Coupling control system for controlling couplings between rail-borne vehicles, and method for operating a system of this type
Patent Information
- Authority / Receiving Office
- EP · EP
- Patent Type
- Applications
- Current Assignee / Owner
- VOITH PATENT GMBH
- Filing Date
- 2024-06-11
- Publication Date
- 2026-05-27
AI Technical Summary
Current manual processes for coupling and decoupling rail-bound vehicles are time-consuming, labor-intensive, and prone to human errors, posing safety risks and efficiency challenges in rail freight transport.
A clutch control system with a central vehicle association control, vehicle control, and communication unit, featuring coupling control units, identification devices, and data couplings for precise control and communication between vehicles, enabling remote operation and early disturbance detection.
This system automates the coupling process, reducing manual effort, enhancing safety, and improving efficiency by allowing remote control and real-time monitoring, thus minimizing errors and delays.
Smart Images
Figure EP2024066010_30012025_PF_FP_ABST
Abstract
Description
[0001] Coupling control system for controlling couplings between rail-bound vehicles and method for operating such a system
[0002] Description
[0003] The invention relates to a coupling control system for controlling couplings between rail-bound vehicles.
[0004] Currently, coupling operations on rail-bound vehicles are typically performed manually, requiring a user to either disconnect or connect the couplings. These traditional methods require significant time and pose potential safety risks. To address these challenges, this introduction provides an overview of the current state of the art in automated couplings.
[0005] Typical design of coupling processes:
[0006] In rail-bound vehicles, particularly trains used to transport freight, couplings are used to connect two or more vehicles together. Currently, this coupling process is typically performed manually, with an operator either disconnecting or connecting the couplings. This requires physical effort and precise timing to establish or disconnect a secure connection. The operator must move between the vehicles and manually unlock or lock the couplings. This process is time-consuming and can cause delays in operations.
[0007] Requirement of an operator for coupling state changes: Every change in the coupling state, whether connecting or disconnecting the couplings, requires the presence of an operator to perform the necessary manual actions. This means that personnel must be on-site to operate the couplings, which requires additional personnel and potentially additional costs. Furthermore, human error can occur during the manual coupling process, which can lead to accidents or damage to the vehicles.
[0008] In rail freight transport, especially for the targeted arrangement and sequencing of vehicles, existing vehicle convoys must be dismantled and individual vehicles or vehicle groups rearranged. This has traditionally been achieved by manually uncoupling and re-sorting the vehicles, for example, via a hump. However, this solution does not allow for the targeted, automated and remote-controlled separation of two vehicles or individual vehicle groups at any desired position.
[0009] The need for automated couplings:
[0010] Given the challenges mentioned above, there is a growing need for automated couplings for rail vehicles, especially trains. Automated couplings could simplify, accelerate, and make the coupling process safer. Implementing automated coupling technology could relieve operators of manual labor, thereby saving costs and improving the efficiency of the coupling process.
[0011] The invention was therefore based on the object of providing a coupling control system for controlling couplings between rail-bound vehicles, allowing the uncoupling process to be triggered remotely and, if necessary, at any point within a vehicle convoy. Furthermore, it is desirable to detect malfunctions in the functioning of the couplings or individual components in a vehicle convoy in a targeted and timely manner.
[0012] The object is achieved according to the invention by an embodiment according to claims 1 and 13. Further advantageous features of the embodiment according to the invention can be found in the subclaims.The object is achieved in particular by a coupling control system for controlling couplings between rail-bound vehicles, with a central vehicle assembly control, and at least one vehicle control, and a communication unit for communication between the vehicle assembly control and the vehicle control, characterized in that each coupling comprises a coupling control unit, and the couplings comprise an identification device for uniquely identifying the couplings of a vehicle in a vehicle assembly and / or for detecting the position and / or the orientation in the vehicle assembly, and the vehicles have a data coupling for data exchange with the vehicle assembly control and / or for data exchange between the vehicle control of a first vehicle and the vehicle control of another rail-bound vehicle in a vehicle assembly.
[0013] For the purposes of this document, track-bound vehicles are defined as vehicles that run on rails and are typically used to transport passengers or goods. In this context, the term "track-bound vehicles" encompasses various types of rail vehicles, such as trains, trams, subways, locomotives, and similar means of transport that operate on a rail network. These vehicles are specifically designed for operation on rails and use the rail system as their primary lane.
[0014] A vehicle convoy is understood here as a group of track-bound vehicles that are interconnected and operate together as a single unit. A vehicle convoy can consist of two or more vehicles connected by couplings. For example, the vehicle convoy can consist of several carriages in a train or of different units in a tram or subway. The purpose of a vehicle convoy is to enable efficient and coordinated movement of the vehicles, for example for the transport of people and / or goods. The convoy enables the vehicles to act as a single unit and to jointly perform certain functions such as acceleration, braking or changes of direction, for example at terminal stations.
[0015] A vehicle convoy typically consists of at least one towing vehicle, which assumes the leading role within the convoy in the form of a central control vehicle. The central control vehicle is usually responsible for steering, controlling the direction of travel, and monitoring the convoy unit. It often also carries the main load of traction and is usually responsible for communication with other vehicles or external infrastructure, such as a control center.
[0016] Further examples of external infrastructure in train traffic are the "vehicle control and monitoring system" or "train protection system." This system handles the central control, monitoring, and coordination of all relevant functions and processes in train traffic. It includes, for example, communication with the individual vehicle convoys, the control of the vehicle convoys, the monitoring of safety systems, and / or the control of vehicle functions. The external infrastructure can also be referred to as a "control center" or "operations center," as it represents the central interface for controlling a large number of vehicle convoys.
[0017] When using multiple tractors or decentralized tractor units within a vehicle convoy, one of the vehicles is usually selected as the central control vehicle. The central control vehicle assumes command and coordinates the actions of the other vehicles in the convoy. It can ensure that all vehicles operate in synchronization, perform cooperative maneuvers, and that desired commands are passed on to other vehicles.
[0018] Central vehicle convoy control is typically understood as a system or facility responsible for the comprehensive control and coordination of a convoy of vehicles. Central vehicle convoy control is responsible for monitoring the various vehicles within the convoy, synchronizing their actions, and sending the necessary commands to the individual vehicles.
[0019] The central vehicle control system can include single or multiple functions, depending on the requirements of the specific system. These include:
[0020] • Communication and data exchange: The central vehicle convoy control system can enable the exchange of information between the vehicles in the convoy. This includes, for example, the transmission of commands, status messages, speed information, or safety data.
