• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    This automatic coupling system (10) comprises: - a telemetry system (20) configured to take measurements between a first railway vehicle and a second railway vehicle, and to determine, from the measurements, a distance and / or a relative speed between the first rail vehicle (4A) and the second rail vehicle (4B), and - a control device (16) configured to control a braking system (12) and / or a traction system (14) of the first rail vehicle (4A) depending on the distance and / or the relative speed for bringing the first rail vehicle (4A) closer to the second rail vehicle (4B) for mechanical coupling.
    公开号:FR3036676A1
    申请号:FR1554909
    申请日:2015-05-29
    公开日:2016-12-02
    发明作者:Khoury Jacques El；Sylvain Fioroni；Damien Uhrich；Michael Heathcote；Roland Meister
    申请人:Metrolab SAS；Ricardo UK Ltd；
    IPC主号:
    专利说明:

    [0001] The present invention relates to an automatic system for coupling railway vehicles. In order to reduce the coupling maneuvering time and to improve the composition flexibility of the trains on a railway network, it is relevant to automate the mechanical coupling operation between two railway vehicles. DE4302377 describes an automatic system for operating freight wagons controlling the speed of each wagon by its braking system. Depending on the distance between two cars, the brake system regulates a predetermined speed of travel. One of the aims of the invention is to obtain an automatic system for coupling railway vehicles making it possible to reduce the operating times at any point in the track.
    [0002] To this end, the subject of the invention is an automatic system for coupling railway vehicles, intended to be loaded onto a first railway vehicle (4A), and comprising: a telemetry system configured to carry out measurements between the first rail vehicle and a second railway vehicle, and determining, from the measurements, a distance between the first rail vehicle and the second rail vehicle and / or a relative speed between the first rail vehicle and the second rail vehicle, and - a control device configured to to control a braking system and / or a traction system of the first rail vehicle according to the distance and / or the relative speed determined by the telemetry system, for bringing the first rail vehicle closer to the second rail vehicle with a view to their mechanical coupling. According to particular embodiments, the automatic coupling system comprises one or more of the following characteristics, taken in isolation or in any technically possible combination: the telemetry system comprises a radio telemeter, a laser range finder, an acoustic telemeter and / or an optical range finder; - the telemetry system is configured to determine a relative acceleration between the first railway vehicle and the second rail vehicle, and to control the first rail vehicle according to the relative acceleration; the control device is configured to control the movement of the first rail vehicle according to a predetermined speed profile; the control device comprises a cartography containing the topography of the railway network, the control device regulating the braking system and / or the traction system as a function of the cartography; the first railway vehicle further comprises a displacement measuring device configured to take a measurement between the first railway vehicle and the ground so as to determine the movement of the first railway vehicle relative to the ground; the displacement measuring device comprises an odometer; the control device is configured to control the movement of the first railway vehicle according to the distance measurement provided by the distance measuring system and / or the displacement measurement provided by the displacement measuring device; the control device is configured to control the movement of the first railway vehicle according to the relative distance measurement determined by the telemetry system during an approach phase, then to control the movement of the first rail vehicle according to the displacement measurement provided by the displacement measuring device in a docking phase. The invention also relates to a method for mechanically coupling a first rail vehicle and a second rail vehicle, comprising the following steps: determining the distance and / or the relative speed between the first rail vehicle and the second rail vehicle using a telemetry system embedded in the first rail vehicle and configured to perform measurements between the first rail vehicle and a second rail vehicle; and 30 - controlling a braking system and / or a traction system of the first rail vehicle, using a control device on board the first rail vehicle, as a function of the determined distance and / or relative speed by the on-board telemetry system.
    [0003] The invention will be better understood on reading the description which follows, given solely by way of example, and with reference to the appended drawings, in which: FIG. 1 is a schematic view showing two railway vehicles 5 suitable to be coupled automatically through an automatic onboard coupling system; and FIG. 2 is a schematic diagram illustrating a speed profile followed by the automatic coupling system of the approaching train for coupling.
