619. Thus, if it is determined that the request 613 can be met, the train control system 609 controls the second coupling 619 such that the rail vehicle 601 is uncoupled from the further rail vehicle 603. Furthermore, it is provided, for example, that the ATO system 607 generates control signals for controlling a movement of the rail vehicle 601 and outputs them to the train control unit 609. Based on these control signals, the train control unit 609 controls the drive system 611 such that the rail vehicle 601 moves away from the further rail vehicle 603.
[0117] The above statements made in connection with the rail vehicle 601 also apply to the additional rail vehicle 603. Here, too, a request to uncouple is received by the corresponding system of the additional rail vehicle 603. Analogous to the rail vehicle 601, it is also provided that the first coupling 617 is controlled accordingly in order to uncouple. Here, too, the corresponding drive system of the additional rail vehicle 603 is controlled by the train control unit of the additional rail vehicle 603 in such a way that the additional rail vehicle 603 moves away from the rail vehicle 601.
[0118] For example, it is intended that this uncoupling is carried out while both rail vehicles 601, 603 are moving.
[0119] A coupling process can, for example, be carried out analogously if the determination has shown that the request can be met. For example, it can be provided that both rail vehicles 601, 603 move. For example, both rail vehicles move in the same direction, with one of the rail vehicles traveling faster than the other, so that the two rail vehicles approach each other in order to couple.
[0120] For example, a distance measuring device (not shown) is used for coupling or uncoupling. Although the invention has been illustrated and described in detail by the preferred embodiments, the invention is not limited to the disclosed examples, and other variations may be derived therefrom by those skilled in the art without departing from the scope of the invention.
Claims
Patent claims 1. A method for coupling and uncoupling a rail vehicle (401, 601) having a coupling (403), in particular a Scharfenberg coupling, with or from a further rail vehicle (603) having a further coupling, in particular a Scharfenberg coupling, comprising the following steps: Receiving (101) a request to couple or uncouple the rail vehicle (401, 601) with or from the further rail vehicle (603), determining (103) whether the request can be complied with, if so, generating (105) control signals for controlling a movement of the rail vehicle (401, 601) based on the request in order to couple the rail vehicle (401, 601) with the further rail vehicle (603) in accordance with the request or to uncouple the rail vehicle (401, 601) from the further rail vehicle (603), and outputting (107) the control signals, in particular outputting the control signals to a train control device (609) of the rail vehicle (401, 601).
2. The method according to claim 1, wherein, if the request can be complied with, a coupling control request is generated to control the coupling based on the request in order to control the coupling (403) based on the request in order to couple the rail vehicle (401, 601) to the further rail vehicle (603) or to uncouple the rail vehicle (401, 601) from the further rail vehicle (603) in accordance with the request, wherein the coupling control request is output, in particular output to a train control device (609) of the rail vehicle (401, 601).
3. Method according to claim 1 or 2, wherein at least one respective kinematic variable of the two rail vehicles (401, 601, 603) is received, wherein based on the received kinematic variables are used to determine whether the request can be met.
4. The method according to claim 3, wherein at least a respective location and a respective speed are received as kinematic variables, wherein based on the respective location and the respective speed of the two rail vehicles (401, 601, 603) a coupling location and / or a coupling distance is determined according to the request, at which and / or within which coupling would take place, or an uncoupling location and / or an uncoupling distance is determined at which and / or within which uncoupling would take place, wherein based on the coupling location and / or the coupling distance or based on the uncoupling location and / or the uncoupling distance it is determined whether the request can be complied with.
5. The method according to claim 3 or 4, wherein at least one respective speed is received as kinematic variables, wherein based on the respective speed it is determined whether the coupling or uncoupling would be carried out below a predefined maximum speed in accordance with the request, wherein based on a corresponding result it is determined whether the request can be complied with.
6. Method according to one of claims 3 to 5, wherein based on the received kinematic variables, a force acting on the rail vehicle (401, 601) and / or on the further rail vehicle (603) and / or an acceleration of the rail vehicle (401, 601) and / or of the further rail vehicle (603) and / or a kinematic energy of the rail vehicle (401, 601) and / or of the further rail vehicle (603) and / or a kinematic energy difference between the rail vehicle (401, 601) and the further rail vehicle (603) and / or a jerk of the rail vehicle (401, 601) and / or of the further rail vehicle (603) and / or a difference between two corresponding kinematic variables are determined according to the request at the moment of coupling or uncoupling, whereby it is determined whether the request can be complied with based on the respective determination.
7. The method according to claim 6, wherein the respective determination is compared with respective preconfigured threshold values, wherein it is determined based on the respective comparisons whether the request can be complied with.
8. Method according to one of the preceding claims, wherein a respective loading state of the rail vehicle (401, 601) and / or of the further rail vehicle (603) is received, wherein it is determined based on the loading state(s) whether the request can be complied with.
9. Method according to one of the preceding claims, wherein at least one respective feature of the rail vehicle (401, 601) and / or of the further rail vehicle (603), in particular train protection system version, coupling type, ATO system version or coupling status, is received, wherein it is determined based on the feature(s) whether the request can be complied with.
10. Method according to one of the preceding claims, wherein a gradient of a railway line on which the rail vehicle (401, 601) and the further rail vehicle (603) are guided is determined, wherein it is determined based on the gradient whether the request can be complied with.
11. Method according to one of the preceding claims, wherein the control signals for controlling a movement of the rail vehicle (401, 601) are generated by an ATO system (607) of a train protection system (605) of the rail vehicle (401, 601) and output to a train control device (609) of the rail vehicle (401, 601), so that the train control device (609) can control or controls the movement of the rail vehicle (401, 601) based on the control signals.
12. Device (201) for coupling and uncoupling a rail vehicle (401, 601) having a coupling (403), in particular a Scharfenberg coupling, with or from a further rail vehicle (603) having a further coupling, in particular a Scharfenberg coupling, comprising: an input (203) which is configured to receive a request to couple or uncouple the rail vehicle (401, 601) with or from the further rail vehicle (603), a processor device (205) which is configured to determine whether the request can be complied with, a generating device (207) which is configured to generate control signals for controlling a movement of the rail vehicle (401, 601) based on the request if the request can be complied with, in order to couple the rail vehicle (401, 601) with the further rail vehicle (603) in accordance with the request or to the rail vehicle (401,601) from the further rail vehicle (603), and an output (209) which is configured to output the control signals, in particular to a train control device (609) of the rail vehicle (401, 601).
13. System (301) for coupling and uncoupling a rail vehicle (401, 601) having a coupling (403), in particular a Scharfenberg coupling, with or from a further rail vehicle (603) having a further coupling, in particular a Scharfenberg coupling, comprising: a train control device (609) and the device (201) according to claim 12.
14. Rail vehicle (401, 601) comprising: a coupling (403), in particular a Scharfenberg coupling, and the device (201) according to claim 12 or the system (301) according to claim 13.
15. A computer program (503) comprising instructions which, when the computer program (503) is executed by a computer, cause the computer to carry out a method according to one of claims 1 to 11.