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

Abstract

The invention relates to a method for supervising a coupling device of a first rail vehicle during coupling with a second rail vehicle, the method comprising at least, prior to impact, a step a) (1010) of acquiring a mass datum for a first train comprising the first rail vehicle, and then a step c) (1008) of calculating a theoretical moment of impact and a theoretical impact speed, taking into account the mass datum. Next, the method comprises a step P) (1012) of evaluating a theoretical compression characteristic of the coupling device, taking into account the theoretical impact speed and the mass of the first train. The method comprises a step y) (1014) of calculating an actual compression characteristic of the coupling device on the basis of measurements carried out between the impact and the stop, and then a step 5) (1016) of comparing the theoretical compression characteristic with the actual compression characteristic, and evaluating a probability of malfunction of the coupling device.

Description

[0001] TITLE: Method for supervising a coupling device of a railway vehicle, electronic control device configured to implement such a method and railway vehicle comprising such a control device

[0002] 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.

[0003] Railway vehicles, and in particular trains, generally operate in the form of convoys, which comprise at least one locomotive and one or more passenger cars, for example, intended to carry passengers. In the case of high-speed trains or trams, for example, convoys are generally composed of a certain number of cars and two locomotives, each located at a respective end of the convoy. Two convoys can be connected to each other, in other words "coupled" or "coupled", by means of coupling systems, provided at the ends of the convoys to be coupled. For example, two locomotives, each located at the end of a respective convoy, are coupled to each other, each of the locomotives comprising a coupling system.

[0004] A coupling system generally comprises a coupling member and a damping member, also called "coupling" and "buffer" respectively. The coupling and damping members can be separate members, or can be combined in a single device called a "coupling device".

[0005] 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 stationary, for example, until the respective coupling devices come into contact with each other.

[0006] The coupling members then cooperate with each other to secure the two locomotives to each other, while the damping members absorb part of the kinetic energy of the two trains, to cushion the shock.

[0007] During each coupling operation, the damping devices are subjected to heavy loads and their performance deteriorates 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 damping device failure, a maintenance operation must be scheduled quickly. CN-107685743-A describes a so-called "intelligent" control system for a coupling device, in which a control device, which includes a distance sensor, controls the coupling devices of the two locomotives. However, CN-107685743-A remains silent on a monitoring system for the damping device.

[0008] It is these problems that the invention aims to address more specifically by proposing a method for monitoring a coupling device, which provides 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 convoy and comprises a first coupling device. The second railway vehicle is located at the end of a second convoy and comprises 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: a) acquiring, using a measuring device, a distance between the first railway vehicle and the second railway vehicle; b) calculating, using an electronic control device, a relative speed between the first and second railway vehicles, step b) being subsequent to step a); c) calculating, using the electronic control device, a theoretical impact moment and a theoretical impact speed, the impact moment being the instant at which the first coupling device and the second coupling device come into contact with each other, while the impact speed is the relative speed 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 a mass data item of the first convoy including the first railway vehicle and recording the mass data item of the first convoy 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 item recorded in step a). The supervision method comprises a step P), 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 convoy.The supervision method comprises a step y), during which the control device calculates an actual compression characteristic of the coupling device, from measurements made by the measuring device from the moment of actual impact and until the relative speed of the first and second railway vehicles is zero. The supervision method comprises a step 5), subsequent to step y), during which the control device compares the theoretical compression characteristic with the actual compression characteristic and evaluates a probability of malfunction of the coupling device of the first railway vehicle.

[0010] Thanks to the invention, the actual compression characteristic of the coupling device, measured during each coupling operation, is compared with a theoretical compression characteristic which takes into account the impact speed and the total mass of the convoy. Thus, an accurate diagnosis as to a possible failure of the coupling device is immediately available at the end of each coupling operation. This makes it possible to schedule possible maintenance operations, based on this diagnosis.

