EP2420427A2 - Method and device for monitoring an operational status of a coupling device - Google Patents

Abstract

The method involves evaluating a clutch state signal (s1) by a control device (100), where an unwanted uncoupling of a vehicle (220) is closed, when the clutch state signal displays an uncoupled state, and a desired uncoupling process displays an uncoupling release signal (EF). The uncoupling release signal is formed as a standstill signal and as a function of velocity of a train (200) and velocity of the vehicles, where the formed uncoupling release signal depends on the standstill signal and pressure in a main air line of the train. An independent claim is also included for a control device comprising a control unit.

Description

The invention relates to a method for monitoring an operating state of at least one coupling device and / or coupling point of a coupling device provided for the mechanical connection of two vehicles to a train.

The invention furthermore relates to a control device for monitoring an operating state of at least one coupling device and / or coupling point provided for the mechanical connection of two vehicles to a train.

It is an object of the present invention to provide an improved method and an improved control device, which enable a reliable detection of unwanted decoupling in all operating conditions of a train, especially during a standstill or a very low-speed drive.

This object is achieved in the method of the type mentioned above in that an operating state of the coupling device characterizing clutch state signal is evaluated by a control device, in which case an unwanted decoupling of a vehicle is concluded when the clutch state signal indicates a decoupled state and not at the same time a decoupling Enable signal indicates the presence of a desired Unkupplungsvorgangs.

The evaluation according to the invention, which also takes into account the decoupling release signal in addition to the clutch state signal, advantageously makes it possible to carry out a universal monitoring of the clutch device by taking into account the clutch state signal, while at the same time giving the possibility of actually decoupling by the additional consideration of the decoupling enable signal signal, so that in the case of a desired uncoupling not triggered error reactions be as they may be intended to detect unwanted uncoupling.

The principle of the invention is applicable to all vehicle assemblies or trains that can be formed by means of at least one coupling device of individual vehicles, in particular rail vehicles with automatic coupling devices. Particularly advantageous is the use of the invention in self-braking vehicles indirectly.

The coupling state signal can be formed for example by means of a corresponding sensor, which is mounted in the region of the coupling device. For example, a limit switch may be provided, which is attached to the coupling device so that it performs a switching state change when the coupling device is transferred from a coupled state to a decoupled state, or vice versa. This electrical Schaltzustaridsänderung can be evaluated according to the invention.

Other sensor means, such as capacitive or inductive or optically operating sensor means are alternatively or additionally also used to monitor a coupling state or a state transition.

The decoupling release signal is advantageously defined in a preferred embodiment of the invention, in particular in rail vehicles, such that it can not or only with difficulty be influenced by unauthorized persons, whereby the sabotage safety of the monitoring method is significantly increased. For example, it is advantageous to select as uncoupling enable signal such a signal, which can be influenced only at considerable expense of an outdoor area of the train or even only using a driver's desk of the train or a power train of the train.

It is furthermore of particular advantage if the decoupling enable signal is formed from a combination of a plurality of signals or logic operations, which in turn are formed from further signals or operating variables, whereby a more reliable operating arrangement is obtained.

In a further advantageous embodiment, it is provided that the decoupling enable signal is not formed solely as a function of a standstill signal characterizing a speed of the train and / or at least one of the vehicles. That is, in this advantageous embodiment, although the decoupling enable signal is formed using the standstill signal, additional becomes evaluated at least one other signal of the train or a vehicle to provide increased security, which, inter alia, stricter legal requirements or criteria catalogs of appropriate regulatory authorities sufficient. As a result, an increased evaluation precision compared to known systems is required, in which only the standstill signal is used to decide whether a possibly occurring uncoupling is to be considered permissible or inadmissible. In particular, the invention thus distinguishes itself from those known methods in which, on the sole basis of the presence of the standstill signal, it is already concluded that possibly occurring decoupling operations are permissible. These methods have, inter alia, the disadvantage that, for example, an unauthorized or unwanted uncoupling of vehicles from a train that is ready to leave the track, can not be detected, since the parent sole evaluation of the standstill signal causes, when the standstill signal any decoupling is considered admissible.

The unauthorized operation of a clutch emergency release to prepared for departure vehicles can be detected by the method according to the invention, because an effective uncoupling release only indicated by the uncoupling enable signal according to the invention which is not formed solely as a function of the standstill signal but at least one further variable. As long as the uncoupling release signal according to the invention is not present for the detected decoupling (clutch state signal), unwanted decoupling can advantageously always be inferred according to the invention, in particular even while the idle signal already has a value of logical one indicating a standstill condition.

Therefore, using the embodiments according to the invention, a variety of fault conditions due to undesired decoupling of tension parts can be recognized, especially those in which an undesired decoupling takes place during the stationary state of the train.

Under the requirement that the uncoupling enable signal must be "simultaneously" to the clutch state signal or a clutch state signal change indicative of decoupling, it is understood herein that the decouple enable signal must be in immediate temporal relation to a state change indicative of decoupling the coupling state signal. Particularly preferred are those embodiments of the invention in which the uncouple enable signal must be present first, ie, even before a state of the state clutch signal from "coupled" changes to "uncoupled" so as not to preclude a vehicle reaction due to unwanted uncoupling. However, it is also conceivable for the decoupling enable signal iw to be present simultaneously with the state change of the clutch state signal (possibly with a predefinable tolerance time, which depends on the design of a control unit carrying out the method), or that the decoupling enable signal also decouples shortly after one Condition indicating clutch state signal may be activated to signal the release, with in a desired decoupling.