    [0004] As illustrated in part in FIG. 1, a railway system 2 comprises railway vehicles 4A, 4B on a railway track 5. The railway system 2 comprises an operating system 6 in communication with each of the railway vehicles 4A, 4B. Railway vehicles 4A, 4B are self-propelled vehicles, with or without an operator on board. Alternatively, rail vehicles 4A, 4B are manually operated vehicles. The railway vehicle 4A, 4B are similar and only a first railway vehicle 4A and its operation for the mechanical coupling of this first railway vehicle with a second railway vehicle 4B will be described in detail later.
    [0005] The first rail vehicle 4A comprises an automatic on-board coupling system 10 configured to drive the first rail vehicle 4A to perform a mechanical coupling operation of the first rail vehicle 4A on a second rail vehicle 4B. The first rail vehicle 4A comprises a braking system 12, a traction system 14 and a coupling device 15 for mechanically coupling the first rail vehicle 4A to the second rail vehicle 4B. The second railway vehicle 4B comprises a mechanical coupling device 15 complementary to that of the first railway vehicle 4A. The mechanical coupling devices are, for example, "Scharfenberg" couplers.
    [0006] The automatic coupling system 10 comprises a telemetry system 20 configured to perform relative measurements between the first rail vehicle 4A and the second rail vehicle 4B, and to determine a distance, a relative speed and / or a relative acceleration between the first 4A railway vehicle and the second railway vehicle 4B.
    [0007] The automatic coupling system 10 comprises a displacement measuring device 22, configured to make absolute measurements between the first rail vehicle 4A and the ground, and to determine the absolute displacement of the first rail vehicle 4A with respect to the ground, ie the moving of the first railway vehicle 4A along the track 5. The automatic coupling system 10 further comprises a control device 16, such as a communication-based train control device (or CBTC for "Communication Based Train Controler"), configured to control the movement of the first railway vehicle 4A by controlling the actuation of the braking systems 12 and traction 14, depending on the measurements provided by the telemetry system 20 and by the In one embodiment, the telemetry system 20 is configured to measure the distance re the first and second rail vehicles 4A, 4B, and calculate, from successive distance measurements, the relative speed and / or relative acceleration between the first and second rail vehicles 4A, 4B. The telemetry system 20 comprises a transceiver assembly 28 configured to perform a distance measurement, for example from a medium range to a short range, between the first rail vehicle 4A and the second rail vehicle 4B.
    [0008] The telemetry system 20 includes a radio telemeter (or radar), an infrared range finder, a laser range finder, an acoustic range finder and / or an optical range finder. The telemetry system 20 advantageously has a measurement range between a minimum range of ten centimeters and a maximum range of a few hundred meters. The telemetry system 20 comprises a calculation module 24 configured to calculate the distance, the relative speed and / or the relative acceleration between the first rail vehicle 4A and the second rail vehicle 4B depending on the measurements. The telemetry system 20 advantageously has a small footprint 30 and low energy consumption. The telemetry system 20 is intended for use in a railway environment, especially in terms of brightness, dust, wind, rain, etc. Advantageously, the telemetry system 20 is disposed at the front and the outside of the railway vehicle 4. A telemetry system 20 is also disposed on each side of the railway vehicle.
    [0009] A radio rangefinder (or radar) is in particular a continuous wave radar (or continuous wave radar) or a pulsed radar. A radio range finder is in particular a pulsed Doppler radar, a pulse compression radar (or CHIRP for "Compressed High Intensity Radar Pulse" in English), in particular a frequency modulated and / or modulated pulse compression radar. phase, a continuous wave Doppler radar, or a frequency modulation continuous wave radar (or FMCW radar for "Frequency Modulated Continuous Wave"). The radar comprises at least one transceiver capable of emitting radio waves and detecting radio waves reflected by an obstacle. The radar includes a transceiver assembly configured to transmit and receive short or long range radio waves, respectively emitting a wide or narrow wave beam. The transceiver assembly comprises at least one transceiver element or, on the one hand, at least one transmitter element, and, on the other hand, at least one receiver element.