[0021] • Coordination and synchronization: The central vehicle convoy control system can ensure the coordination of the actions of the individual vehicles in the convoy. It can synchronize the movements, maneuvers, and speeds of the vehicles to ensure smooth operation and avoid collisions or disruptions.
[0022] • Vehicle control and monitoring: The central control unit can control and monitor individual vehicles within the convoy. This includes, for example, controlling traction, braking, monitoring system statuses such as temperature or energy consumption, and performing diagnostic and maintenance tasks.
[0023] • Safety functions: The central control unit is often equipped with safety mechanisms to ensure the safety of the convoy. For example, it can detect potentially hazardous situations, such as obstacles on the track, and take appropriate measures to prevent accidents.
[0024] Centralized vehicle convoy control plays a crucial role in the automation and optimization of convoys. It can enable precise control, improved efficiency, and safety of the convoy by consolidating the communication, coordination, and control of individual vehicles into an integrated system.
[0025] The function of a vehicle control system is to control the specific actions and operations of an individual vehicle within a vehicle convoy. Each vehicle in the convoy is typically equipped with its own vehicle control system, which is responsible for monitoring, controlling, and executing the vehicle's functions.
[0026] Vehicle control can perform a variety of tasks, including: • Vehicle movement: Vehicle control can regulate the acceleration, speed, and braking of the vehicle within the formation. It typically ensures that the vehicle maneuvers smoothly and precisely according to instructions from the higher-level formation control or other control systems.
[0027] • Sensor data processing: The vehicle control system can receive and process information from various sensors mounted on the vehicle. These sensors provide data about the environment, speed, vehicle condition, and other relevant parameters. The vehicle control system uses this data to make decisions and adjust driving functions accordingly.
[0028] • Communication with the vehicle convoy control system: The vehicle control system can actively communicate with the higher-level vehicle convoy control system. It can send status messages, receive commands, and coordinate vehicle actions within the convoy. This communication can enable the smooth integration of the individual vehicle into the overall vehicle convoy and ensure compliance with specified instructions and regulations.
[0029] The vehicle control system is closely linked to the higher-level vehicle group control system and works together to ensure the efficient and coordinated operation of the entire vehicle group. By exchanging information and commands with the vehicle group control system, the vehicle control system contributes to the implementation of the overall strategy and planning of the vehicle group.
[0030] It is important to note that each vehicle control system can operate autonomously and be tailored to the specific requirements and characteristics of the vehicle. However, the communication and integration of the vehicle control system into the vehicle formation is coordinated with the higher-level vehicle formation control system to ensure smooth cooperation of the entire formation. The selection of the central control vehicle can vary depending on the system. In some cases, a specially designated towing vehicle, such as a locomotive, can serve as the central control vehicle, while in other systems another dedicated towing vehicle or any vehicle within the vehicle formation can assume control.
[0031] The function of the central control vehicle in a convoy can be temporarily assigned to another vehicle in the convoy to take over the role of the central control vehicle. This assignment is temporary and allows for flexible adjustments to the control and coordination of the convoy. By temporarily transferring control functions to another vehicle, for example, specific tasks can be performed or specific requirements can be met.
[0032] This assignment of a temporary central control vehicle also provides redundancy and increases the system's resilience. Subordinate control vehicles can be present within the convoy, capable of taking over the functions of the central control vehicle in the event of its failure. These subordinate control vehicles serve as backup systems and ensure continuity of convoy control even if the original central control vehicle is unavailable.
[0033] In the event of a failure of the central control vehicle, the subordinate control vehicles can take over the tasks of controlling the vehicle convoy. They preferably use established communication and coordination mechanisms to seamlessly assume the functions of the central control vehicle. This can ensure continuous control and coordination of the vehicle convoy without interrupting operations.
[0034] The provision of subordinate control vehicles as a redundancy measure contributes to the increased reliability and safety of the system. Even in the event of a failure of the original central control vehicle, the vehicle convoy can continue to operate safely and efficiently, as the subordinate control vehicles can take over the control tasks. This flexible allocation of the central control function and the availability of subordinate control vehicles enable the vehicle convoy to adapt to changing requirements and unforeseen events while ensuring reliable operation.
[0035] The central control vehicle's function enables efficient control and coordination of the entire vehicle convoy. It generally ensures smooth communication between the vehicles and contributes to the safe and precise execution of maneuvers such as acceleration, braking, and direction changes.
[0036] Each clutch in a vehicle is equipped with its own clutch control unit. This control unit is closely linked to the vehicle's control system and enables efficient communication between the two systems. The clutch control unit handles the task of processing and transmitting data between the clutch itself and the vehicle's control system.
[0037] The clutch control unit is strategically positioned to ensure smooth data exchange. It forms the interface between the clutch and the vehicle control system, enabling the transmission of control signals, status information, and other relevant data.
[0038] Vehicles with multiple clutches also have multiple clutch control units. Each clutch has its own clutch control unit, which operates independently of the others. This ensures that each clutch can be controlled individually and enables precise communication with the vehicle's control system.
[0039] The close connection between the coupling control units and the vehicle control system ensures effective control and coordination of coupling processes within the vehicle convoy. The bidirectional data exchange between the systems allows couplings to be controlled synchronously, status information to be transmitted, and appropriate actions to be initiated to enable safe and efficient coupling or uncoupling of the vehicles.
[0040] Each coupling in a vehicle convoy includes an identification device that uniquely identifies the coupling of a vehicle. This identification device allows each coupling in the convoy to be differentiated and addressed individually.
[0041] The identification device can use various technologies to ensure unique identification. These include, for example, RFID (Radio Frequency Identification), barcodes, optical recognition systems, or other suitable methods. Each coupling is equipped with a corresponding identifier or tag that can be recognized and processed by the identification device.
[0042] The unique identification of each coupling allows precise information about its position, condition, and function to be recorded. This enables targeted control and coordination of coupling processes within the vehicle convoy. The identification device ensures that communication and control of the couplings can be carried out according to their specific properties and requirements.
[0043] The identification device plays a key role in the smooth and efficient coupling and uncoupling of vehicles in a train. It enables the vehicle control system to send the correct commands and control signals to the corresponding couplings, thus ensuring precise and reliable control of the coupling processes.