The decoupling enable signal may be, for example, a bivalent (= binary) signal which may have the signal states "logical zero" and "logical one", e.g. the signal state "logical one" is assigned the presence of the release condition according to the invention for a desired decoupling. The same applies to the known standstill signal. In that regard, these signals are in a manner known per se by logic circuits, e.g. discrete logic circuits of semiconductor devices or relay circuits, processable or producible.

In a further advantageous embodiment, it is provided that the uncoupling enable signal in Dependence of the standstill signal and a pressure in a main air line of the train is formed. As a result, a regular decoupling of undesired decoupling can be displayed and distinguished with particular advantage. Since the uncouple enable signal in this embodiment, inter alia, from the standstill signal. depends, it is ensured that a desired coupling is always only signaled or is detected when the standstill signal is present, thus the train has a very low speed or is at a standstill. The additional criterion of the pressure of the main air line to form the decoupling enable signal is advantageously a particularly safe criterion against manipulation because unauthorized persons generally do not have the opportunity to regulate the pressure in the main air line to a specific value. This can usually only be done from the driver's desk of a vehicle. For example, the pressure of the main air line descriptive criterion may be designed so that the pressure of the main air line from a control pressure (for example, 5 bar) to a defined, lower value (for example, below 3 bar, for example between 2.5 bar and 2.8 bar) must be lowered so that - while the presence of the standstill signal - the invention Decouple enable signal assumes a state of logic 1 (true), thus indicating that an optional uncoupling operation is a desired uncoupling operation. By specifying such a narrow pressure range to indicate a desired uncoupling is - in addition to the manipulation security at the same time also ruled out that the uncoupling release signal changes randomly (eg due to disturbances) to the value indicating a desired uncoupling.

Alternatively or additionally, it can be provided that the decoupling enable signal is formed as a function of the standstill signal and at least one further signal that characterizes an operating variable of the train and / or at least one vehicle. As an alternative to the use of the pressure of the main air line, it can be defined, for example, that a low-voltage line which is also present in the entire train, analogous to the main air line, is supplied to supply electrical consumers of the individual vehicles in a defined manner, for example by modulation with a high-frequency signal , which propagates on the entire electrical supply line and thus in each vehicle of the train is detectable by a simple detector circuit. Only when the standstill signal from the inventive Control device is detected and in addition the inventively defined modulation signal is detected on the electrical supply line, it is then assumed that a desired uncoupling process is initiated. As an alternative or in addition, the criterion according to the invention of the decoupling enable signal can also comprise further signals, which can also be realized, for example, by means of RFID identification transmitters and corresponding receivers in the region of the train. In this case, the control device can check, for example, whether the standstill signal is present and whether at the same time a certain, authorized RFID identification transmitter has been connected to the reading electronics of the train in order to indicate authorized uncoupling. In all other cases, a vehicle reaction can again be triggered because an unwanted disconnection has been concluded.

Alternatively or additionally, according to a further embodiment, provision may be made for the decoupling enable signal to be formed as a function of at least two operating variables of the train and / or at least one vehicle, in particular as a function of a) a signal of an operator-actuated input device and b) a pressure in a main air line of the train. In this variant, therefore, the standstill signal is not used to the To form the invention uncouple release signal. Rather, the signal of an input device that can be actuated by an operator can be, for example, an output signal of a key switch, which can also be integrated, for example, into an existing system of the vehicle, such as a driver's desk or a control cabinet. The input device can also be designed as a conventional switch (without a key) or as an other input system, for example as an RFID input system or the like. As a second criterion, in turn, the air pressure in a main air line of the train or vehicle is used, for example, by means of a pressure switch in the expert known manner evaluable and can be linked to the signal of the switch to form the uncoupling release signal according to the invention.

In a further particularly advantageous embodiment can also be provided, in connection with the generation of the decoupling enable signal to dispense information about the relevant coupling point or coupling device to be decoupled to the controller to allow even more precise monitoring of the operating state.

In a further advantageous embodiment, it is provided that the vehicle reaction is undesirable

• Unterbrechung einer Sicherheits-/Schnellbremsschleife in einem noch führenden und/oder in dem abgetrennten Zugteil,
• Deaktivierung eines Zugschlusslichtsignals an der ehemaligen Kuppelstelle (insbesondere gemäß Ril 408 DB Netz AG),
• Anstoßen entsprechender Leittechnikmeldungen, insbesondere in einem Normalbetrieb,
• Aufhebung der bestätigten Zugkonfiguration, insbesondere in allen Betriebsmodi,
• Setzen einer Hardwaretraktionssperre aufgrund des nun differierenden Kupplungszustands in jedem Zugteil.

Uncoupling has at least one of the following steps:

• Interruption of a safety / quick brake loop in a still leading and / or in the separated tension part,
• Deactivation of a train signal light at the former hub (in particular according to Ril 408 DB Netz AG),
• Initiation of corresponding process control messages, in particular in a normal mode,
• Cancellation of confirmed train configuration, especially in all operating modes,
• Setting a hardware traction lock due to the now different clutch state in each train part.