    [0010] Optionally, the radar includes an orientation system configured to orient the radar transceiver based, for example, on the direction and / or curvature of the railway track 5. More particularly, the steering system allows a scan of an azimuth angle of the radar transceiver. A laser range finder includes a transmitting cell emitting a laser beam and a receiving cell capturing any laser signal reflected from any nearby obstacle. The laser range finder is able to measure the time difference between the signal emission and the reception of a signal reflection, ie "flight time", to determine the distance and the relative speed between the first and second rail vehicles 4A, 4B. A receiver cell of the laser is advantageously a photodiode.
    [0011] A laser rangefinder is for example an infrared laser range finder. The laser rangefinder is advantageously a scanning laser rangefinder (or laser scanner). Such laser rangefinders are sold in particular by IBEO Automotive Systems GmbH under the names LUX and SCALA. An acoustic telemeter is for example an ultrasonic rangefinder.
    [0012] An optical rangefinder is for example a rangefinder comprising at least one camera capable of capturing a digital image and processing the digital image to determine a distance measurement. The displacement measuring device 22 is able to measure an absolute displacement of the railway vehicle 4A along the track 5. The measuring device 22 measures an absolute displacement and / or an absolute displacement speed, that is to say an absolute displacement. that is to say, with respect to the ground or the railway line 5, and not with respect to another railway vehicle. The displacement measuring device 22 is a device distinct from the telemetry system 20.
    [0013] The displacement measuring device 22 measures the movement of the first railway vehicle 4A relative to the ground or to the railway 5, independently of the telemetry system 20. The telemetry system 20 determines the distance, the relative speed and / or the relative acceleration between the vehicles 4A and 4B independently of the displacement measuring device 22.
    [0014] The displacement measuring device 22 advantageously comprises an odometer (not shown). The odometer is positioned on the axle, for example at a wheel of the first railway vehicle 4A. The odometer measures the angular displacement of the wheel of the axle, to deduce the longitudinal displacement of the first railway vehicle 4A along the track 5 and therefore the ground.
    [0015] When the operating system 6 controls the mechanical coupling of the first rail vehicle 4A and the second rail vehicle 4B, the control device 16 regulates the braking systems 12 and traction 14 and the coupling device 15 to achieve this mechanical coupling . The control device 16 is adapted to receive the data determined by the telemetry system 20 and those determined by the displacement measuring device 22, and to control the braking systems 12 and traction 14 of the first rail vehicle 4A in function. of these data, to control the movement of the first railway vehicle 4A. The controller 16 includes, in a memory, a target approach velocity profile 26 for coupling between two railway vehicles. As illustrated in FIG. 2, the approach speed profile 26 of the target determines a multi-phase coupling procedure. The approach velocity profile 26 more particularly comprises four successive phases: a first coupling request phase (I), a second approach phase (II), a third docking phase (III) and a fourth coupling phase (IV). In the first coupling request phase, which begins upon reception by the automatic coupling system 10 of a coupling request from the operating system 6, the control device 16 controls the movement of the first railway vehicle 3036676 7 4A to the second railway vehicle 4B until the second railway vehicle 4B is detected by the telemetry system 20. During the first coupling request phase, the control device 16 is configured to control the movement of the first railway vehicle 4A by 5 function of the position of the first rail vehicle 4A on the rail network, more particularly according to the position of the first rail vehicle 4A and the position of the second rail vehicle 4B on the rail network, regardless of the measurements provided by the telemetry system 20 and by the displacement measuring device 22.
    [0016] In the second approach phase (II), implementation = of the detection of the second railway vehicle 4B up to a tilting distance, for example equal to the minimum range of the telemetry system 20, the control device 16 controls the movement of the first rail vehicle 4A according to the relative distance and / or relative speed provided by the telemetry system 20. Preferably, the controller 16 controls the movement of the first rail vehicle 4A independently of the measurement. displacement device provided by the displacement measuring device 22. In the third docking phase (III), implementation of the tilting distance up to the physical contact between the coupling devices 15 of each of the railway vehicles 4A, 4B, the control device 16 controls the displacement of the first rail vehicle 4A as a function of absolute position provided by the measuring device of the Preferably, the control device 16 controls the movement of the first rail vehicle 4A independently of the measurement provided by the telemetry system 20.