[0044] The clutch control unit is capable of detecting and storing the unique identity of a clutch. It can be equipped with a corresponding interface or a sensor that reads the clutch's identification device. This makes the specific information about the clutch's identity available in the clutch control unit.
[0045] Both the vehicle control system and the central vehicle assembly control system can access this stored information and read the unique identity of a coupling. This enables both control systems to address the couplings in the vehicle assembly individually and send targeted control signals.
[0046] The vehicle control system can use the identity of a clutch to control specific coupling processes for that vehicle. It can make decisions, such as engaging or disengaging the clutch, based on the clutch's unique identity.
[0047] The central vehicle convoy control also has access to the identities of the individual couplings in the convoy. This enables comprehensive monitoring and coordination of coupling processes across the entire vehicle convoy. It can use these identities to synchronize the couplings and ensure that coupling processes run efficiently and error-free.
[0048] By reading the unique identity of a coupling in both the vehicle control system and the central vehicle convoy control system, precise and reliable control of the coupling system is enabled, thus ensuring smooth operation of the vehicle convoy.
[0049] The unique identity of a coupling allows both the sequence of cars and the orientation of individual vehicles within the vehicle convoy to be recorded.
[0050] The identity of a coupling preferably contains information about the position and characteristics of the corresponding vehicle within the train. Using this identity, the vehicle control system can determine the exact sequence of vehicles within the train. This is particularly important if the desired train configuration and the correct sequence of vehicles need to be checked and / or changed during operation.
[0051] In addition, the identity of a coupling also enables the orientation of individual vehicles within the vehicle network. Based on the identity information, the vehicle control system can determine whether a particular vehicle is facing forward or backward. This is useful, for example, if a uniform orientation of the vehicles needs to be ensured and / or consistent control of all functions and processes within the network.
[0052] The unique identity of a coupling therefore plays a central role in the sequencing of vehicles and the orientation of the vehicles within a vehicle convoy. It enables precise configuration and control of the convoy, leading to efficient and reliable execution of operations. In the context of a vehicle convoy, there is a data coupling between the individual vehicles that enables the exchange of information and data. This data coupling can preferably establish a communication connection between the vehicle controllers, even if the physical coupling between the vehicles has not yet been established. This is the case, for example, shortly before two vehicles are coupled. Such a connection can preferably also be established when the couplings of two vehicles are in a so-called buffer position.
[0053] The "buffer position" in rail-bound vehicles refers to a special positioning of the couplings in which the corresponding couplings of two vehicles can come into contact with each other, but are not intended to be locked. In this position, the couplings are deliberately not connected to each other, for example, to allow a vehicle to be moved without permanently connecting it to the train. In this case, it is also referred to as a coupling prevention device.
[0054] The buffer position is used, for example, to temporarily position a vehicle near the convoy without actually coupling it to it. This can be the case, for example, if the vehicle is to be added to the convoy at a later time or if, for certain reasons, it needs to be temporarily separated from the convoy's traction or convoy control system.
[0055] In the buffer position, the couplings are positioned so that they come into contact with each other, but are not locked. This can enable safe and controlled movement of the vehicle, as the couplings maintain contact between the vehicles without creating a rigid connection. This allows the vehicle to be moved while retaining a certain degree of freedom of movement relative to the convoy. This position can also be used if one of the vehicles is connected to a convoy control system of another convoy and is intended to remain connected to it.
[0056] It is important to emphasize that the buffer position is a temporary position and not intended for normal operation of the train. It serves special purposes, such as moving a vehicle or temporarily separating a vehicle from the train while still remaining close. In the buffer position, it is not possible to transmit tractive power.
[0057] The buffer position offers flexibility and allows vehicles to be maneuvered within a convoy without immediately coupling them. It can thus support the efficiency and handling of rail-bound vehicles and can provide additional flexibility in the organization and operation of the convoy.
[0058] The data coupling can be established when the vehicles are close to each other but not yet coupled. This early data coupling allows the vehicle controllers to exchange information about the status of the convoy and / or, for example, in the buffer position described above, the status of two different convoys. Such an exchange can, for example, be a status such as the speeds, positions, or states of the individual vehicles.
[0059] This can enable continuous monitoring and coordination of the vehicles, even during the coupling process. The vehicle control systems can use the collected data to plan and control the movements and maneuvers accordingly to ensure a smooth and safe coupling of the vehicles.
[0060] The term "continuous monitoring" typically refers to the ongoing and constant monitoring of certain parameters or conditions. However, this monitoring can also be performed at regular or predetermined intervals to ensure that certain criteria are met.
[0061] There can be various triggers that can initiate monitoring outside of regular intervals. These include, for example, events that require immediate review, such as an unexpected malfunction or a potential security incident. In such cases, data exchange can be initiated outside of regular monitoring intervals to collect current information and forward it, for example, to the vehicle control system. Continuous monitoring therefore preferably includes both continuous monitoring and the option of monitoring at regular or predetermined intervals. This ensures comprehensive monitoring of the relevant parameters and conditions, while also being able to respond to unforeseen events that occur outside of the planned monitoring intervals.
[0062] Data coupling also facilitates the integration of new vehicles into the convoy. When a new vehicle joins the convoy, it can be quickly and efficiently integrated into the communication system by establishing the data coupling with the already connected vehicles. This allows information about the new convoy participant to be immediately passed on to the convoy control system and / or other vehicle control systems for necessary adjustments and coordination.
[0063] The data coupling between the vehicles thus enables seamless communication and coordination within the convoy, preferably independent of the physical coupling of the vehicles. This contributes to the efficient and smooth operation of the convoy by facilitating the flow of information and collaboration between the individual vehicle control systems.
[0064] There are various communication options between the vehicle group control system and the individual vehicle control units within a vehicle group. These communication channels are used to exchange information, transmit commands, and coordinate the group's operations. Here are some common communication options:
[0065] • Wired communication: A commonly used method is wired communication, which uses electrical or optical lines to transmit data between the vehicle assembly controller and the vehicle controllers. This can be done, for example, via cable connections or a network of data lines.
[0066] Radio communication: Radio communication enables the wireless transmission of data and commands between the vehicle control system and the vehicle controllers. This can be achieved using radio modules or wireless networks such as Wi-Fi or Bluetooth.
[0067] This method offers flexibility and enables communication over longer distances.
[0068] • Optical communication: Optical communication is based on the transmission of information using light signals. Fiber optic or infrared communication, for example, is used to transmit data between the vehicle control system and the vehicle controllers. This method is characterized by high bandwidth and interference-free transmission.