In a further particularly advantageous embodiment of the method according to the invention, it is provided that the coupling state signals of a plurality of coupling devices are evaluated by the control device. In a train composed of several, for example three, vehicles, all three coupling devices of the corresponding vehicles become particularly advantageous According to the invention monitors, but at least the two coupling devices that connect the first and the second vehicle and the second and the third vehicle with each other.

In a further preferred embodiment, a coupling state signal of a single coupling point of a coupling device is evaluated by the control device.

As a further solution of the object of the present invention, a control device according to claim 10 is provided.

Advantageous embodiments are the subject of the dependent claims.

Figur 1a

ein Szenario zur Anwendung des erfindungsgemäßen Verfahrens gemäß einer ersten Ausführungsform,

Figur 1b

ein Szenario zur Anwendung des erfindungsgemäßen Verfahrens gemäß einer zweiten Ausführungsform,

Figur 2a, 2b

Logikdiagramme zweier Ausführungsformen des erfindungsgemäßen Verfahrens,

Figur 3

ein Flussdiagramm einer Ausführungsform des erfindungsgemäßen Verfahrens,

Figur 4a, 4b, 4c

Ablaufdiagramme weiterer Ausführungsformen, und

Figur 5

ein Flussdiagramm einer weiteren Ausführungsform.

Further advantages, features and details of the invention are given in the following description of the figures with reference to the drawing. In the drawing shows:

FIG. 1a

a scenario for applying the method according to the invention according to a first embodiment,

FIG. 1b

a scenario for applying the method according to the invention according to a second embodiment,

Figure 2a, 2b

Logic diagrams of two embodiments of the method according to the invention,

FIG. 3

a flow chart of an embodiment of the method according to the invention,

Figure 4a, 4b, 4c

Flowcharts of further embodiments, and

FIG. 5

a flowchart of another embodiment.

FIG. 1 shows a train 200, which is composed of a total of three rail vehicles 210, 220, 230. The first vehicle 210 is a traction vehicle, eg a locomotive. Between the vehicles 210, 220, 230, two coupling devices 241, 242 are provided, which connect the vehicles 210, 220, 230 with each other in a manner known per se. The coupling device 243 on the in FIG. 1 at the right end of the vehicle 230 is not coupled to another counterpart of another vehicle because the vehicle 230 is the last car (end car) of the train 200 according to FIG. 1 forms.

The coupling devices 241, 242, 243 can be automatic couplings which, in a manner known per se, also realize an electrical and / or pneumatic connection of the individual tension members 210, 220, 230 with each other, in addition to a purely mechanical connection.

According to the invention, sensor means 121, 122, 123 are provided, which detect a coupling state of the respective coupling device 241, 242, 243. In the present case, the sensor means 121, 122, 123 as limit switches, so as electromechanical sensor means formed, which undergo an electrical state change when the operating state of the respective coupling device 241, 242, 243 from "uncoupled" to "engaged" or vice versa. The limit switches 121, 122, 123 may be e.g. also be integrated directly into the coupling devices 241, 242, 243.

According to the invention, a control device 100 is provided which has an input interface 110 for receiving the coupling state signals S1, S2, S3, as supplied by the limit switches 121, 122, 123. According to the invention, when the clutch state signals S1, S2, S3 are evaluated by the control device 100 in order to conclude a desired uncoupling or unwanted uncoupling.

For this purpose, the control device 100 has a control unit 130 that is at least partially embodied in one of the following technologies: discrete logic circuitry using semiconductor devices (e.g., CMOS circuitry), relay circuitry, microcontroller, digital signal processor, programmable logic device, application specific integrated circuit.

According to the invention, the control device 100 then closes on an undesired decoupling of a vehicle 220 when the clutch state signal S2 of the relevant clutch device 242 indicates a decoupled state or a transition to this state and not simultaneously a decoupling enable signal EF the presence of a actually desired Disconnection process displays. That is, in order not to infer undesirable decoupling, e.g. may occur due to manipulation by unauthorized third parties or malfunctions, the decoupling enable signal EF provided according to the invention must indicate the presence of an actually desired decoupling process.

This advantageously ensures that any conceivable manipulation of the coupling devices 241, 242, 243, which triggers a change in the switching state of the limit switches 121, 122, 123, can be recognized by the control device 100. Nevertheless, a desired uncoupling to be able to perform without causing error reactions, as provided in the event of unwanted disconnection and described in more detail later, is advantageously provided according to the invention that a desired uncoupling must be signaled by means of a separate decoupling enable signal EF. The decoupling enable signal EF is preferably also supplied to the control device 100 and also evaluated by this or its control unit 130.

Thus, when a desired uncoupling operation is to be performed on the coupling devices 241 or 242 of the train 200, care must be taken that the uncoupling enable signal EF is supplied to the control unit 100. Only then does a change in state of a clutch state signal S1, S2 from a coupled state to a decoupled state not already lead to the triggering of a fault reaction or a vehicle reaction which indicates an undesired decoupling.

In a particularly advantageous embodiment of the invention, it is provided that the decoupling release signal EF is formed as a function of at least two different sizes, in particular of different operating variables of the train 200 or individual vehicles 210, 220, 230. The decoupling device is particularly advantageous. Release signal EF not alone for example, as a function of a standstill signal STS characterizing a speed of the train 200 and / or at least one of the vehicles 210, 220, 230 FIG. 2a ) educated. Namely, in conventional methods in which only the standstill signal STS is evaluated, and wherein when the standstill signal STS indicates a stop of the train 200, no consideration of possibly present a coupling state indicating signals takes place, namely disadvantageous no way to monitor an undesirable Decoupling given in the stoppage of the train.

