Method for supervising a railway vehicle coupling device, electronic control device configured to implement such a method, and railway vehicle comprising such a control device

Abstract

Method for supervising a railway vehicle coupling device, electronic control device configured to implement such a method, and railway vehicle comprising such a control device. This method for supervising a coupling device of a first railway vehicle during coupling with a second railway vehicle includes, at least before impact, a step α) (1010) of acquiring mass data for a first train including the first railway vehicle, then a step c) (1008) of calculating a theoretical impact moment and a theoretical impact velocity, taking into account the mass data. The method then includes a step β) (1012) of evaluating a theoretical compression characteristic of the coupling device, taking into account the theoretical impact velocity and the mass of the first train.The method includes a step γ) (1014) of calculating an actual compression characteristic of the coupling device from measurements taken between impact and rest, followed by a step δ) (1016) of comparing the theoretical compression characteristic to the actual compression characteristic, and evaluating the probability of malfunction of the coupling device. Figure for the abstract: Figure 3.

Description

Title of the invention: Method for supervising a railway vehicle coupling device, electronic control device configured to implement such a method, and railway vehicle comprising such a control device

[0001] The present invention relates to a method for supervising a coupling device of a railway vehicle, an electronic control device for implementing such a method and a railway vehicle comprising such an electronic control device.

[0002] Railway vehicles, and in particular trains, generally operate in the form of trainsets, which comprise at least one locomotive and one or more passenger cars, for example, for carrying passengers. In the case of high-speed trains or trams, for example, trainsets are generally composed of a number of passenger cars and two locomotives, each located at one end of the train. Two trainsets can be joined together, in other words "coupled" or "coupled," by means of coupling systems located at the ends of the trainsets to be coupled. For example, two locomotives, each located at the end of a respective train, are coupled together, each locomotive comprising a coupling system.

[0003] A coupling system generally comprises a coupling element and a damping element, also called "coupling" and "buffer" respectively. The coupling and damping elements may be separate elements, or they may be combined in a single device called a "coupling device".

[0004] During a coupling operation, the two locomotives are placed opposite each other on the same track and approach each other with a reduced relative speed, one of the two locomotives being for example stationary, until the respective coupling devices come into contact with each other.

[0005] The coupling devices then cooperate with each other to secure the two locomotives together, while the damping devices absorb part of the kinetic energy of the two trains, to dampen the shock.

[0006] During each coupling operation, the damping elements are subjected to high loads and their performance degrades over time. When the damping is insufficient, the shock is poorly absorbed and significant forces are transmitted to the structure of the railway vehicle, which is undesirable and can be dangerous for passengers. In the event of a failure of a damping element, A maintenance operation needs to be scheduled quickly.

[0007] CN-107685743-A describes a so-called "intelligent" control system for a device coupling, in which a control device, which includes a distance sensor, controls the coupling mechanisms of the two locomotives. However, CN-107685743-A remains silent on a monitoring system for the damping mechanism.

[0008] It is these problems that the invention intends to remedy in particular, by proposing a method for supervising coupling devices, which offers a precise and rapid diagnosis.

[0009] To this end, the invention relates to a method for monitoring a coupling device of a first railway vehicle during a coupling operation with a second railway vehicle. The first railway vehicle is located at the end of a first train and includes a first coupling device. The second railway vehicle is located at the end of a second train and includes a second coupling device, located opposite the first coupling device. The first and second railway vehicles approach each other. The method comprises at least the steps of:

[0010] a) acquire, using a measuring device, a distance between the first railway vehicle and the second railway vehicle;

[0011] b) calculate, using an electronic control device, a relative speed between the first and second railway vehicles, step b) being subsequent to step a);

[0012] c) calculate, using the electronic control device, a theoretical impact moment and a theoretical impact velocity, the impact moment being the instant when the first coupling device and the second coupling device come into contact with each other, while the impact velocity is the relative velocity of the first railway vehicle with respect to the second railway vehicle at the moment of impact. Step c) is subsequent to steps a) and b), while steps a), b), and c) are prior to the moment of impact.According to the invention, the supervision method comprises a step a) prior to step c), step a) consisting of acquiring mass data for the first train including the first railway vehicle and recording the mass data of the first train in a memory of the control device, while in step c), the control device calculates the theoretical impact moment and the theoretical impact speed taking into account, in particular, the mass data recorded in step a). The supervision method comprises a step |3), subsequent to step c), during which the control device evaluates a theoretical compression characteristic of the coupling device of the first railway vehicle, taking into account, in particular, the theoretical impact speed calculated in step c) and the mass of the first train.The supervision process includes a step y), during which the control device calculates an actual compression characteristic of the device. coupling, based on measurements taken by the measuring device from the actual moment of impact until the relative speed of the first and second railway vehicles is zero. The monitoring process includes a step (o), subsequent to step (y), during which the control device compares the theoretical compression characteristic to the actual compression characteristic and assesses the probability of malfunction of the coupling device of the first railway vehicle.