[0069] • Databus systems: Databus systems enable data exchange between the vehicle control system and the vehicle controllers via a shared databus. A databus is an internal connection over which data and control signals are transmitted between various components of the vehicle system. This facilitates communication and the exchange of information between the individual vehicles and the higher-level control unit.
[0070] The choice of communication method depends on various factors, including the size of the convoy, the required bandwidth, the distances to be bridged, and the specific requirements of the system. Often, a combination of different communication methods is used to ensure reliable and efficient communication between the convoy controller and the vehicle controllers.
[0071] The data coupling can also be referred to as an e-coupling. It is possible to design the data coupling so that it can be constructed and / or manufactured in combination with the mechanical coupling. This means that the connection of the couplings not only establishes a mechanical connection between the vehicles, but also simultaneously activates the data coupling and enables data exchange between the vehicles.
[0072] This integration of the data coupling into the coupling itself allows for an efficient and time-saving solution. When the vehicles are mechanically coupled, the data coupling is preferably established automatically in this design, so that communication and data exchange between the vehicles are established without any additional manual steps.
[0073] This combined data and mechanical coupling offers the advantage of seamless and reliable data exchange between vehicles. No separate connections or special connectors are required, as the data coupling is integrated into the coupling itself. This contributes to the simplification and efficiency of the coupling process and enables seamless communication between the vehicles from the outset.
[0074] The e-coupling, or data coupling, thus offers a technological solution to facilitate communication and data exchange between coupled vehicles. Combined with the mechanical coupling, it can be activated efficiently and quickly to ensure seamless connection and reliable data exchange between the vehicles.
[0075] One possible coupling design includes a coupling lock, which serves to connect the coupling to the coupling head of a mating coupling. The coupling lock is a mechanical element integrated into the coupling and enables a secure and stable connection between the couplings.
[0076] The coupling lock is used to engage and secure the coupling head of a coupling that engages the mating coupling. This is usually achieved using special locking mechanisms such as latches, catches, or other locking systems. The interaction of these mechanisms creates a secure connection that prevents accidental release of the coupling during operation.
[0077] The coupling lock typically allows the couplings to be brought together and connected with a certain amount of force. This creates a robust and reliable connection that can withstand the tensile forces and stresses encountered during operation. The use of a coupling lock in the coupling design offers the advantage of enabling a safe and fast coupling process. The coupling lock ensures easy handling and a reliable connection between the couplings, which in turn increases the efficiency and safety of the vehicle combination.
[0078] It's important to note that the exact design of the coupling lock can vary depending on the specific application and requirements. Different coupling types and models may have different locking mechanisms specifically tailored to their function and operating conditions.
[0079] In one embodiment, the clutch control system includes sensors that serve to detect the position and / or states of the clutches. These sensors can play an important role in monitoring and controlling the clutch engagement process.
[0080] The sensors are primarily designed to provide precise information about the condition of the couplings, including the coupling lock and the coupling head. They detect, for example, the locking status of the coupling lock and the correct seating of the coupling head in the coupling. By continuously monitoring these conditions, potential problems or malfunctions can be identified and appropriate measures taken.
[0081] The sensors can use various technologies to detect the position and status of the clutches. These include mechanical switches, optical sensors, non-contact sensors, or electronic measuring devices. By integrating these sensors into the clutch control system, precise, real-time information about the clutch status can be provided.
[0082] The data collected by the sensors can be processed by the clutch control system and serves as the basis for controlling and monitoring the clutch engagement process. Based on the information from the sensors, the clutch control system can, for example, determine whether the clutches are properly locked or whether intervention is required to establish the correct clutch state.
[0083] The integration of sensors and / or their data into the clutch control unit can enable precise and reliable monitoring of the clutches. The use of sensors can improve the safety and efficiency of the clutch process, as potential malfunctions can be detected and corrected. The use of sensors to record the position and status of the clutches thus helps ensure the smooth operation of the vehicle convoy.
[0084] In one embodiment, the clutch control system may include actuators used to control the clutching processes. These actuators can play a crucial role in implementing the control signals and executing the required actions on the clutches.
[0085] The actuators are responsible for executing the mechanical movements to achieve the desired coupling processes. There are various types of actuators that can be used in this context, including pneumatic, hydraulic, and electric actuators.
[0086] Pneumatic actuators use compressed air to apply the required forces to the couplings. They convert the control signals into pressure changes to execute the corresponding mechanical movements.
[0087] Hydraulic actuators work similarly to pneumatic actuators, but use hydraulic fluid instead of compressed air. Controlling the fluid pressure performs the desired coupling operations.
[0088] Electric actuators use electrical signals to execute the required mechanical movements. They can be controlled by electric motors, solenoid valves, or other electrical components to precisely implement the coupling processes.
[0089] The selection of the appropriate actuator type depends on several factors, including the requirements of the coupling system, operating conditions, and manufacturer preferences. Each actuator type has its own advantages and disadvantages in terms of performance, accuracy, reliability, and cost.
[0090] The actuators in the clutch control system play a central role in controlling the clutch processes and ensuring precise and reliable clutch operation. By using actuators from the group of pneumatic, hydraulic, and electric actuators, the clutch processes can be effectively controlled and the desired clutch states achieved.
[0091] In one embodiment, the clutch control system includes a user interface that allows the user to interact with the system and control the clutching operations. The user interface can be placed at various locations within the vehicle network, and multiple such interfaces can also be present.
[0092] The positioning of user interfaces can vary depending on the vehicle's operating requirements and preferences. For example, a user interface can be mounted directly on a coupling to enable simple and direct control of coupling operations at that specific point. This provides the operator with direct control over the coupling and facilitates the execution of coupling maneuvers.
[0093] In addition, user interfaces can be placed at other key locations within the vehicle network, such as the coupling control unit, the vehicle control unit, or the central vehicle network control unit. This allows the operator to monitor and control the coupling processes from different locations. It offers flexibility and convenience in operating the coupling system.