This disadvantage is inventively avoided in that in a particularly preferred variant, the decoupling enable signal EF in dependence of the standstill signal STS ( FIG. 2a ) and the pressure PHLL in the main air line (not shown) of train 200 (FIG. FIG. 1 ) is formed. The main air line is a pneumatic system that passes through the entire train 200. A control operating pressure for the main air line is usually 5 bar. The main air line is commonly used to operate a safety brake system of the train 200. At the control operating pressure of 5.0 bar, which is maintained in the normal operation of the train 200, the brakes of the train 200 are released. For braking, the pressure PHLL is reduced - starting from the control operating pressure - until the each desired braking effect is achieved. A renewed release of the brakes is again by increasing the pressure PHLL in the main air line up to the control operating pressure.

The formation according to the invention of the decoupling enable signal EF as a function of the standstill signal STS and of the pressure PHLL in the main air line of the train 200 advantageously makes it possible to provide a particularly reliable criterion for indicating an actually desired decoupling process. Namely, the decoupling enable signal EF according to the above definition is present only or has a value of "logical one" (true) only if, firstly, the standstill signal STS is also "logical one", ie the train 200 either only runs very slowly or is stationary, and secondly, if the defined pressure PHLL in the main air line of the train 200 is present. In this defined pressure is a specifically specifiable pressure or pressure range of, for example, 2, 8 bar, which therefore means a coding to display the information that a desired uncoupling process should take place. The targeted setting of this particular pressure value or pressure range in the main air line is usually impossible for unauthorized persons and usually veranbeschbar only from a driver's desk of train 200 out. This is ensures that no unwanted manipulations by unauthorized persons or malfunctions lead to the incorrect signalization of a disconnection event signal EF with the value "logical one".

Rather, a valid disconnect enable signal EF may be generated only when the standstill signal STS is actually present and has a value of logic one, and when the predetermined pressure PHLL of the main air line has been initiated by deliberate action of the driver or other authorized person. That is, to indicate an actually desired clutch operation, the train 200 must first be transitioned to an operating state in which the standstill signal STS has a value of logic 1, and further the pressure PHLL in the main air line must be lowered to the predefined value become. Then, there is also a corresponding value logical one of the decoupling enable signal EF, and a decoupling operation may be initiated on one of the clutch devices 241, 242 without the controller 100 simultaneously closing on an undesired decoupling operation.

• Unterbrechung einer Sicherheits-/Schnellbremsschleife in einem noch führenden Zugteil 210 und/oder in dem abgetrennten Zugteil 220, 230,
• Deaktivierung eines Zugschlusslichtsignals an der ehemaligen Kuppelstelle, insbesondere gemäß Ril 408 DB Netz AG,
• Anstoßen entsprechender Leittechnikmeldungen, insbesondere in einem Normalbetrieb,
• Aufhebung der bestätigten Zugkonfiguration, insbesondere in allen Betriebsmodi,
• Setzen einer Hardwaretraktionssperre aufgrund des nun differierenden Kupplungszustands in jedem Zugteil.

If, however, at least one coupling state signal S1, S2 signals a change in state from "coupled" to "uncoupled" and not simultaneously or in direct temporal relationship and the decoupling release signal EF indicates an actually desired decoupling process, according to a further advantageous embodiment, a vehicle reaction is initiated, which comprises at least one of the following steps:

• Interruption of a safety / rapid braking loop in a still leading tensile part 210 and / or in the separated tensile part 220, 230,
• Deactivation of a train tail light signal at the former coupling point, in particular according to Ril 408 DB Netz AG,
• Initiation of corresponding process control messages, in particular in a normal mode,
• Cancellation of confirmed train configuration, especially in all operating modes,
• Setting a hardware traction lock due to the now different clutch state in each train part.

The initiation of the vehicle reaction by the control unit 100 can take place, for example, via an interface 140 to a driver's desk and / or a vehicle bus and / or a control center.

FIG. 1b shows a traction unit 210a according to a further, particularly preferred, embodiment of the invention. The locomotive 210a has at its in FIG. 1b left end face a first coupling point 240a, which is not currently connected to a suitable coupling point of another vehicle (not shown). Furthermore, the traction vehicle 210a has its in FIG. 1b right front side, a second coupling point 241a, which is connected to the mating coupling point 241b of another vehicle 220a. The second coupling point 241a forms with the coupling point 241b of the further vehicle 220a a coupling device 241 comparable to the system FIG. 1a ,

Unlike the embodiment according to FIG. 1a For example, the traction vehicle 210a has a total of two control units 100a, 100b, whose functionality and structure essentially correspond to those of the control unit 100 FIG. 1a equivalent. The first control unit 100a is associated with the first coupling point 240a, and the second control unit 100b is associated with the second coupling point 241a. As a result, it is advantageously possible to monitor both coupling points 240a, 241a independently of one another, namely in each case by a self-sufficient control unit 100a, 100b.

The first coupling point 240a are further the sensor means 120a (again eg limit switch) which generate a clutch state signal characterizing the operating state of the clutch point 240a and supply it to the control unit 100a. The control unit 100b receives a comparable clutch state signal or clutch position status signal characterizing the operating state of the clutch point 241a from the sensor means 121a, which are likewise arranged or integrated in the region of their associated clutch point 241a.