[0013] Thanks to the invention, the actual compression characteristic of the coupling device, measured during each coupling operation, is compared to a theoretical compression characteristic that takes into account the impact speed and the total mass of the train. Thus, a precise diagnosis of any potential failure of the coupling device is immediately available after each coupling operation. This allows for the scheduling of any necessary maintenance operations, based on this diagnosis.

[0014] According to advantageous but not mandatory aspects of the invention, such a process may incorporate one or more of the following features taken in any technically permissible combination: • The method includes a step e), prior to step c), in which the control device acquires and then stores in memory information relating to the braking capacity and acceleration capacity of the first rail vehicle, and in that, in step c), the control device calculates the theoretical moment of impact and the theoretical speed of impact taking into account, in particular, the information recorded in step e). • At step y), the control device calculates the actual compression characteristic of the coupling device taking into account measurements made by a penetration sensor, which measures the penetration of the coupling device at least from the actual moment of impact until the relative speed of the first and second railway vehicles is zero.

[0015] The supervision method is advantageously implemented in each of the two trains. The invention also relates to a method for supervising a coupling device of a second railway vehicle during a coupling operation with a first railway vehicle, the second railway vehicle comprising an electronic control device and a measuring device measuring a distance between the first railway vehicle and the second railway vehicle, wherein the supervision method implemented for the second railway vehicle is as defined above.

[0016] According to another aspect, the invention relates to an electronic control device for a railway vehicle, the control device being configured to implement

[0017]

[0018]

[0019]

[0020]

[0021] the supervision process as described previously. Advantageously: - The electronic control device includes a measuring device with a distance sensor, configured to measure the distance between the first railway vehicle and the second railway vehicle, the first and second railway vehicles being located opposite each other and approaching each other. - Each of the electronic control devices includes a reflector, the reflector and the distance sensor being situated symmetrically on either side of a longitudinal plane of symmetry of the first and second railway vehicles, so that, during a coupling operation, the reflector of the second railway vehicle is situated opposite the measuring device of the first railway vehicle parallel to a longitudinal axis A6 of the first and second railway vehicles, while the reflector of the first railway vehicle is situated opposite the measuring device of the second railway vehicle parallel to the axis A6. - Each of the measuring devices includes a speed sensor, configured to measure a relative speed of the first rail vehicle with respect to the second rail vehicle. - The first railway vehicle is part of a first convoy, and in that the control device includes an interface with a management system of the first convoy, the control device being configured to acquire from the management system, during step a) of the supervision process, the total mass data of the first convoy. The invention also relates to a railway vehicle, which includes an electronic control device as described above. The invention will be better understood, and other advantages thereof will become more apparent, in the light of the following description of an embodiment of a method for supervising a railway vehicle coupling device, of an electronic control device configured to implement such a method, and of a railway vehicle comprising such an electronic control device conforming to its principle, given solely by way of example and with reference to the accompanying drawings, in which: - [Fig.1] [Fig.1] is a schematic view of two railway vehicles, each comprising an electronic control device configured to implement a supervisory method according to the invention, the two vehicles being in a first configuration; - [Fig.2] [Fig.2] is a schematic view of the railway vehicles of [Fig.1], observed along arrow II marked on [Fig. 1], the two vehicles being in a second configuration, and

[0022] - [Fig.3] [Fig.3] is a diagram illustrating a supervisory process conforming to the invention, implemented by the device illustrated in [Fig.1].

[0023] Two railway vehicles 2 and 4 are shown in Figures 1 and 2. These railway vehicles 2 and 4 move on a railway track which includes rails 6. The rails 6 are assumed to be straight and horizontal and define a longitudinal direction of the railway track.