[0011] According to advantageous but not mandatory aspects of the invention, such a method may incorporate one or more of the following features taken in any technically admissible combination:

[0012] - The method comprises a step E), prior to step c), in which the control device acquires and then records in memory information relating to the braking capacity and the acceleration capacity of the first railway vehicle, and in that, in step c), the control device calculates the theoretical impact moment and the theoretical impact speed taking into account, in particular, the information recorded in step E).

[0013] - In step y), the control device calculates the actual compression characteristic of the coupling device taking into account measurements made by a depression sensor, which measures the depression of the coupling device at least from the moment of actual impact and until the relative speed of the first and second railway vehicles is zero.

[0014] The supervision method is advantageously implemented in each of the two convoys. 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, in which the supervision method implemented for the second railway vehicle is as defined previously. According to another aspect, the invention relates to an electronic control device for a railway vehicle, the control device being configured to implement the supervision method as described previously.

[0015] Advantageously:

[0016] The electronic control device comprises 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 comprises a reflector, the reflector and the distance sensor being located symmetrically on either side of a longitudinal plane of symmetry of the first and second railway vehicles, such that, during a coupling operation, the reflector of the second railway vehicle is located 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 located opposite the measuring device of the second railway vehicle parallel to the axis A6.

[0017] Each of the measuring devices comprises a speed sensor, configured to measure a relative speed of the first railway vehicle with respect to the second railway vehicle.

[0018] The first railway vehicle is part of a first convoy, and in that the control device comprises 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 method, the total mass data of the first convoy.

[0019] The invention also relates to a railway vehicle, which comprises an electronic control device as described above.

[0020] The invention will be better understood, and other advantages thereof will appear more clearly 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 in accordance with its principle, given solely by way of example and with reference to the appended drawings, in which:

[0021] - [Fig 1] Figure 1 is a schematic view of two railway vehicles, each comprising an electronic control device configured to implement a supervision method in accordance with the invention, the two vehicles being in a first configuration;

[0022] - [Fig 2] Figure 2 is a schematic view of the railway vehicles of Figure 1, observed along arrow II marked in Figure 1, the two vehicles being in a second configuration, and

[0023] - [Fig 3] Figure 3 is a diagram illustrating a supervision method in accordance with the invention, implemented by the device illustrated in Figure 1.

[0024] 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 comprises rails 6. The rails 6 are assumed to be straight and horizontal and define a longitudinal direction of the railway track.

[0025] For convenience, an axis A6 is defined as an axis oriented parallel to the longitudinal direction of the rails 6. A longitudinal plane P1 is also defined as a vertical plane parallel to the axis A6.

[0026] Rail vehicles 2 and 4 are here locomotives, each located at the end of a respective convoy, the convoys not being shown. Depending on the case, each convoy may include one or more cars intended for the transport of passengers and / or wagons intended for the transport of goods. Vehicle 2, shown on the left of Figures 1 and 2, is thus part of a convoy whose total mass, that is to say the mass including vehicle 2, is noted M2. Similarly, rail vehicle 4, shown on the right of Figures 1 and 2, is part of a convoy whose total mass is noted M4.

[0027] Rail vehicles 2 and 4 are located opposite each other. In Figure 1, rail vehicles 2 and 4 are at a distance from each other and are approaching each other. The two vehicles 2 and 4 are each in a so-called "uncoupled" configuration.

[0028] 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 P1, while the coupling device 202 is located on the longitudinal plane P1. By extension, the longitudinal plane P1 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.

[0029] The body 200 also comprises 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 of which the vehicle 2 is a part. The railway vehicle 4 has, for its part, a body 400, with a first end from which a coupling device 402 protrudes.

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

[0031] The coupling device 202 comprises a base 204, which is secured to the body 200, a damping member 206 and a hooking member 208.

[0032] The base 204 is here represented by a parallelepiped. The damping member 206 is here represented by a cylinder of circular section and axis parallel to the axis A6. The attachment member 208 is here represented by a cone section, with a top oriented towards the damping member 206 and a base, wider than the top, oriented opposite the damping member 206, that is to say oriented towards the vehicle 4 opposite.