    [0017] The fourth coupling phase (IV) extends from the contact to the actual mechanical and electrical coupling at the coupling devices 15. The speed profile 26 also defines a minimum safe distance 36. The speed profile 26 has a travel speed of less than or equal to 8 km / h at the minimum safety distance 36. The speed profile 26 has a travel speed of less than or equal to 2.5 km / h at the time of travel. complete coupling of the two railway vehicles 4. The minimum safety distance 36 is the distance to be traveled by the first railway vehicle 4A below 8km / h to the second railway vehicle 4B. Thus, the control device 16 controls the movement of the first rail vehicle 4A as a function of the relative speed determined by the telemetry system 20, until the distance measured between the first rail vehicle 4A and the second vehicle rail 4B is less than or equal to the tilt distance. Then, the control device 16 controls the displacement of the first rail vehicle 4A as a function of the absolute measurement of displacement of the first rail vehicle 4A provided by the displacement measuring device 22 from the tilting distance to the coupling. As an option, in the approach, docking and / or coupling phases, the control device 16 controls the movement of the first rail vehicle 4A 10 as a function of a position of the first rail vehicle 4A on the rail network and / or a position of the second railway vehicle on the rail network, provided for example by the operating system 6. Thanks to the telemetry system 20, the speeds are optimized to perform the various steps of the coupling procedure on as quickly as possible. In particular, it makes it possible to maintain a high approach speed, adjusted continuously, in the second approach phase (II), when the control device 16 controls the displacement of the first rail vehicle 4A as a function of the relative distance measurement. As illustrated, FIG. 2 shows a velocity profile 26 'which corresponds to the target velocity profile 26 to which a safety factor has been applied. The velocity profile 26 'is a homothety of the velocity profile 26. The velocity profile 26' also comprises the four phases of coupling (I), approach (II), docking (III), and coupling (IV) and the minimum safe distance 36.
    [0018] Advantageously, the control device 16 is furthermore configured to receive the position of the first railway vehicle 4A and the position of the second railway vehicle 4B on the railway line 5, and to control the braking system 12 and the traction system 14. depending on the position of the first railway vehicle 4A on the railway and / or the position of the second vehicle 4B on the railway. The position of the first railway vehicle 4A and the position of the second railway vehicle 4B on the railway track 5 are, for example, supplied to the control device 16 in a manner known to the operating system 6 comprising a system for locating the railway vehicles on the railroad. railway network.
    [0019] Advantageously, the control device 16 is furthermore configured to control the braking system 12 and the traction system 14 as a function of the topography of the railway network. As illustrated, the control device 16 comprises a map 30 of the topography of the railway network, stored in a memory of the control device 16. The map 30 makes it possible to select the useful data as a function of the topography of the railway network. The map 30 contains topographic data relating to the railway network (inclination of the tracks, hollows, bumps, curvature of the tracks, rears, etc.) that can influence the relative position of the railway vehicles. The map 30 optionally contains instantaneous position (or location) data of railway vehicles on the rail network, provided and updated for example by the operating system 6.
    [0020] Advantageously, the telemetry system 20 performs measurements according to the topography and / or positions of railway vehicles on the railway network, provided by the operating system 6. In one embodiment, the telemetry system 20 is configured to detect the entry of the second rail vehicle 4B into a detection field of the telemetry system 20 based on an instantaneous position of the first rail vehicle and an instantaneous position of the second rail vehicle on the rail network, provided by example by the operating system 6, for example due to a correlation between a new object detected by the telemetry system 20 and the instantaneous positions of the first rail vehicle and the second rail vehicle.