[0024] For convenience, an axis A6 is defined as an axis oriented parallel to the longitudinal direction of the rails 6. A longitudinal plane PI is also defined as a vertical plane parallel to the axis A6.

[0025] Railway vehicles 2 and 4 are shown here as locomotives, each located at the end of a respective train, the trains themselves not being shown. Depending on the case, each train may comprise one or more passenger cars and / or freight cars. Vehicle 2, shown on the left in Figures 1 and 2, is thus part of a train whose total mass, i.e., the mass including vehicle 2, is denoted M2. Similarly, railway vehicle 4, shown on the right in Figures 1 and 2, is part of a train whose total mass is denoted M4.

[0026] Rail vehicles 2 and 4 are positioned opposite each other. In [Fig. 1], rail vehicles 2 and 4 are at a distance from each other and are moving towards each other. Both vehicles 2 and 4 are in a so-called "uncoupled" configuration.

[0027] The railway vehicle 2 comprises a body 200, which has an elongated shape arranged parallel to the axis A6 and defining a first end, from which a coupling device 202 protrudes. The body 200 has a symmetrical shape with respect to the longitudinal plane PI, while the coupling device 202 is located on the longitudinal plane PL. By extension, the longitudinal plane PI is a plane of symmetry of the railway vehicles 2 and 4, while the axis A6 is also a longitudinal axis of the railway vehicles 2 and 4.

[0028] The crate 200 also includes a second end, opposite the first end, the second end not being shown in the drawings. It is understood that the second end is oriented towards the side of the convoy to which vehicle 2 belongs.

[0029] The railway vehicle 4, for its part, has a body 400, with a first end from which protrudes a coupling device 402.

[0030] Advantageously, railway vehicles 2 and 4 each have a similar structure and each comprise similar elements. Thus, in Figures 1 and 2, the elements of railway vehicle 2 are referenced with numbers whose hundreds digit is 2, while similar elements of railway vehicle 4 are referenced by numbers whose hundreds digit is 4, with the same tens and units digits.

[0031] The coupling device 202 includes a base 204, which is integral with the body 200, a damping element 206 and a hooking element 208.

[0032] The base 204 is represented here by a parallelepiped. The damping element 206 is represented here by a cylinder with a circular cross-section and an axis parallel to the axis A6. The attachment element 208 is represented here by a section of a cone, with an apex oriented towards the damping element 206 and a base, wider than the apex, oriented in the opposite direction from the damping element 206, i.e. oriented towards the vehicle 4 opposite.

[0033] In accordance with the numbering logic described above, the coupling device 402 of the body 400 comprises a base 404, a damping element 406 and a hooking element 408.

[0034] We denote D the distance, measured parallel to the axis A6, between the coupling devices 208 and 408 of the railway vehicles 1 and 2.

[0035] The coupling devices 202 and 402 are arranged symmetrically on either side of a plane P2 transverse to axis A6 and perpendicular to plane PI, i.e., the coupling devices 202 and 402 are aligned so that as vehicles 2 and 4 gradually approach each other, the coupling members 208 and 408 also approach each other until they make contact, as illustrated in [Fig. 2]. It is understood that the coupling members 208 and 408, the operation of which is not detailed further in this description, are configured to cooperate with each other so as to secure the coupling device 202 with the coupling device 402 and allow one of the convoys to be pulled by the other convoy.

[0036] In [Fig.1], the damping members 206 and 406 are not subjected to any external force and are each in a so-called "released" configuration, in which the damping member 206 is away from the base 204. In [Fig.2], the damping member 206 is closer to the base 204 than in the released configuration, and the damping member 206 is in a so-called "pressed" configuration.

[0037] In [Fig. 1], vehicles 2 and 4 approach each other with a non-zero relative velocity. When vehicles 2 and 4 come into contact with each other via the coupling elements 208 and 408, in other words at the "moment of impact", the relative velocity of vehicles 2 and 4 is not zero, the damping elements 206 and 406 being configured to absorb most of the kinetic energy of the railway vehicles 2 and 4 by elastic deformation and / or energy dissipation, changing from the released configuration to the compressed configuration.