Each control unit 100a, 100b operates autonomously, ie independently of other similar control units 100b, 100a of the traction vehicle and is designed to carry out the method according to the invention. In that regard, for example, the control unit 100a, 100b according to FIG. 1b each a "single-channel" system compared to the variant FIG. 1a because the control unit 100a, 100b monitors only one coupling point 240a, 241a assigned to it. This "single-channel" variant is particularly preferred since it does not require any vehicle-overlapping signal connections, as may be the case in the system FIG. 1a the case is. FIG. 1b Rather, it shows a traction vehicle 210a having two mutually independent clutch state monitoring systems according to the invention, with the components 100a, 120a forming the first system and the components 100b, 121a forming the second system.

If, for example, the in FIG. 1b Although the vehicle 220a shown in FIG. 1 also has an inventive monitoring system (not shown) that monitors the coupling state of the coupling point 241b associated with the vehicle 220a, the coupling device 241 comprising both co-operating coupling points 241a, 241b would advantageously be provided simultaneously by two systems according to the invention, namely for each Clutch point 241a, 241b one monitors.

Using such \ "single-channel \" monitoring systems, the train would move 200 according to FIG. 1a - instead of the pictured "three-channel" system - have a maximum of six monitoring systems, namely five pieces for in FIG. 1a illustrated coupling points of the coupling devices 241, 242, 243 and a sixth system for in FIG. 1a not shown second coupling point of the traction unit 210th

FIG. 2a shows a first logic diagram for forming the decoupling enable signal EF according to the invention according to a first embodiment. A first input variable is formed by the standstill signal STS, which is present in the train 200 in a manner known per se only if the train 200 has a speed that is less than or equal to a predefinable clamp of, for example, about 1 or 2 km / h. The second input signal represents a pressure PHLL in FIG a main air line of the train 200. In the evaluation block 180, it is checked whether the standstill signal STS has a value of logic one, and whether at the same time the pressure PHLL in the main air line in a predetermined pressure range (for example, between about 2.5 bar and about 2.8 bar) or pressure value. If this is the case, the evaluation block 180 outputs at its output 181 the uncoupling enable signal EF according to the invention with a value of logic one in order to enable the control device 100 (FIG. FIG. 1 ) indicating that a desired uncoupling process is imminent. If one of the two criteria for the input variables STS, PHLL is not fulfilled, the output variable EF has a value of logic zero, so that the control device 100 detects a decoupling in the region of the coupling devices 241, 242 by the signals S1, S2 corresponding vehicle reaction triggers.

The functionality of the evaluation block 180 is preferably implemented in the control unit 130 of the control device 100. The same applies to the evaluation block 182 described below.

FIG. 2b shows a further embodiment for determining the decoupling enable signal EF according to the invention. The evaluation device 182 is the input side again supplied to the standstill signal STS. Instead of the pressure signal PHLL ( FIG. 2a ) According to the embodiment according to FIG. 2b however, a modulation signal Mod is provided as a second input to the evaluation block 182. The modulation signal Mod is a signal that can be triggered, for example, by an authorized person in the area of one of the vehicles 210, 220, 230 and / or the corresponding coupling device 241, 242, 243, for example by modulating a corresponding supply voltage the entire train 200 extending electrical supply line (not shown). A similar signaling can also take place by means of a per se known RFID transponder system or the like. Likewise, a wireless signaling of the modulation signal Mod directly to the control device 100 is conceivable, for example by means of a short-distance radio link (WLAN, Bluetooth, ZigBee) or the like. Of course, cellular communication networks (GSM, UMTS, LTE) can also be used to signal the modulation signal Mod.

In the embodiment according to FIG. 2b For example, a de-assert enable signal EF having a logic one truth value is output to an output 183 of the evaluation block 182 only if the standstill signal STS has a logic one value and the stall condition is met, and if the modulation signal Mod indicates a legitimate one person signaled a desired imminent uncoupling process. This can be done for example by a predetermined modulation scheme. In this case, the control device 100, evaluating the signal EF of the evaluation unit 182, concludes that a desired decoupling process is present and does not initiate any vehicle reactions, as are provided in the event of an undesired decoupling operation.

Alternatively or in addition to the consideration of the standstill signal STS after Figure 2a, 2b According to a further embodiment, it can be provided that the decoupling enable signal EF is dependent on at least two operating variables of the train 200 (FIG. FIG. 1a ) and / or at least one vehicle 210 is formed, in particular as a function of a) a signal of an operator-actuatable input device and b) a pressure PHLL in a main air line of the train 200. In this variant, the standstill signal STS is therefore not necessarily used, to form the decoupling enable signal EF according to the invention. Rather, the signal of an operator-actuatable input device may be, for example, an output signal of a key switch 502a (FIG. FIG. 5 ), which can also be integrated, for example, in an existing system of the vehicle 210 such as in a driver's desk or a control cabinet. The input device can be designed as a conventional switch (without a key) or as other input system 502a, eg as an RFID input system or the like. As a second criterion, in turn, the air pressure PHLL is used in a main air line of the train 200 or vehicle 210, which in the flowchart according to FIG. 5 For example, by means of the pressure switch 502b in a manner known to those skilled in the art and can be linked to the signal of the switch 502a to form the uncoupling enable signal EF according to the invention, which is applied to the output of the evaluation block 502 for forwarding to the evaluation block 504, in turn For example, in the control device 100, for example as a logic circuit in the control unit 130, is realized.