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

[0034] D is the distance, measured parallel to the axis A6, between the attachment members 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 the axis A6 and perpendicular to the plane P1, that is to say that the coupling devices 202 and 402 are aligned so that when the vehicles 2 and 4 gradually approach each other, the coupling members 208 and 408 also approach each other until they come into 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 the present 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 Figure 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 distant from the base 204. In Figure 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. In Figure 1, the vehicles 2 and 4 are approaching each other with a non-zero relative speed.When the vehicles 2 and 4 come into contact with each other via the attachment members 208 and 408, in other words at the “moment of impact”, the relative speed of the vehicles 2 and 4 is not zero, the damping members 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, passing from the released configuration to the depressed configuration.

[0037] Thus, while the damping members 206 and 406 are sinking, the hooking members 208 and 408 are in contact with each other and cooperate so as to mechanically secure the vehicles 2 and 4 to each other. The relative speed of the vehicles 2 and 4 gradually decreases until it is zero, while the damping members 206 and 406 are increasingly sunk. In Figure 2, the relative speed of the railway vehicles 2 and 4 is assumed to be zero and the distance D has a minimum value, less than that of Figure 1, the hooking members 208 and 408 cooperate together to secure the railway vehicles 2 and 4, while the damping members 206 and 406 are in the sunk configuration. The railway vehicles 2 and 4 are then in the so-called "coupled" configuration. For both rail vehicles 2 and 4, the transition from the uncoupled configuration to the coupled configuration constitutes a coupling operation.

[0038] The change in the depression of the damping member 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 change in the depression of the damping member 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.

[0039] It is understood that the energy to be dissipated by the damping members 206 and 406 is kinetic energy, a function in particular of the relative speed of the railway vehicles 2 and 4 and the total masses M2 and M4.

[0040] For 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 of the total mass M2, this kinetic energy being absorbed jointly by the damping members 206 and 406 of the two railway vehicles 2 and 4.

[0041] The railway vehicle 2 comprises an electronic control device 210, configured to implement a method for supervising the coupling device 202, as detailed later in this description. For example, the electronic control device 210 comprises a calculation logic unit 2102, also called “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.

[0042] 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 the like. The memory 2104 comprises executable instructions and / or computer code for ensuring the operation of the electronic control device 210 in accordance with one or more of the embodiments described below when executed by the computational logic unit 2102.

[0043] The electronic control device 210 is connected to a measuring device 212. The measuring device 212 comprises a distance sensor, configured to measure a distance between the railway vehicle 2 and another vehicle, located opposite the railway vehicle 2. In the example illustrated, the measuring device 212 measures the distance D between the vehicle 2 and the vehicle 4.

[0044] Similarly, the railway vehicle 4 comprises an electronic control device 410, with a logic calculation unit 4102 and a memory 4104, connected to a measuring device 412.

[0045] The measuring devices 212 and 412 are, for example, laser measuring devices. Of course, other measuring device technologies are possible.

[0046] Advantageously, the railway vehicles 2 and 4 each comprise a respective reflector 214 and 414, arranged so as to improve the precision of the measuring device located opposite, as illustrated in FIG. 2.

[0047] The measuring device 212 and the reflector 214 are arranged symmetrically on either side of the longitudinal plane P1, while the measuring devices 412 and reflector 414 are also arranged symmetrically to each other on either side of the longitudinal plane P1. 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.

[0048] 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.

[0049] By convention, it is considered here that the distance D between the vehicles 2 and 4 is positive when the 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 the railway vehicles 2 and 4 is considered to be zero. Finally, when the damping members 206 and 406 are in the depressed configuration, the distance D between the railway vehicles 2 and 4 is considered to be negative.

[0050] 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 depression of the damping members 206 and 406.

[0051] While the vehicles 2 and 4 are in the uncoupled configuration, the control device 210 is configured to calculate, from the distance measurements and the calculation of relative speed between the vehicles 2 and 4, the moment of impact between them, as well as the impact speed, which is the relative speed of the rail vehicle 2 with respect to the rail vehicle 4 at the moment of impact.