[0094] The user interfaces are designed to provide the operator with information about the coupling status, control options, and error messages. They can include various input and display methods, such as buttons, switches, touchscreens, or display panels. By interacting with the user interface, the operator can control the coupling operations, adjust parameters, and retrieve important information about the coupling status. The ability to have multiple user interfaces at different positions within the train set allows multiple operators to monitor and control the coupling system. This is particularly useful in situations involving multiple couplers or decentralized train sets.If a request for a decoupling process and / or a command to prevent automatic coupling is requested at a user interface, the couplings affected by this coupling process are determined, preferably by a central vehicle convoy control system. For this purpose, it is preferred that the user interface request be transmitted to the central vehicle convoy control system. This determination of the affected couplings can be a corresponding coupling of an adjacent vehicle. Alternatively, the determination of the affected couplings can also be two corresponding couplings between two vehicles if the request concerns a separation between two vehicles.This may also be the case, for example, if the request for a decoupling process and / or a command to prevent automatic coupling is requested from a vehicle group control and / or the central vehicle group control.
[0095] The user interface in the coupling control system helps ensure efficient and user-friendly control of coupling operations. It provides the operator with the necessary tools and information to control the couplings safely and effectively, regardless of their position within the vehicle network.
[0096] In one embodiment, the clutch control system comprises a communication device that serves to establish wireless communication with an external infrastructure. This communication device enables the exchange of data and information between the clutch control system and other systems or networks.
[0097] The wireless communication device can utilize various technologies to enable data transmission, such as WLAN (Wireless Local Area Network), cellular networks, or other wireless communication standards. By connecting to an external infrastructure, the clutch control system can access a wide range of resources and information, as well as send relevant data to external systems. The communication device preferably enables bidirectional communication, allowing the clutch control system to both receive and send data. This opens up a wide range of application possibilities. For example, the clutch control system can send status or diagnostic data to an external monitoring device to enable comprehensive remote monitoring and maintenance.It can also receive control commands or configuration changes from an external control system to adjust or optimize the operation of the clutches.
[0098] Through wireless communication with an external infrastructure, the coupling control system can be integrated into a more comprehensive network or system, such as a vehicle control center, a train control system, or a higher-level administrative unit. This enables efficient control, monitoring, and coordination of coupling processes within the entire transport system.
[0099] The wireless communication device can help optimize clutch control by enabling real-time communication and data exchange between the clutch control system and other systems. This can improve the efficiency, safety, and reliability of clutch operation by enabling the rapid exchange of relevant information and the transmission of critical control commands.
[0100] In summary, the communication device for wireless communication with an external infrastructure enables the clutch control system to be seamlessly integrated into the surrounding network and enables effective control, monitoring and coordination of the clutches within the entire vehicle network.
[0101] The wireless communication device of the coupling control system can not only enable the exchange of data with an external infrastructure, but also the transmission of control signals for controlling coupling operations to the vehicle control system. These control signals can contain instructions or commands related to the coupling operation, such as disconnecting or connecting couplings, activating or deactivating coupling devices, or changing the coupling state.
[0102] The transmission of control signals to the convoy control system enables centralized control of coupling operations throughout the entire convoy. This allows coupling maneuvers to be coordinated and synchronized to ensure smooth and efficient vehicle movement.
[0103] The control signals may contain information about coupling states, operating parameters, or specific requirements. The vehicle control system receives these signals, preferably via the wireless communication device, and processes them accordingly to execute the required coupling operations in accordance with the received instructions.
[0104] By integrating control signals from the external infrastructure into the coupling control system, enhanced control functionality is achieved. It enables seamless interaction with other control systems and effective adaptation of coupling processes to the requirements of the overall system.
[0105] In summary, the wireless communication device of the coupling control system can receive control signals from an external infrastructure and forward them to the convoy control system. This enables coordinated and centralized control of coupling operations to ensure efficient and safe vehicle movement within the convoy.
[0106] In a specific embodiment, the coupling control system is designed such that the vehicle control system is able to send control signals to the vehicle control system for controlling coupling processes for uniquely identified couplings.
[0107] The vehicle convoy control system has the necessary functions and algorithms to generate the control signals for specific couplings and transmit them to the corresponding vehicle control systems. Each coupling in the vehicle convoy is uniquely identified, either by a unique identifier or a specific position within the convoy.
[0108] In this design, the control signals generated by the vehicle control system contain precise instructions for the coupling operations to be performed for the identified couplings. This can include disconnecting or connecting the couplings, activating or deactivating coupling devices, or other relevant control commands.
[0109] The targeted transmission of control signals to the vehicle control units connected to the corresponding couplings enables precise control of the coupling processes. Each vehicle control unit receives the specific control signals for the assigned couplings and executes the corresponding coupling processes according to the received instructions.
[0110] This approach enables differentiated and individual control of the clutches within the vehicle assembly. Each clutch can be controlled specifically, independently of other clutches in the assembly. This enables flexible adaptation to the requirements of the vehicle assembly and improves overall efficiency and operational reliability.
[0111] In summary, the coupling control system is designed so that the vehicle convoy control system is capable of sending control signals to the corresponding vehicle control systems to control coupling operations for uniquely identified couplings. This enables precise and individual control of the couplings within the vehicle convoy to ensure optimal vehicle movement and control.
[0112] In addition to transmitting control signals to the vehicle control systems for uniquely identified couplings, the control signals can also be transmitted to the vehicle control systems of two corresponding couplings. This enables synchronized control of the couplings.
[0113] In this embodiment, the vehicle control system sends the corresponding control signals to both the vehicle control system of a first vehicle and the vehicle control system of the corresponding coupled second vehicle. This enables coordinated and synchronized control of both couplings to execute the desired coupling operations simultaneously or in a specific sequence.
[0114] Alternatively, the vehicle control system of one vehicle, receiving a control signal, can forward it to a second vehicle coupled to it. This allows for indirect transmission of control signals from one coupling to another, without the need for direct communication with the vehicle convoy control system. This allows the couplings to communicate with each other and coordinate their coupling operations to perform synchronized movement or other coordinated actions.
[0115] The possibility of synchronized control or the transmission of control signals between corresponding couplings improves the cooperation and coordination between the individual vehicles in the convoy. This contributes to the efficient and safe movement of the convoy and enables complex maneuvers or operational sequences that require close cooperation between the couplings.
[0116] In summary, control signals can be transmitted to the vehicle control systems of two corresponding couplings to enable synchronized control, as well as from one coupling to the coupling coupled to it. This achieves close coordination and coordination of the couplings within the vehicle assembly to ensure smooth and precise coupling operations and efficient vehicle movement.
[0117] The coupling processes transmitted from the vehicle convoy control system to the vehicle controllers can include various commands. These include, for example, coupling commands, uncoupling commands, and commands to prevent automatic coupling according to the buffer position described above.