    [0021] When these positions are recorded in the map 30, the latter allows the telemetry system 20 to detect the entrance of the second railway vehicle 4B in the detection fields of the telemetry system 20. In addition, the telemetry system 20 is configured to acquiring the curvature of the railway track 5 in front of the first railway vehicle 4A from the topography, and the azimuth angles of the second railway vehicle 4B targeted to be detected. Optionally, the telemetry system 20 is configured to control the orientation system of the transmitter-receiver assembly of the telemetry system 20 according to the topography. This makes it possible to ensure early detection, by orienting the transceivers according to the topography of the railway line 5. A coupling method between a first rail vehicle 4A and a second rail vehicle 4B used at the same time. The aid of an automatic coupling system 10 according to the invention will be described in more detail. Initially, the operating system 6 controls a coupling of the first and second rail vehicles 4A, 4B.
    [0022] The coupling instructions received by the control device 16 of the first railway vehicle 4A contain the location of the second railway vehicle 4B. They activate the automatic coupling system 10. The second railway vehicle 4B is immobilized. The first rail vehicle 4A moves towards the second railway vehicle 4B. It applies the procedure and the approach speed profile 26 according to the first coupling request phase (I). Knowing the location of the second railway vehicle 4B, the first rail vehicle 4A moves towards the second railway vehicle 4B, in the indicated area. The first rail vehicle 4A can maintain a normal traveling speed corresponding to that which would be achieved without the activation of the automatic coupling system 10, measured by the displacement measuring device 22, until the detection of the second railway vehicle 4B by the telemetry system 20. Upon detection of the second railway vehicle 4B, the speed profile 26 goes into the second approach phase (II). In the approach phase (II), the control device 16 adjusts the speed of the first rail vehicle 4A so that the speed of the first rail vehicle 4A decreases, in a controlled manner, to reach a speed equal to 8 km / h at a determined distance 34 between the first rail vehicle 4A and the second rail vehicle 4B. During this approach phase (II), the control device 16 advantageously uses the distance measuring system 20 to adjust the relative speed of movement of the first rail vehicle 4A. Then, in docking phase (III), the first rail vehicle 4A continues to move until it is at the tilting distance. The controller 16 regulates the traction and braking systems 14 as a function of the displacement measurement of the first rail vehicle 4A with respect to the track 5 provided by the displacement measuring device 22. The travel speed of the The first railway vehicle 4A moves in the docking phase (III), represented by a decrease in FIG. 2, until a travel speed of 2.5 km / h is reached at the estimated physical contact distance 3036676. the approach phase (II). The docking phase (III) ends with physical contact at the couplers 15, where the coupling phase (IV) begins. At the physical contact, the first rail vehicle 4A has sufficient inertia to allow mechanical coupling of the coupler 15. The coupling is effected at the level of the couplers 15 which signal the end of the procedure to the control device 16 and to the control system. operation 6. The automatic coupling system 10 has the advantage of being able to perform the coupling operation between two railway vehicles on the entire railway network managed by the operating system 6.
    [0023] The automatic coupling system 10 between two railway vehicles guarantees an automated coupling operation in a short time thanks to an accurate measurement in continuous and in real time of the distance separating the railway vehicles. The automatic coupling system 10 adapts to any type of automated rail network. It does not require a specific installation at the infrastructure level. The automatic coupling system 10 is also suitable for a railway network with an operator on board, for example, of the tramway type or of the high speed train type. The automatic coupling system 10 makes it possible to minimize the approach time.
    权利要求:
    Claims (10)
    [0001]
    CLAIMS1.- Automatic coupling system (10) of rail vehicles, intended to be embedded on a first railway vehicle (4A), and comprising: - a telemetry system (20) configured to perform measurements between the first rail vehicle and a second rail vehicle, and determining, from the measurements, a distance between the first rail vehicle (4A) and the second rail vehicle (4B) and / or a relative speed between the first rail vehicle (4A) and the second rail vehicle ( 4B), and - a control device (16) configured to control a braking system (12) and / or a traction system (14) of the first rail vehicle (4A) as a function of distance and / or speed relative determined by the telemetry system (20), for the approximation of the first rail vehicle (4A) to the second rail vehicle (4B) for their mechanical coupling.