[0052] Of course, it is understood that during a coupling operation, the measuring device 212 carries out several measurements, for example at a predetermined time interval, so that the control device 210 can calculate the relative speed of the vehicle 2 with respect to the vehicle 4. The measurements of the device 212 can in particular be carried out before and after the impact.

[0053] The railway vehicle 2 further comprises a management system 216 for the convoy of which the railway vehicle 2 is a part. The management system 216 measures and records numerous data relating to the operation of the convoy of which the vehicle 2 is a part, in particular the total mass M2 of this convoy, the braking and acceleration capacity of the convoy, etc. By way of example, such a management system 216 is sometimes called in English Train Control Monitoring System, or TCMS.

[0054] The total mass M2 is, for example, estimated by taking into account the unladen mass of the convoy of which vehicle 2 is a part, and adding to it the expected number of passengers multiplied by an average mass of each passenger. The unladen mass is, for example, known from the number and type of cars / wagons and locomotive(s) in the convoy, while the expected number of passengers is, for example, known from a booking center. Alternatively, the mass M2 is measured by taking into account the load carried by each axle.

[0055] The control system 210 comprises 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 of which the vehicle 2 is a part. According to examples, the communication interface is wired and produced by an electric cable. Alternatively, this interface is wireless. Similarly, the railway vehicle 4 comprises 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 of the convoy of which the vehicle 4 is a part, these data including, in a non-limiting manner, data on the total mass M4 of the convoy of which the vehicle 4 is a part, data on the acceleration or braking capacity of the vehicle 4, etc.

[0056] In Figure 3, the method for supervising a coupling device is shown schematically. The electronic control devices 210 and 410 of the vehicles 2 and 4 operate in a similar manner 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 method for supervising the coupling device 202 of the railway vehicle 2.

[0057] During a step 1002, the electronic control device 210 acquires, then records in the 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.

[0058] During a step 1004, the electronic control device 210 calculates with the calculation logic unit 2102, then records in the memory 2014, a relative speed between the railway vehicles 2 and 4 based on the distance measurements carried out during the step 1002.

[0059] 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.

[0060] 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 example illustrated, the total mass data M2 is received from the management system 216, via the communication interface 218.

[0061] Thus, during step 1008, the electronic control device 210 calculates the theoretical impact moment and the theoretical impact speed, taking into account, in particular, the total mass information M2 recorded during step 1010. Advantageously, the supervision method also comprises a step 1006, prior to step 1008, in which the electronic control device acquires and then records in the memory 2014 information relating to the braking capacity and the acceleration capacity of the convoy of which the railway vehicle 2 is a part. This data relating to the 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 impact moment and the theoretical impact speed of the railway vehicle 2 with the railway vehicle 4.

[0062] 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.

[0063] The theoretical compression characteristic of the coupling device 202 corresponds in particular to the compression characteristic of a coupling device comprising a damping member 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 the memory 2104, which contain different theoretical compression characteristics, applicable depending on the type of the coupling device 202.

[0064] During a step 1014, the control device 210 calculates an actual compression characteristic of the coupling device 202 from measurements made by the measuring device 212 from the actual moment of impact and until the relative speed of the railway vehicles 2 and 4 becomes zero.

[0065] In other words, the actual compression characteristic of the coupling device 202 evaluates the kinetic energy absorption performance of the damping member 206.

[0066] During a step 1016, subsequent to step 1014, the electronic control device 210 compares the theoretical compression characteristic with the actual compression characteristic, so as to evaluate a probability of malfunction of the coupling device 202 of the railway vehicle 2.

[0067] The comparison between the theoretical compression characteristic and the actual compression characteristic is made for example by a least squares method, a failure being recorded if the result exceeds a threshold value set by an operator. In a non-limiting manner, the actual or theoretical compression characteristics may include data relating to the depression and / or the speed of depression and / or the acceleration of depression.

[0068] 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 fault and issues an alert during a step 1018, in order, for example, to program a maintenance operation of the coupling device 202. If a sudden fault is detected during step 1016, the alert is given immediately, which makes it possible, if necessary, to put the railway vehicle 2 aside and to organize its replacement as soon as possible.