The functional block 506 arranged downstream of the evaluation block 504 serves to activate uncoupling valves 506b, for example, in those operating cases in which the preceding evaluation of the respective clutch state signal s1 and the decoupling enable signal EF has revealed that a desired uncoupling is to be undertaken. Then according to FIG. 5 by block 506a checks whether the standstill signal STS is present, and if so, two control branches 506b for redundant uncoupling valves 1, 2 are activated to perform the uncoupling.

In the embodiment described above FIG. 5 Accordingly, the standstill signal STS is not used to form the uncoupling enable signal EF, but the standstill condition is only checked by block 506a when the uncoupling is to take place. Alternatively or additionally, the standstill condition STS could also be checked directly in the evaluation block 502, ie in addition to the two other criteria 502a, 502b.

FIG. 3 shows a flowchart of an embodiment of a method according to the invention.

In a first step 300, the clutch state signals S1, S2, S3 ( FIG. 1 ) evaluated. In the second step 310, the presence of the decoupling enable signal EF according to the invention is checked, for example by means of the method described above with reference to FIGS FIGS. 2a, 2b described logic circuits.

Finally, in step 320, an evaluation is made as to whether at a detected clutch state change at least one of the clutch state signals S1, S2, S3 is present at the same time the decoupling enable signal EF, and if appropriate, a corresponding vehicle reaction is initiated.

The method according to FIG. 3 can preferably run permanently during the operation of the train 200 or even in predeterminable operating situations or times. A corresponding supply of the control device 100 with electrical energy as well as the supply of the signals S1, S2, S3, STS, PHLL, Mod must be ensured for the desired operating cases. The supply of the signals S1, S2, S3, STS, PHLL, Mod can be done either via separate channels or lines, or at least partially via the interface 140 to other on-board systems of the train 200th

In the "single-channel" design of the control device 100a (FIG. FIG. 1b ) is to supply the control device 100a accordingly with the one clutch position state indicating sensor signal, for example, from the sensor 120a and the signal EF, which is formed for example by an external, integrated in an existing cabinet of the vehicle 210 logic. Such a logic, as well as the controller 100a, may also be integrated directly into a driver's desk or a control panel supplementing the driver's desk. The signal EF forming logic 502 ( FIG. 5 ) must with the required input signals 502a, 502b and possibly 506a or STS ( FIG. 2a ) are supplied.

FIG. 4a shows a logic diagram of another embodiment of the invention, which illustrates the monitoring of a coupling device 241 according to the invention. The connection 401 corresponds to a vehicle voltage connection of the train 200. In the downstream function block 408, it is checked whether the standstill signal STS (FIG. Figure 2a, 2b ) is active, therefore the stoppage of the train 200 is displayed. If this is the case, the system branches to the subsequent block 410, in which it is checked whether a driver's console of the train 200 or of the railcar 210 (FIG. FIG. 1 ) has been activated for a defined time interval. If so, the system branches to function block 404, which checks to see if the coupling device 241 is mechanically coupled. In that regard, the function block 404 corresponds to a check or evaluation of the clutch state signal S1. by the control unit 100. If the criterion of the function block 404 is fulfilled, the function block 406 is branched, in which a flag "no pull-break" for the coupling device 241 is signaled or set. The function blocks 408, 410, 404 explained above correspond to an initialization path, as it is traversed during an initialization after switching on the control device 100 according to the invention. The flag "no pull-break" indicates that in the context of the monitoring of the invention Operating state of the coupling device 241 since no unwanted decoupling has been detected.

Parallel to the path formed by the blocks 408, 410, it is checked by the functional block 402 whether there is no demolition on the coupling device 241. If so, it branches again to function block 404 and finally to 406.

The other functional blocks 412, 414 according to the diagram FIG. 4a check whether the standstill signal is active, and then whether there is a defined main line pressure for uncoupling (block 414). In that regard, the function blocks 412, 414 correspond to a functional branch, which is then run through when all actions are taken by an authorized person to prepare a desired uncoupling, namely to signal the uncoupling enable signal EF. That is, the function blocks 412, 414 check the criteria (STS, PHLL) necessary for the output of the decouple enable signal EF having a value of logic one, and in turn branch to the function block 406 which has the "no stall" state flag of the coupling device 241 puts.

A comparable logic structure may be provided for the further coupling devices 242, 243 of the train 200 and the control device 100.

FIG. 4b gives a block diagram describing recognition of the endcar 230. An initialization branch is given by the functional blocks 422, 424, wherein the functional block 422, which checks whether the carriage 230 is not coupled, is in turn connected to a vehicle voltage or a vehicle voltage terminal 421. If the carriage 230 is not coupled, ie its coupling device 243 is not connected to a corresponding coupling device of another following carriage (not shown), it is checked in the function block 424 whether the driver's console has been activated for a defined time interval. If this is not the case, then a branch is made into block 426, in which it is concluded that the carriage 230 is not coupled, and thus represents a terminal carriage 230.

The branch formed by the function blocks 428, 430, 432 successively checks whether the standstill signal STS (FIG. Figure 2a, 2b ) is active (block 428), whether the driver's console is activated for a defined time interval (block 430), and whether the carriage 230 is mechanically coupled (block 432). Only when these criteria are met is it also branched to block 426.