    [0002]
    The automatic coupling system (10) according to claim 1, wherein the telemetry system (20) comprises a radio range finder, a laser range finder, an acoustic range finder and / or an optical range finder.
    [0003]
    An automatic coupling system (10) according to claim 1 or 2, wherein the telemetry system (20) is configured to determine a relative acceleration between the first rail vehicle (4A) and the second rail vehicle (4B), and for controlling the first rail vehicle according to the relative acceleration.
    [0004]
    An automatic coupling system (10) according to any one of claims 1 to 3, wherein the control device (16) is configured to control the movement of the first rail vehicle (4A) according to a profile of predetermined speed (26).
    [0005]
    5. Automatic coupling system (10) according to any one of claims 1 to 4, wherein the control device (16) comprises a map (30) containing the topography of the railway network, the control device (16). regulating the braking system (12) and / or the traction system (14) according to the mapping (30).
    [0006]
    6. Automatic coupling system (10) according to one of claims 1 to 5, wherein the first rail vehicle (4A) further comprises a displacement measuring device (22) configured to perform a measurement between the first rail vehicle and the ground so as to determine the movement of the first rail vehicle (4A) relative to the ground. 3036676 13
    [0007]
    The automatic coupling system (10) of claim 6, wherein the displacement measuring device (22) comprises an odometer.
    [0008]
    The automatic coupling system (10) according to claim 6 or claim 7, wherein the control device (16) is configured to control the movement of the first rail vehicle (4A) according to the distance measurement provided. by the distance measuring system (20) and / or the displacement measurement provided by the displacement measuring device (22).
    [0009]
    An automatic coupling system (10) according to any one of claims 6 to 8, wherein the control device (16) is configured to control the movement of the first rail vehicle (4A) in accordance with the measurement of relative distance determined by the telemetry system (20) during an approach phase, and then to control the movement of the first rail vehicle (4A) as a function of the displacement measurement provided by the displacement measuring device (22) in a docking phase. 15
    [0010]
    10. A method for mechanically coupling a first rail vehicle (4A) and a second rail vehicle (4B), comprising the following steps: determining the distance and / or the relative speed between the first rail vehicle (4A) and the second rail vehicle (4B) using a telemetry system (20) embedded in the first rail vehicle (4A) and configured to perform measurements between the first rail vehicle and a second rail vehicle; and - controlling a braking system (12) and / or a traction system (14) of the first rail vehicle (4A), using a control device (16) embedded in the first rail vehicle (4A) , depending on the distance and / or the relative speed determined by the on-board telemetry system (20). 25
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    同族专利:
    公开号 | 公开日
    EP3303096B1|2021-10-20|
    WO2016193063A1|2016-12-08|
    FR3036676B1|2019-05-24|
    EP3303096A1|2018-04-11|
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    法律状态:
    2016-02-25| PLFP| Fee payment|Year of fee payment: 2 |
    2016-12-02| PLSC| Search report ready|Effective date: 20161202 |
    2017-03-30| PLFP| Fee payment|Year of fee payment: 3 |
    2018-03-30| PLFP| Fee payment|Year of fee payment: 4 |
    2019-04-30| PLFP| Fee payment|Year of fee payment: 5 |
    2020-04-21| PLFP| Fee payment|Year of fee payment: 6 |
    2021-04-14| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1554909A|FR3036676B1|2015-05-29|2015-05-29|AUTOMATIC COUPLING SYSTEM FOR RAILWAY VEHICLES AND ASSOCIATED METHOD|
    FR1554909|2015-05-29|FR1554909A| FR3036676B1|2015-05-29|2015-05-29|AUTOMATIC COUPLING SYSTEM FOR RAILWAY VEHICLES AND ASSOCIATED METHOD|
    EP16726508.1A| EP3303096B1|2015-05-29|2016-05-24|Automatic system for coupling rail vehicles and process therefor|
    PCT/EP2016/061681| WO2016193063A1|2015-05-29|2016-05-24|Automatic system for coupling railway vehicles and associated method|
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