[0038] Thus, while the damping elements 206 and 406 compress, the elements The couplings 208 and 408 are in contact with each other and cooperate to mechanically connect vehicles 2 and 4. The relative speed of vehicles 2 and 4 gradually decreases until it reaches zero, while the damping elements 206 and 406 are increasingly depressed. In [Fig. 2], the relative speed of the rail vehicles 2 and 4 is assumed to be zero and the distance D has a minimum value, less than that of [Fig. 1]. The coupling elements 208 and 408 cooperate to connect the rail vehicles 2 and 4, while the damping elements 206 and 406 are in the depressed configuration. The rail vehicles 2 and 4 are then in the so-called "coupled" configuration. For both railway vehicles 2 and 4, the change from the uncoupled configuration to the coupled configuration constitutes a coupling operation.

[0039] The evolution of the sinking of the damping element 206 over time, between the moment of impact and the moment when the relative speed of the railway vehicles 2 and 4 is zero, defines a compression characteristic of the coupling device 202. Similarly, the evolution of the sinking of the damping element 406 over time, between the moment of impact and the moment when the relative speed of the railway vehicles 2 and 4 is zero, defines a compression characteristic of the coupling device 402.

[0040] It is understood that the energy to be dissipated by the damping elements 206 and 406 is kinetic energy, a function in particular of the relative speed of the railway vehicles 2 and 4 and of the total masses M2 and M4.

[0041] By way of example, the railway vehicle 4 is stationary and only the railway vehicle 2 is mobile and is approaching the railway vehicle 4. The kinetic energy to be dissipated is then a function only of the speed of the railway vehicle 2 and the total mass M2, this kinetic energy being absorbed jointly by the damping elements 206 and 406 of the two railway vehicles 2 and 4.

[0042] The railway vehicle 2 includes an electronic control device 210, configured to implement a method for supervising the coupling device 202, as detailed later in this description.

[0043] By way of example, the electronic control device 210 includes a computing logic unit 2102, also called a "CPU", such as a programmable microcontroller or a microprocessor or equivalent, and a computer memory 2104 forming a data recording medium visible to the computer.

[0044] According to examples, the computer memory 2104 is a ROM memory or a RAM memory, or a non-volatile memory of the EPROM or FLASH type or equivalent. The memory 2104 includes executable instructions and / or computer code to ensure the operation of the electronic control device 210 in accordance with one or more of the embodiments described below when executed by the logical computing unit 2102.

[0045] The electronic control device 210 is connected to a measuring device 212. The measuring device 212 includes a distance sensor, configured to measure a distance between the rail vehicle 2 and another vehicle, located opposite the rail vehicle 2. In the illustrated example, the measuring device 212 measures the distance D between vehicle 2 and vehicle 4.

[0046] Similarly, the railway vehicle 4 includes an electronic control device 410, with a logic calculation unit 4102 and a memory 4104, connected to a measuring device 412.

[0047] Measuring devices 212 and 412 are, for example, laser measuring devices. Of course, other measuring device technologies are possible.

[0048] Advantageously, the railway vehicles 2 and 4 each include a respective reflector 214 and 414, arranged to improve the accuracy of the measuring device located opposite, as illustrated in [Fig.2].

[0049] The measuring device 212 and the reflector 214 are arranged symmetrically on either side of the longitudinal plane PI, while the measuring devices 412 and reflector 414 are also arranged symmetrically to each other on either side of the longitudinal plane PL. Thus, when the railway vehicles 2 and 4 are located opposite each other with respect to the plane P2 during a coupling operation, the reflector 414 is located opposite the measuring device 212 parallel to the axis A6, while the reflector 214 is located opposite the measuring device 412 parallel to the axis A6.

[0050] The electronic control device 210 is configured to calculate a relative speed of movement of the car 2 with respect to the car 4 from the measurements obtained by the measuring device 212, for example by time derivation.

[0051] By convention, the distance D between vehicles 2 and 4 is considered positive when vehicles 2 and 4 are in the uncoupled configuration, as illustrated in [Fig. 1]. When the coupling members 208 and 408 come into contact with each other, the distance D between railway vehicles 2 and 4 is considered to be zero. Finally, when the damping members 206 and 406 are in the compressed configuration, the distance D between railway vehicles 2 and 4 is considered to be negative.

[0052] More generally, it is understood that the measurement of the distance D between the railway vehicles 2 and 4 using the measuring devices 212 or 412 allows the electronic control device 210 to calculate the relative speed of the vehicle 2 with respect to the vehicle 4, but also to evaluate the sinking of the damping elements 206 and 406.