The two branches according to FIG. 4b of which the first blocks 422, 424, and of which the second blocks 428, 430, 432 has, thus serve the same as the Determining if the car 230 is a final car, compare block 426.

Figure 4c shows a logic diagram illustrating the signal flow, as it is used in another embodiment to set the flag "no pull-break". According to the further embodiment of the method according to the invention, this flag is preferably always set after an initialization of the control device 100 when all limit switches of the sensor means 121, 122, 123 have been checked and no decoupled state has been detected. The flag is preferably stored over the entire operating period of the controller 100.

The terminal 441 is in turn connected to a vehicle voltage terminal of the train 200. In block 442 it is determined whether a car is not coupled, which corresponds for example to the evaluation of the limit switch 121 by the control device 100. Finally, in the subsequent block 444, the flag "no pull-off" is set. As a result of this step, a safety loop is closed in blocks 448 or no quick brake is set, so that no safety braking is triggered. In function block 450, the traction signals are driven in a predefined manner. The block 450 is in turn with a Vehicle voltage terminal 441 'connected. As an alternative to the function block 442, it is also possible to branch to the block 444 via the function block 446, with which it is checked whether there is no thread break at a coupling point, in which the flag "no thread break" is set. The function block 442 is then passed through successfully if the logic block according to FIG Figure 4c checked carriage is about a Endwagen 230, while the function block 446 according to Figure 4c is then passed through successfully when the checked car is not the end car 230 and at the same time there is no draft break on the coupling device 241.

The logic structures according to the above with reference to the FIGS. 4a, 4b . 4c Illustrated diagrams are advantageously also implemented in the control device 100, in particular in the control unit 130. They can preferably be implemented as relay circuits or else in the form of a program for a microcontroller and / or a digital signal processor (DSP). The use of programmable logic devices (FPGA, CPLD), application specific integrated circuits (ASIC) or the like is also conceivable.

The above-described embodiments advantageously make it possible to detect an unwanted train separation, which is especially speed-independent, especially even at a standstill, is possible. Likewise, for different configurations of the train 200 a reliable detection can take place. The present operating conditions are covered: normal operation (with existing control technology), restricted operation (control via train control lines without control technology), towing with active vehicle parts.

In a further preferred embodiment, after switching on the vehicle 210 or vehicle association 200, the clutch states "mechanically coupled" or "mechanically uncoupled" are automatically detected by means of the clutch state signals S1, S2, S3 and the sensor means 121, 122, 123 (for Example limit switch), and a flag "no pull-break" is set or initialized. The flag can be realized, for example, in a hard-wired circuit by a relay. If a coupling state changes at the uncoupled coupling point 243 of the endcarriage 230, then, according to a preferred embodiment, this has no influence on the overtravel detection according to the invention. If, however, the state at a coupled coupling point changes, compare the coupling devices 241, 242, then the relay "no pull-off" drops out, unless previously or simultaneously a wanted train separation has been signaled or initiated. In this case a stall is reported or other vehicle reactions triggered.

The signaling of a wanted train separation is advantageously carried out as already described above using the dedicated decoupling enable signal EF, which in turn can depend on various criteria (STS, PHLL, MOD).

In a further particularly preferred embodiment of the invention, the following technical implementation results in detail: is a driver's seat in the train 200 / train activated, for example, in a power car 210, then over a short time interval, the state of each coupling device 241, 242, 243 in the train 200 queried and stored in the controller 100, for example, using the flag "no pull-break". Until a renewed activation of a driver's desk, the monitoring according to the invention remains active. If the state of a coupling device 241, 242 changes from "coupled" to "not coupled", irrespective of the cause of the release (for example activation of uncoupling valve / emergency lug etc.), the state of a coupling device 241, 242 changes as a result of an unintentional train separation / unintentional uncoupling Flag "no pull-break" deleted and one or more of the vehicle reactions described several times above triggered. In the vehicle reactions may be For example, the interruption of a safety / rapid braking loop in the still leading tensile part 210 and the severed tensile part 220, 230 act. The other vehicle reactions, which are preferably also carried out, are described above.

Using the principle according to the invention, it is advantageously possible, regardless of the speed, for the various operating modes of the train 200 to reliably detect unintentional train separation / unintentional uncoupling of the coupling device 241, 242 and to cause the required vehicle reactions.

In particular, by applying the principle according to the invention, the current requirements for the vehicle reaction of the train 200 can be met, in particular in the case of an unwanted train separation, as described in the Supplementary Regulations No. B015 "from § 4 AEG and EBO derived protection goals for the coupling of vehicles with automatic Clutch in Stand "(Internet: WWW.EBA.BUND.DE home page> Infotheque> Vehicles> Brakes).

In contrast to conventional systems, 200 unwanted decoupling events are now reliably detected even when the train is at a standstill.

In a further particularly advantageous embodiment, the procedure for generating the decoupling enable signal EF is as follows: in order to signal a regular decoupling by means of the decoupling enable signal EF according to the invention, the main air line is lowered from a control pressure to a defined value of, for example, 2.8 bar , And with an additional presence of the standstill signal STS a decoupling operation (for example, with key switch or Entkupplungsseil) can be performed without this is detected as a pull-off, because the controller 100 has been successfully informed about the disengagement release signal EF according to the invention that desired decoupling process will be performed.