[0118] Coupling commands are used to connect the couplings of two vehicles and establish a safe and stable connection. These commands instruct the coupling controllers to activate the couplings and initiate the coupling process or to move them into the ready-to-couple position. Uncoupling commands, on the other hand, are used to separate the couplings and detach the vehicles from each other. These commands instruct the coupling controllers to deactivate the couplings and initiate the uncoupling process.
[0119] In addition, commands to prevent automatic coupling can be transmitted. These commands serve to ensure that the couplers remain in a specific position, such as the buffer position described above, and do not lock automatically. This is relevant, for example, if a vehicle is to be moved without being coupled to the train set. The coupling controllers receive the command to hold the couplers in this position and prevent automatic coupling. Preferably, the command to prevent automatic coupling for the described buffer position at the affected couplers is withdrawn under defined conditions. A distinction must be made between separated vehicles and vehicles still in the train set.The conditions of separated vehicles can, for example, be the expiration of a predefined period of time after a loss of communication, whereby the trigger is the loss of communication due to a vehicle separation. Other conditions can, for example, be driving over a local actuation from the group with RFID, balise and light barrier or a local button, for example on the user interface. The conditions of vehicles in the train set can, for example, be a change in the sequence of vehicles detected by the central vehicle set control. In this case, a reset command is transmitted by the central vehicle set control to the corresponding coupling. Other conditions can, for example, be driving over a local actuation from the group with RFID, balise and light barrier or a button, for example on the user interface.
[0120] By transmitting these different commands, the vehicle convoy control system enables precise and individual control of the coupling processes within the vehicle convoy. The coupling controllers receive the corresponding commands and execute the necessary actions to establish the desired coupling states and safely perform the coupling or uncoupling process. In addition to the described technical design of the coupling control system for controlling couplings between rail-bound vehicles, the present invention also relates to a method for operating such a system. This method enables efficient and precise control of the coupling processes within the vehicle convoy. The method is explained in more detail below:
[0121] The method for operating the coupling control system includes communication between the vehicle control system and the vehicle controls. Control signals for controlling the coupling processes are initially generated by the coupling control system and transmitted to the corresponding vehicle controls. The respective vehicle controls then transmit these control signals to the corresponding coupling control units. From there, they are transmitted to the couplings to be controlled so that an actuator for controlling the coupling process can implement the control signal. These control signals can include coupling commands, uncoupling commands, and commands for preventing automatic coupling according to the described buffer position.
[0122] In one embodiment of the method, the control signal is transmitted to the vehicle control of one vehicle and to the corresponding vehicle control of another vehicle.
[0123] This configuration can enable direct communication between the vehicle control systems of two corresponding vehicles. The control signal contains instructions and information relevant to the coupling process. For example, it can contain commands for coupling, uncoupling, or synchronizing the clutches.
[0124] By transmitting the control signal to the respective vehicle control systems, close coordination of the coupling processes between the connected vehicles is enabled. This ensures synchronized and coordinated control of the couplings, resulting in reliable and smooth operation of the vehicle network.
[0125] By directly transmitting the control signal between the vehicle control systems, information can be exchanged in real time. This allows coupling operations to be efficiently controlled and adjusted to meet operational requirements and conditions.
[0126] This process design ensures that the control signals are transmitted precisely and precisely to the corresponding vehicle control systems. This enables effective control of the couplings and ensures safe and efficient operation of the vehicle combination.
[0127] In one embodiment of the method, control signals are transmitted between the clutches and / or between the clutch control units themselves, for example, by forwarding a received signal from one clutch to the clutch coupled to it. This allows the clutches to communicate with each other and coordinate their coupling processes to ensure smooth and coordinated movement of the vehicle convoy.
[0128] In one embodiment of the method, the method includes the continuous monitoring of the positions and / or states of the couplings using sensors. These sensors detect, for example, the position of the coupling lock and the coupling head. The recorded data is transmitted to the vehicle control system to enable precise control of the coupling processes and to detect any deviations or malfunctions at an early stage.
[0129] Furthermore, the process can utilize actuators such as pneumatic, hydraulic, or electric actuators to control the coupling processes. These actuators are controlled by the vehicle control systems according to the received control signals to execute the desired movements of the couplings.
[0130] Finally, the method may also include a user interface mounted at various positions within the vehicle assembly. This user interface enables interaction with the clutch control system, for example, for entering commands or monitoring the clutch status.
[0131] Overall, the coupling control system operating procedure represents an effective and precise method for controlling coupling operations between rail-bound vehicles. It enables safe and reliable connection of the vehicles in the convoy and ensures smooth movement and coordination within the convoy.
[0132] The coupling control system for controlling couplings between rail-bound vehicles of this method can be designed according to the described coupling control system.
[0133] The clutch control system preferably comprises the necessary components and functions to control the coupling processes between the vehicles according to the described method. It includes the clutch control units connected to the clutches and enabling communication with the vehicle control system.
[0134] Character list
[0135] Further advantages and aspects of the invention emerge from the claims and from the following description of preferred embodiments of the invention, which are explained below with reference to the figures.
[0136] Fig. 1 shows a schematic representation of a clutch.
[0137] Fig. 2 shows a schematic representation of a vehicle.
[0138] Fig. 3 shows a schematic vehicle combination
[0139] Fig. 4 shows a schematic sequence of a decoupling process.
[0140] The figures are described in more detail below.
[0141] Figure 1 shows a schematic representation of a coupling (10). The coupling (10) consists of two main components: the coupling closure (11) and the coupling head (12).
[0142] The coupling lock (11) is mounted on a vehicle and serves to connect the coupling to a mating coupling (10). It is designed as a movable element that can move into a locked position to secure the coupling (10) or into an unlocked position to release the coupling (10).
[0143] When coupled, the coupling head (12) is mounted on another vehicle and corresponds to the coupling lock (11) of the coupling (10). It has a corresponding receiving device (not shown) that allows it to be locked to the coupling lock (11). The connection between the coupling lock (11) and the coupling head (12) creates a secure and stable connection between two vehicles.
[0144] Sensors (13) are integrated into the clutch (10) to identify and monitor the clutch (10). These sensors (13) detect the state of the clutch (10), such as the locking state of the clutch lock (11) and the position of the clutch head (12). The data detected by the sensors (13) is forwarded to the clutch control unit (14).