[0053] While vehicles 2 and 4 are in the uncoupled configuration, the device of control 210 is configured to calculate, from distance measurements and relative speed calculation between vehicles 2 and 4, the moment of impact between them, as well as the impact speed, which is the relative speed of rail vehicle 2 with respect to rail vehicle 4 at the moment of impact.

[0054] Of course, it is understood that during a coupling operation, the measuring device 212 performs several measurements, for example at a predetermined time interval, so that the control device 210 can calculate the relative speed of vehicle 2 with respect to vehicle 4. The measurements of the device 212 can in particular be carried out before and after the impact.

[0055] The rail vehicle 2 further comprises a train management system 216 for the train of which the rail vehicle 2 is a part. The management system 216 measures and records numerous data relating to the operation of the train of which the train 2 is a part, in particular the total mass M2 of this train, the braking and acceleration capacity of the train, etc. By way of example, such a management system 216 is sometimes called in English Train Control Monitoring System, or TCMS.

[0056] The total mass M2 is, for example, calculated by taking into account the unladen mass of the train to which vehicle 2 belongs, and adding to it the expected number of passengers multiplied by an average mass per passenger. The unladen mass is, for example, known from the number and type of cars / wagons and locomotive(s) in the train, while the expected number of passengers is, for example, known from a booking center. Alternatively, the mass M2 is measured taking into account the load carried by each axle.

[0057] The control system 210 includes a communication interface 218 with the management system 216, configured so that the control system 210 can obtain data managed by the management system 216, in particular information on the mass M2 of the convoy to which vehicle 2 belongs. In some examples, the communication interface is wired and implemented via an electrical cable. Alternatively, this interface is wireless.

[0058] Similarly, the railway vehicle 4 includes a management system 416 to which the electronic control device 410 is connected by a communication interface 418, in order to acquire various data relating to the state of the railway vehicle 4 and the train of which the vehicle 4 is a part, this data including, but not limited to, data on the total mass M4 of the train of which the vehicle 4 is a part, data on the acceleration or braking capacity of the vehicle 4, etc.

[0059] In [Fig. 3], the method for supervising a coupling device is schematically represented. The electronic control devices 210 and 410 of vehicles 2 and 4 operate similarly and are both configured to implement the method for supervising a coupling device. The following description is made with reference to the electronic control device 210, which implements the supervision process of the coupling device 202 of the railway vehicle 2.

[0060] During a step 1002, the electronic control device 210 acquires, then records in memory 2014, using the measuring device 212, distance measurements between the railway vehicle 2 and the railway vehicle 4 to be coupled to the railway vehicle 2.

[0061] During a step 1004, the electronic control device 210 calculates with the logic calculation unit 2102, and then records in memory 2014, a relative speed between the railway vehicles 2 and 4 based on the distance measurements taken during step 1002.

[0062] During a step 1008, which is subsequent to steps 1002 and 1004, the electronic control device 210 calculates and then records a theoretical impact moment and a theoretical impact speed, the impact moment being the instant when the coupling device 202 of the railway vehicle 2 and the coupling device 402 of the railway vehicle 4 come into contact with each other, the impact speed being the relative speed of the railway vehicle 2 with respect to the railway vehicle 4 at the moment of impact.

[0063] During a step 1010, which is prior to step 1008, the electronic control device 210 receives data relating to the total mass M2 of the convoy of which the railway vehicle 2 is a part, this total mass data M2 being recorded, during this step 1010 in the memory 2104 of the control device 210. In the illustrated example, the total mass data M2 is received from the management system 216, via the communication interface 218.

[0064] Thus, during step 1008, the electronic control device 210 calculates the theoretical impact moment and the theoretical impact velocity, taking into account, in particular, the total mass information M2 recorded during step 1010.

[0065] Advantageously, the supervision process also includes a step 1006, prior to step 1008, in which the electronic control device acquires and then records in memory 2014 information relating to the braking capacity and acceleration capacity of the convoy of which the rail vehicle 2 is a part. This data relating to braking or acceleration capacity is obtained from the management system 216 and then used in step 1008 by the electronic control device 210, in order to calculate more precisely the theoretical moment of impact and the theoretical speed of impact of the rail vehicle 2 with the rail vehicle 4.