Conversely, in the embodiments according to the invention also a manipulation of coupling devices (for example, unintentional driving of the uncoupling valves / unauthorized operation of the clutch emergency release device) is recognized by the circuit prepared for departure 200 vehicles.

A further particularly preferred variant, according to the triggering of a pull-break, that is, after the detection of an unwanted uncoupling, only by a deactivation and re-activation of a driver's desk (If necessary, connected with a renewed confirmation of the now changed train configuration) in the train 200 / train part, the circuit or controller 100 are reset.

The control device 100 is preferably equipped with the communication interface 140 for communication with the driver's desk of the railcar 210 or another vehicle, but may also have further or more interfaces to other systems.

According to a further particularly preferred embodiment, the dark switching of the train closing signals (Zg 2 according to Ril 301) can only be canceled by operating a special operating element by the driver / driver, but first the event "pull-off" must be acknowledged by the driver, for example by a corresponding driver Input at a man-machine interface of the control device 100 provided for this purpose, such as a key switch or a graphical user interface. Thus, the rules for driving in accordance with Ril 408.0571 (train stops for unforeseen reasons, supported by the vehicle side) can be implemented.

Claims (16)

Method for monitoring an operating state of at least one coupling device (241, 242, 243) and / or coupling point (240a, 241a) of a coupling device which is provided for the mechanical connection of two vehicles (210, 220) to a train (200) and in which an operating state of the coupling device Coupling device (241, 242, 243) and the coupling point (240a, 241a) characterizing clutch state signal (s1, s2, s3) by a control device (100) is evaluated, in which case an unwanted decoupling of a vehicle (220) is closed when the clutch state signal (s1, s2, s3) indicates a decoupled state and not at the same time a decouple enable signal (EF) indicates the presence of a desired decoupling operation. Method according to Claim 1, characterized in that the decoupling enable signal (EF) is not formed solely as a function of a standstill signal (STS) characterizing a speed of the train (200) and / or of at least one of the vehicles (210, 220). Method according to one of the preceding claims, characterized in that the decoupling enable signal (EF) is formed as a function of the standstill signal (STS) and a pressure (PHLL) in a main air line of the train (200). Method according to one of the preceding claims, characterized in that the uncoupling enable signal (EF) is formed as a function of the standstill signal (STS) and at least one further signal which is an operating variable of the train (200) and / or at least one vehicle (210, 220, 230). Method according to one of the preceding claims, characterized in that the decoupling release signal (EF) is formed as a function of at least two operating variables of the train (200) and / or at least one vehicle (210, 220, 230), in particular as a function of a ) a signal of an operator-operable input device and b) a pressure (PHLL) in a main air line of the train (200). Method according to one of the preceding claims, characterized in that a vehicle reaction is triggered when an undesired decoupling has been detected. A method according to claim 5, characterized in that the vehicle reaction comprises at least one of the following steps: Interruption of a safety / quick-brake loop in a still leading and / or in the separated tension part, - Deactivation of a train tail light signal at the former coupling point, in particular according to Ril 408 DB Netz AG, Initiation of appropriate process control messages, in particular in a normal mode, - cancellation of the confirmed train configuration, especially in all operating modes, Setting a hardware traction lock due to the now different clutch state in each train part. Method according to one of the preceding claims, characterized in that the coupling state signals (s1, s2, s3) of a plurality of coupling devices (241, 242, 243) are evaluated by the control device (100). Method according to one of the preceding claims, characterized in that a coupling state signal of a single coupling point (241a) of a coupling device (241) by the control device (100b) is evaluated. Control device (100) for monitoring an operating state of at least one coupling device (241, 242, 243) and / or coupling point (240a, 241a) of a coupling device provided for the mechanical connection of two vehicles (210, 220) to a train (200), in which a an operating state of the coupling device (241, 242, 243) or the coupling point (240a, 241a) characterizing clutch state signal (s1, s2, s3) by the control device (100) is evaluable, wherein the control device (100) is designed to then on to close unwanted uncoupling of a vehicle (220) when the clutch state signal (s1, s2, s3) indicates a disengaged state and at the same time a disengagement enable signal (EF) does not indicate the presence of a desired disengagement operation. Control device (100) according to claim 10, characterized by a control unit (130) which is at least partially formed in one of the following technologies: relay circuit, microcontroller, digital signal processor, programmable logic device, application specific integrated circuit. Control device (100) according to one of claims 10 to 11, characterized by at least one interface (140) for communication with another system of the train (200) or at least one vehicle (210, 220, 230). Control device (100) according to one of Claims 10 to 12, the control device (100) being designed to carry out the method according to one of Claims 1 to 9. Control device (100) according to one of claims 10 to 13, wherein the control device (100) is designed to execute a vehicle reaction with at least one of the following steps: Interruption of a safety / quick-brake loop in a still leading and / or in the separated tension part, - Deactivation of a train tail light signal at the former coupling point, in particular according to Ril 408 DB Netz AG, Initiation of appropriate process control messages, in particular in a normal mode, - cancellation of the confirmed train configuration, especially in all operating modes, Setting a hardware traction lock due to the now different clutch state in each train part. A coupling point (240a, 241a) for a vehicle (210, 220, 230, 210a, 220a), in particular a rail vehicle, having a control device (100a, 100b, 100) according to one of Claims 10 to 14. Vehicle (210; 210a), in particular rail vehicle, with at least one coupling point (240a, 241a) according to claim 15.

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