[0145] The clutch control unit (14) is connected to the vehicle control system (15) and enables communication between the clutch (10) and a vehicle assembly. It receives control signals from the vehicle control system (15) and forwards them to the clutch (10) to control a clutch operation.
[0146] The coupling (10) has an identification device (19) for uniquely identifying the coupling (10) of a vehicle in a vehicle convoy.
[0147] The vehicle control (15) has a communication unit (18) for communication between a vehicle association control and the vehicle control (15).
[0148] A data coupling (16) is provided for communication with other vehicles or the central vehicle convoy control system. This data coupling (16) enables the exchange of control and operating data between vehicles. It serves both to coordinate coupling processes and to exchange data for other purposes within a vehicle convoy.
[0149] The schematic representation in Figure 1 illustrates the basic structure and functioning of a coupling (10) according to the type described above. Through the precise control of the coupling processes and the clear identification of the coupling (10), this coupling (10) enables efficient and reliable use of track-bound vehicle convoys.
[0150] Figure 2 shows a schematic representation of a vehicle.
[0151] The vehicle (20) has a front clutch (10a) and a rear clutch (10b), which allow the vehicle (20) to be coupled to other vehicles in a vehicle. Each clutch (10a, 10b) is equipped with its own clutch control unit (14a, 14b), with the front clutch (10a) being assigned the clutch control unit (14a) and the rear clutch (10b) being assigned the clutch control unit (14b). These clutch control units enable the control of the coupling processes and communication with the vehicle control system (15).
[0152] The vehicle control system (15) is responsible for the overall control of the vehicle (20) and enables communication with other vehicle control systems and a central vehicle control system. It controls not only the coupling processes but also other functions of the vehicle (20).
[0153] A front data coupling (16a) and a rear data coupling (16b) are provided for communication with other vehicles or the central vehicle convoy control system. These data couplings (16a, 16b) enable the exchange of control and operating data between other vehicles. They serve both to coordinate coupling processes and to exchange data for other purposes within a vehicle convoy.
[0154] Furthermore, a front user interface (17a) and a rear user interface (17b) are integrated into the vehicle (20). These user interfaces (17a, 17b) enable the operating personnel to access and interact with a vehicle control system. They can be mounted at various positions in the vehicle (20), for example, near the clutches (10a, 10b), the clutch control units (14a, 14b), or the vehicle control system (15).
[0155] The schematic representation in Figure 2 illustrates the basic structure and the various elements of a vehicle (20) according to the type described above. Through the integration of coupling control units (14a, 14b), vehicle control (15), data couplings (16a, 16b) and user interfaces (17a, 17b), the vehicle (20) enables efficient control, communication and interaction within the vehicle network.
[0156] Figure 3: Schematic vehicle formation
[0157] Figure 3 shows a schematic vehicle convoy (21). In this example, the vehicle convoy (21) consists of three vehicles (20a, 20b, 20c), each configured according to the vehicle description in Figure 2.
[0158] The first vehicle (20a) in this vehicle convoy (21) is equipped with the central vehicle convoy control (22). This central vehicle convoy control (22) assumes the overall control and coordination of the vehicle convoy (21). It is capable of sending control signals to the vehicle control units (15a, 15b, 15c) of the individual vehicles (20a, 20b, 20c) and enabling data exchange between the vehicles (20a, 20b, 20c).
[0159] The vehicles (20b, 20c) of the vehicle convoy (21) are also equipped according to the vehicle description in Figure 2. They each have a front coupling (10a, 10c, 10e), a rear coupling (10b, 10d, 10f), coupling control units (14a, 14b, 14c, 14d, 14e, 14f), vehicle controls (15a, 15b, 15c), data couplings (16a, 16b, 16c, 16d, 16e, 16f) and user interfaces (17a, 17b, 17c, 17d, 17e, 17f).
[0160] The vehicles (20a, 20b, 20c) are connected to each other via their couplings, with the first vehicle (20a) acting as the leading vehicle with the central vehicle control system (22). Control and operating data are exchanged between the vehicles (20a, 20b, 20c) and the central vehicle control system (22) via the data couplings (16a, 16b, 16c, 16d, 16e, 16f).
[0161] The schematic representation in Figure 3 illustrates the structure and composition of a vehicle convoy (21) consisting of three vehicles (20a, 20b, 20c) according to the type described above. By combining the individual vehicles (20a, 20b, 20c), their vehicle controls (15a, 15b, 15c) and the central vehicle convoy control (22), the vehicle convoy (21) enables coordinated and synchronized behavior of the vehicles (20a, 20b, 20c) within the vehicle convoy (21).
[0162] Figure 4 shows a schematic flow diagram illustrating the sequence of a decoupling request in the vehicle convoy (21) from Figure 3. The decoupling request is generated by the rear user interface (17b) of the first vehicle (20a). The request is transmitted to the vehicle control unit (15a) of the first vehicle (20a). This unit transmits the decoupling request to the central vehicle convoy control unit (22). The vehicle convoy control unit (22) recognizes that this is a decoupling request and initiates the decoupling process.
[0163] The uncoupling process comprises several steps, including the transmission of an uncoupling signal to the vehicle control systems (15a, 15b) of the respective vehicles (20a, 20b). The uncoupling signal informs the respective vehicle control system (15a, 15b) of the impending uncoupling and prepares the vehicles (20a, 20b) for this.
[0164] Communication then takes place between the vehicle control unit (15a, 15b) and the corresponding clutch control unit (14b, 14c). The respective clutch control unit (14b, 14c) receives the decoupling request and initiates the decoupling process on the corresponding clutch (10b, 10c).
[0165] The decoupling process is monitored and controlled to ensure that it proceeds correctly. This is made possible by the sensors (13b, 13c) in the clutch (10b, 10c) and the corresponding clutch control unit (14b, 14c). The sensors (13b, 13c) detect the position and state of the respective clutch (10b, 10c), and the respective clutch control unit (14b, 14c) transmits this information to the respective vehicle control unit (15a, 15b).
[0166] The vehicle controller (15a, 15b) monitors the uncoupling process and continuously receives feedback from the sensors (13b, 13c). Once the uncoupling is successfully completed, this is determined, and the result can subsequently be reported back to the vehicle controllers (15a, 15b) and / or to the vehicle convoy controller (22). The flowchart ends with the completion of the uncoupling process and the completion of the uncoupling request. The vehicle convoy controller (22) can now receive and process further commands or signals for controlling the vehicle convoy (21).