[0066] During a step 1012, subsequent to step 1008, the electronic control device 210 evaluates a theoretical compression characteristic of the coupling device 202 of the vehicle 2, taking into account, in particular, the theoretical impact speed calculated during step 1008 and the total mass M2, recorded during step 1010.

[0067] The theoretical compression characteristic of the coupling device 202 corresponds in particular to the compression characteristic of a coupling device comprising a damping element in good working order, that is to say, capable of absorbing all or part of the kinetic energy of the railway vehicles 2 and 4 approaching each other. This theoretical compression characteristic can be evaluated by accessing tables or charts stored in memory 2104, which contain different theoretical compression characteristics, applicable depending on the type of coupling device 202.

[0068] During a step 1014, the control device 210 calculates an actual compression characteristic of the coupling device 202 from measurements taken by the measuring device 212 from the actual moment of impact until the relative speed of the railway vehicles 2 and 4 becomes zero.

[0069] In other words, the actual compression characteristic of the coupling device 202 evaluates the kinetic energy absorption performance of the damping element 206.

[0070] During a step 1016, subsequent to step 1014, the electronic control device 210 compares the theoretical compression characteristic to the actual compression characteristic, so as to evaluate a probability of malfunction of the coupling device 202 of the railway vehicle 2.

[0071] The comparison between the theoretical compression characteristic and the actual compression characteristic is done for example by a least squares method, a failure being recorded if the result exceeds a threshold value set by an operator.

[0072] Without limitation, the actual or theoretical compression characteristics may include data relating to the penetration and / or the penetration velocity and / or the penetration acceleration.

[0073] Thus, during each coupling operation, if the actual compression characteristic deviates from the theoretical compression characteristic beyond one or more criteria defined by an operator, the electronic control device 210 diagnoses a failure and issues an alert during a step 1018, in order, for example, to schedule a maintenance operation for the coupling device 202. If a sudden failure is detected during step 1016, the alert is given immediately, which makes it possible, if necessary, to remove the rail vehicle 2 from service and to arrange for its replacement as soon as possible.

[0074] The process described above with regard to the first railway vehicle 2 is also implemented by the electronic control device 410 of the second railway vehicle 4.

[0075] In the illustrated example, the deflection of the damping elements 206 and 406 is evaluated from the distance measurements of the measuring devices 212 and 412. Alternatively, additional sensors are provided within the coupling devices 202 and 402. For example, the coupling device 202 includes a deflection sensor not shown, which directly measures the deflection of the damping element 206 at least between the actual moment of impact and the moment when the relative speed of the first and second cars 2 and 4 becomes zero.

[0076] In the illustrated example, the theoretical and actual compression characteristics are based on distance measurements. In an alternative not shown, the electronic control device 210 or 410 includes other measuring instruments, such as accelerometers mounted on one of the elements of the coupling device 202 or 402, to evaluate the effectiveness of the damping elements 206 or 406 during the coupling operation.

[0077] In the illustrated example, the relative speed of car 2 with respect to car 4 is calculated by the electronic control device 210 from the distance measurements of the measuring device 212, for example by time derivative. In an alternative not shown, the measuring device 212 includes a speed sensor, such as a radar and / or Doppler sensor. Optionally, the rail vehicle 2 also includes a speed sensor, for example located at the wheels of the rail vehicle 2, enabling the measurement of an absolute speed of the rail vehicle 2 with respect to the rail 6.

[0078] According to another embodiment, the control device 210 includes a tilt sensor. Thus, when the rails 6 are not horizontal, the tilt of the rails 6 is taken into account in step 1008 when calculating the impact moment and the impact velocity.

[0079] The embodiments and variants mentioned above can be combined with each other to generate new embodiments of the invention.