[0069] The method described above with respect to the first railway vehicle 2 is also implemented by the electronic control device 410 of the second railway vehicle 4.

[0070] In the illustrated example, the depression of the damping members 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 comprises a depression sensor, not shown, which directly measures the depression of the damping member 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.

[0071] In the illustrated example, the theoretical and actual compression characteristics are based on distance measurements. In a variant not shown, the electronic control device 210 or 410 comprises 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 members 206 or 406 during the coupling operation.

[0072] In the illustrated example, the relative speed of movement of the car 2 with respect to the car 4 is calculated by the electronic control device 210 from the distance measurements of the measuring device 212, for example by time derivation. In a variant not shown, the measuring device 212 comprises a speed sensor, such as a radar wave and / or Doppler effect sensor. Optionally, the railway vehicle 2 also comprises a speed sensor, for example located at the wheels of the railway vehicle 2, making it possible to measure an absolute speed of the railway vehicle 2 with respect to the rails 6. According to another variant, the control device 210 comprises 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 moment of impact and the impact speed.

[0073] The embodiments and variants mentioned above can be combined with each other to generate new embodiments of the invention.

Claims

CLAIMS 1. Method for supervising a coupling device (202) of a first railway vehicle (2) during a coupling operation with a second railway vehicle (4), the first railway vehicle (2) being located at the end of a first convoy and comprising a first coupling device (202), the second railway vehicle (4) being located at the end of a second convoy and comprising a second coupling device (402), located opposite the first coupling device, the first and second railway vehicles (2, 4) approaching each other, the method comprising at least the steps (1002, 1004, 1008) consisting of: a) (1002) acquiring, using a measuring device (212), a distance (D) between the first railway vehicle and the second railway vehicle; b) (1004) calculating, 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) calculating, using the electronic control device (210), a theoretical impact moment and a theoretical impact speed, 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 speed is the relative speed of the first railway vehicle (2) with respect to the second railway 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 method comprises a step a) (1010) prior to step c) (1008), step a) consisting of acquiring a mass data item (M2) of the first convoy including the first railway vehicle (2) and recording the mass data item (M2) of the first convoy in a memory (2104) of the control device (210), in that, in step c) (1008),the control device (210) calculates the theoretical impact moment and the theoretical impact speed taking into account, in particular, the mass data recorded in step a), in that the supervision method comprises a step P) (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 convoy, in that the supervision method comprises a step y) (1014), during which the control device (210) calculates an actual compression characteristic of the coupling device (202), from measurements made by the measuring device (212) from the moment of actual impact and until the relative speed of the first and second railway vehicles (2, 4) is zero, and in that the supervision method comprises a step 5) (1016), subsequent to step y), during which the control device (210) compares the theoretical compression characteristic with the actual compression characteristic and evaluates a probability of malfunction of the coupling device (202) of the first railway vehicle (2).

2. Supervision method according to claim 1, in which the method comprises a step E) (1006), prior to step c) (1008), in which the control device (210) acquires and then records in memory (2104) information relating to the braking capacity and the acceleration capacity of the first railway 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. Supervision 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 depression sensor, which measures the depression of the coupling device at least from the moment of actual impact and until the relative speed of the first and second railway vehicles (2, 4) is zero.

4. Method for supervising a coupling device (402) of a second railway 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 a railway vehicle (2, 4), in which the electronic control device is configured to implement the supervision 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 railway vehicle (2) and the second railway vehicle (4), the first and second railway vehicles (2, 4) being located 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 located symmetrically on either side of a longitudinal plane (P1) of symmetry of the first and second railway vehicles (2, 4), so that, during a coupling operation, the reflector (414) of the second railway vehicle (4) is located 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 located 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 railway vehicle (2) with respect to the second railway vehicle (4).

9. Electronic control device (210) according to any one of claims 5 to 8, in which the first railway vehicle (2) is part of a first convoy, and in that 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 method, 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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