[0167] List of reference symbols:
[0168] (10, 10a, 10b, 10c, lOd, lOe, lOf) clutch
[0169] (11) Coupling lock
[0170] (12) Coupling head
[0171] (13, 13a, 13b, 13c, 13d, 13e, 13f) Sensors
[0172] (14, 14a, 14b, 14c, 14d, 14e, 14f) Clutch control unit
[0173] (15, 15a, 15b, 15c) Vehicle control
[0174] (16, 16a, 16b, 16c, 16d, 16e, 16f) Data coupling
[0175] (17a, 17b, 17c, 17d, 17e, 17f) User interface
[0176] (18) Communication unit
[0177] (19) Identification device
[0178] (20, 20a, 20b, 20c) Vehicle
[0179] (21) Vehicle association
[0180] (22) Vehicle group control
Claims
Claims 1. Coupling control system for controlling couplings between rail-bound vehicles, comprising: a. a central vehicle assembly control (22), and b. at least one vehicle control (15, 15a, 15b, 15c), and c. a communication unit (18) for communication between the vehicle assembly control (22) and the vehicle control (15, 15a, 15b, 15c), characterized in that d. each coupling (10, 10a, 10b, 10c, 10d, 10e, 10f) comprises a coupling control unit (14, 14a, 14b, 14c, 14d, 14e, 14f), and e. the couplings (10, 10a, 10b, 10c, 10d, 10e, 10Of) comprise an identification device (19) for uniquely identifying the couplings (10, 10a, 10b, 10c, 10d, 10e, 10Of) of a vehicle in a vehicle association (21) and / or for detecting the position and / or the orientation in the vehicle association (21), and f.the vehicles have a data coupling for data exchange with the vehicle association control (22) and / or for data exchange between the vehicle control (15, 15a, 15b, 15c) of a first vehicle (20, 20a, 20b, 20c) and the vehicle control (15, 15a, 15b, 15c) of another track-bound vehicle (20, 20a, 20b, 20c) in a vehicle association (21).
2. Clutch control system according to claim 1, characterized in that a. the clutch (10, 10a, 10b, 10c, 10d, 10e, 10f) has a clutch closure (11) for coupling with a clutch head (12) of a clutch (10, 10a, 10b, 10c, 10d, 10e, 10f) designed as a counter-coupling.
3. Clutch control system according to claim 1 or 2, characterized in that a. the clutch control system has sensors (13, 13a, 13b, 13c, 13d, 13e, 13f) for detecting the position and / or states of the clutches (10, 10a, 10b, 10c, 10d, 10e, 10f), in particular of the clutch lock (11) and / or the clutch head (12).
4. Clutch control system according to one of the preceding claims, characterized in that a. the clutches (10, 10a, 10b, 10c, 10d, 10e, 10f) comprise actuators for controlling coupling processes, wherein the actuators comprise pneumatic, hydraulic and electrical actuators for controlling the coupling processes.
5. Clutch control system according to one of the preceding claims, characterized in that a. the clutch control system comprises a user interface (17a, 17b, 17c, 17d, 17e, 17f) for interaction with the clutch control system, preferably b. the user interface (17a, 17b, 17c, 17d, 17e, 17f) is part of the vehicle control system (22) and / or the vehicle control system (15, 15a, 15b, 15c).
6. Clutch control system according to one of the preceding claims, characterized in that a. the clutch control system has a communication device for wireless communication with an external infrastructure.
7. Coupling control system according to one of the preceding claims, characterized in that a. the external infrastructure can transmit control signals for controlling coupling processes to the vehicle assembly control (22).
8. Clutch control system according to one of the preceding claims, characterized in that a. the vehicle control system (22) is designed to transmit control signals for controlling coupling processes for clearly identified couplings (10, 10a, 10b, 10c, 10d, 10e, 10f) to the vehicle controls (15, 15a, 15b, 15c).
9. Clutch control system according to one of the preceding claims, characterized in that a. control signals for controlling coupling processes for corresponding clutches (10, 10a, 10b, 10c, 10d, 10e, 10f) of a first vehicle (20, 20a, 20b, 20c) and a second vehicle (20, 20a, 20b, 20c) can be transmitted synchronously to the vehicle control (15, 15a, 15b, 15c) of the first and second vehicles (20, 20a, 20b, 20c).
10. A track-bound vehicle, in particular a rail vehicle, characterized in that a. the vehicle has couplings arranged at opposite ends for coupling with a counter-coupling of an adjacent vehicle, wherein b. the couplings arranged on the vehicle are designed as a coupling according to one of claims 1 to 9.
11. Method for operating a coupling control system for controlling couplings (10, 10a, 10b, 10c, 10d, 10e, 10f) between rail-bound vehicles, characterized in that a. the coupling control system generates a control signal for controlling a coupling process on a vehicle (20, 20a, 20b, 20c), b. the control signal is transmitted via a communication unit from the vehicle control (22) to a vehicle control (15, 15a, 15b, 15c) of the vehicle (20, 20a, 20b, 20c), c. the vehicle control (15, 15a, 15b, 15c) sends the signal to a coupling control unit (14, 14a, 14b, 14c, 14d, 14e, 14f) of a coupling, d. An actuator for controlling the coupling process implements the control signal.
12. The method according to claim 11, characterized in that a. the control signal is transmitted to a vehicle control system (15, 15a, 15b, 15c) of a vehicle (20, 20a, 20b, 20c) and of a corresponding further vehicle (20, 20a, 20b, 20c).
13. Method according to one of claims 11 to 12, characterized in that a. the control signal for controlling the coupling process is generated by a user interface (17a, 17b, 17c, 17d, 17e, 17f) of the coupling (10, 10a, 10b, 10c, 10d, 10e, 10f), the vehicle control (15, 15a, 15b, 15c), the vehicle assembly control (22) or an external infrastructure, or the control signal for controlling the coupling process is triggered at a user interface (17b, 17c, 17d, 17e) and is passed via the vehicle control (15, 15a, 15b, 15c) to the vehicle assembly control (22), which sends the control signal to the two corresponding couplings (10b and 10c or 10d and 10e).
14. Method according to one of claims 11 to 13, characterized in that a. the clutch control system is designed according to one of claims 1 to 9.
15. A computer-readable medium storing instructions which, when executed by at least one processor, cause the at least one processor to perform a method according to any one of the preceding claims 8 to 14.