Claims

1. Demands Method for supervising a coupling device (202) of a first rail vehicle (2) during a coupling operation with a second rail vehicle (4), the first rail vehicle (2) being located at the end of a first train and comprising a first coupling device (202), the second rail vehicle (4) being located at the end of a second train and comprising a second coupling device (402), located opposite the first coupling device, the first and second rail vehicles (2, 4) approaching each other, the method comprising at least the steps (1002, 1004, 1008) consisting of: a) (1002) acquire, using a measuring device (212), a distance (D) between the first railway vehicle and the second railway vehicle; b) (1004) calculate, using an electronic control device (210), a relative speed between the first and second railway vehicles, step b) being subsequent to step a) (1002); (c) (1008) calculate, using the electronic control device (210), a theoretical impact moment and a theoretical impact velocity, the impact moment being the instant when the first coupling device (202) and the second coupling device (402) come into contact with each other, while the impact velocity is the relative velocity of the first rail vehicle (2) with respect to the second rail vehicle (4) at the moment of impact, step (c) being subsequent to steps (a) and (b), steps (a), (b), and (c) being prior to the moment of impact, characterized - in that the supervision process includes a step a) (1010) prior to step c) (1008), step a) consisting of acquiring mass data (M2) of the first convoy including the first railway vehicle (2) and recording the mass data (M2) of the first convoy in a memory (2104) of the control device (210), - in that, at step c) (1008), the control device (210) calculates the theoretical impact moment and the theoretical impact velocity, taking into account, in particular, the mass data recorded at step a), - in that the supervision process includes a step |3) (1012), subsequent to step c), during which the control device (210) evaluates a theoretical compression characteristic of the coupling device (202) of the first railway vehicle, taking into account, in particular, the theoretical impact speed calculated in step c) and the mass (M2) of the first train, - in that the supervisory method includes a step y) (1014), during which the control device (210) calculates an actual compression characteristic of the coupling device (202), from measurements taken by the measuring device (212) from the actual moment of impact until the relative speed of the first and second railway vehicles (2, 4) is zero, and - in that the supervisory method includes a step ô) (1016), subsequent to step y),during which the control device (210) compares the theoretical compression characteristic to the actual compression characteristic and evaluates the probability of malfunction of the coupling device (202) of the first railway vehicle (2).

2. A supervisory method according to claim 1, wherein the method comprises a step e) (1006), prior to step c) (1008), in which the control device (210) acquires and then stores in memory (2104) information relating to the braking capacity and acceleration capacity of the first rail vehicle (2), and in that, in step c), the control device (210) calculates the theoretical impact moment and the theoretical impact speed taking into account, in particular, the information recorded in step e).

3. A monitoring method according to claim 2, wherein, in step y) (1014), the control device calculates the actual compression characteristic of the coupling device (202) taking into account measurements made by a deflection sensor, which measures the deflection of the coupling device at least from the actual moment of impact and until the relative speed of the first and second railway vehicles (2, 4) is zero.

4. Method of supervising a coupling device (402) of a second rail vehicle (4) during a coupling operation with a first railway vehicle (2), the second railway vehicle (4) comprising an electronic control device (410) and a measuring device (412) measuring a distance (D) between the first railway vehicle (2) and the second railway vehicle (4), wherein the supervision method implemented for the second railway vehicle is according to any one of claims 1 to 3.

5. Electronic control device (210, 410) for railway vehicle (2, 4), wherein the electronic control device is configured to implement the supervisory method according to any one of claims 1 to 4.

6. Electronic control device (210, 410) according to claim 5, wherein the electronic control device comprises a measuring device (212, 412) with a distance sensor, configured to measure the distance (D) between the first rail vehicle (2) and the second rail vehicle (4), the first and second rail vehicles (2, 4) being situated opposite each other and approaching each other.

7. Electronic control device (210, 410) according to claim 6, wherein each of the electronic control devices comprises a reflector (214, 414), the reflector and the distance sensor (212, 412) being situated symmetrically on either side of a longitudinal plane (PI) of symmetry of the first and second railway vehicles (2, 4), such that, during a coupling operation, the reflector (414) of the second railway vehicle (4) is situated opposite the measuring device (212) of the first railway vehicle (2) parallel to a longitudinal axis A6 of the first and second railway vehicles, while the reflector (214) of the first railway vehicle (2) is situated opposite the measuring device (412) of the second railway vehicle (4) parallel to the axis A6.

8. Electronic control device (210, 410) according to any one of claims 6 or 7, wherein each of the measuring devices (212, 412) comprises a speed sensor, configured to measure a relative speed of the first rail vehicle (2) with respect to the second rail vehicle (4).

9. An electronic control device (210) according to any one of claims 5 to 8, wherein the first rail vehicle (2) is part of a first train, and wherein the control device comprises an interface (218) with a management system (216) of the first convoy, the control device (210) being configured to acquire from the management system (216), during step a) (1010) of the supervision process, the total mass data (M2) of the first convoy.

10. Railway vehicle (2, 4), comprising the electronic control device (210, 410) according to any one of claims 5 to 9.

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