Patent Application
20230365172
This application claims the benefit of priority of European Patent Application Serial No. 22 305 690.4, filed on May 10, 2022, which is incorporated by reference herein in its entirety for all purposes.
This disclosure relates to a method and a device for the data transmission between two connectable parts of a rail vehicle or between rail vehicles as well as a part of a rail vehicle.
In the automation of rail vehicles, particularly in retrofitting these vehicles with associated means for automation, there is generally the desire to increase a capacity and speed of the data transmission, to newly establish communication paths independent of the existing system or to principally install new communication paths. This desire also exists particularly with respect to a data transmission between two connectable, particularly couplable parts of a rail vehicle.
EP 1 762 455 A1 describes an automatic center buffer coupling for a multi-unit vehicle including a first coupling head via which, in the coupled state, a non-positive connection can be established between a first and an adjacent second vehicle body together with a second coupling head of a mating coupling, and a signal transmission device for transmitting electric and/or electronic signals between the first and the second vehicle body. The document discloses that the signal transmission device comprises at least one coupling member and at least one mating coupling member, the coupling member being integrated in a contact support of the first coupling head, and the mating coupling member being integrated in a contact support of the second coupling head. Further disclosed is that the coupling member and the mating coupling member respectively comprise at least one antenna member.
U.S. Pat. No. 10,250,300 B1 discloses a status monitoring sensor comprising a first near field communication transponder and a memory, the status monitoring sensor being attached to a mechanical system and monitoring its conditions.
In one implementation, the present disclosure is directed to a device for data transmission between two connectable parts of a rail vehicle or between rail vehicles. The device includes at least one near field communication (NFC) system, characterized in that the device comprises or forms at least one mounting interface for the mechanical attachment to a connection means of a part of a rail vehicle, wherein a first part of the rail vehicle has or forms the connection means, the connection means serving for mechanical connection to a further part of the rail vehicle, wherein the mounting interface is designed for detachable mechanical fastening to the connection means.
In another implementation, the present disclosure is directed to a part of a rail vehicle, particularly a vehicle body. The part includes or forms at least one connection means for mechanical connection to another part of the rail vehicle, wherein a device as identified above is attached to the connection means.
In yet another implementation, the present disclosure is directed to a method of transmitting data between two connectable parts of a rail vehicle or between rail vehicles that each include a device as identified above. The method includes operating the NFC systems of the devices so as to transmit data therebetween.
For the purpose of illustrating the disclosure, the drawings show aspects of one or more embodiments of the disclosure. However, it should be understood that the present disclosure is not limited to the precise arrangements and instrumentalities shown in the drawings, wherein:
In the following, the same reference numerals designate elements having the same or similar technical features.
The technical problem of providing a device and a method for the data transmission between two connectable parts of a rail vehicle or between rail vehicles and a part of a rail vehicle implementable in a simple manner, particularly in already existing rail vehicles, arises.
The solution to the technical problem emerges from the subject matters having the features of the independent claims originally filed with this application. Further advantageous embodiments of this disclosure emerge from the dependent claims originally filed with this application. All of the appended claims originally filed with this application shall form part of this Detailed Description section as if contained in this section.
Disclosed is a device for the data transmission between two connectable parts of a rail vehicle or between rail vehicles. The two connectable parts may be parts of a rail vehicle. In this case, the device renders the data transmission between parts of rail vehicles possible, e.g. between carriages of an underground or commuter railway or passenger carriages or between such parts and, e.g., an e-container. However, the two connectable parts may also be parts of a rail vehicle of different rail vehicles. In this case, the device renders the data transmission between complete rail vehicles (e.g., coupled underground trains, commuter trains, or trams) possible.
The data transmission may then take place to or from a rail vehicle component disposed in the or on the part. A rail vehicle component may particularly be an electric, electromechanical, or electronic component. The two connectable parts may respectively be a vehicle body, a carriage, railroad car or another part of a rail vehicle.
However, it is also possible that one part is a vehicle body, and the other part is a part other than a vehicle body. For example, the other part may be a cabinet or container. The cabinet or container may be designed for accommodating the rail vehicle components so that such components may be disposed in the cabinet or container. If these components are electric or electronic components, the container may be referred to as an e-container.
Such a part (a first part) of a rail vehicle comprises a connection means for a mechanical connection to another part of the rail vehicle or forms such a connection means. The other part may comprise a corresponding connection means which serves to establish a connection to the first part and may, for example, interact with it to establish a mechanically connected state. The connection means may be designed to establish a screw, clamping, latching, positive and/or non-positive connection. As explained in more detail below, such a connection means may particularly be a coupling means.
A rail vehicle connection means is a device used to connect two rail vehicle parts together so they can be pulled or pushed as a single train. The connection means can be an essential component of any train system, as it allows for safe and efficient transport of goods and passengers over long distances. One common type of a rail vehicle connection means is a coupler which consists of two main components: the knuckle and the coupler body. The knuckle can be wedge-shaped piece of metal that sits on top of the coupler body, and is designed to fit into a corresponding knuckle on the adjacent rail vehicle part. The coupler body can be a cylindrical piece of metal that is attached to the end of the rail vehicle part, and houses the knuckle mechanism. Such a connection means can be designed as automatic coupler, which is used on most freight trains and some passenger trains. Automatic couplers are designed to connect and disconnect automatically, without the need for manual intervention by the train crew. When two rail vehicle parts come together, the knuckles on the couplers automatically engage with each other, locking the two vehicles together. This is typically done through a process called “slack action,” which allows the two vehicles to come together gently without causing damage or undue stress on the coupler components.
There are, however, also other types of connection means used on rail vehicles. For example, some passenger trains use a type of coupler called the screw coupling, which requires manual intervention by the train crew to connect and disconnect. The screw coupling consists of a large, threaded bolt that is attached to the end of each rail vehicle part. When two vehicles come together, the bolts are manually threaded together by the train crew, locking the two vehicles together.
Here, the data transmission may refer to a signal transmission, i.e., a transmission of electric or electronic signals, information being encoded in the or by the transmitted signal. The data transmission is a wireless data transmission. The data transmission may be performed for transmitting control signals, but also for transmitting information signals, particularly status information signals.
The device further comprises at least one NFC system (near field communication system or short-range communication system). Such a system is based on the RFID technology and serves the contactless transmission of data per electromagnetic induction by means of loosely coupled coils or antennas over short distances of a few centimeters.
The data transmission as well as the operating principle of an NFC system is standardized by standards known to the person skilled in the art. A data transmission between the NFC system and another NFC system may be both active-passive and active-active.
According to the disclosure, the device comprises at least one mounting interface for a mechanical attachment to the connection means, or the device forms this mounting interface. The mounting interface may particularly be designed for the detachable mechanical attachment to the connection means. Thus, for example, the mounting interface may include of form elements for establishing a screw, clamping, latching, positive and/or non-positive connection. Particularly, the mounting interface is designed for the mechanical attachment to an already existing connection means of the part of the rail vehicle. This may mean that the connection means includes or forms no own interface specifically adapted to the mounting interface on the side of the device. Particularly, the mounting interface is designed so that the device can be subsequently attached to, i.e., retrofit to already existing parts of a rail vehicle. This advantageously results in a readily implementable, particularly retrofittable device for the data transmission between two connectable parts of a rail vehicle which can particularly increase the transmission capacity and transmission speed for data between these parts or participants in the data transmission disposed in/on the parts. In case of a closet or container, however, it is also feasible that the device is integrated inside the container or closet, and another device for the communication with the device disposed in the container or cabinet is disposed on an outer side of the container or closet.
One exemplary embodiment of a mounting or fastening interface for mechanical fastening the claimed device to the connection means could be a clamping mechanism. This mechanism could include a base plate with mounting holes for attaching the device to the connection means of the rail vehicle part, and a clamping element that can be tightened down onto the connection means to hold the device securely in place. The clamping element can also be denoted as frame element.
The clamping element could be made up of two halves that come together to form a clamp around the connection means. The two halves could be connected by a hinge, which allows them to open and close around the connection means. The hinge could be located on one side of the clamping element, and a locking mechanism on the other side could be used to secure the two halves together.
To use this mounting interface, the base plate would be attached to the device to be mounted, and the clamping element would be positioned around the connection means or a part thereof, e.g. the aforementioned coupler body. The two halves of the clamping element would then be closed, and the locking mechanism would be engaged to secure the clamp in place. The device would then be securely mounted to the connection means.
Another exemplary embodiment of a mounting interface for mechanical fastening a device to the connection means of a rail vehicle could be a bolt-on mechanism. This mechanism could include a mounting plate with pre-drilled holes that align with corresponding holes on the connection means. Bolts could then be inserted through the mounting plate and into the connection means, securing the device in place. The mounting plate could be designed to fit the specific shape and size of the connection means or a part thereof, and could include features such as slots or tabs to ensure proper alignment during installation. The bolts used to secure the mounting plate could be high-strength bolts designed for use in the rail industry. To use this mounting interface, the mounting plate would be attached to the device to be mounted, and the plate would then be positioned on the connection means with the pre-drilled holes aligned with corresponding holes on the connection means. The bolts would then be inserted through the holes in the mounting plate and tightened down to securely fasten the device to the connection means.
These are just a few exemplary embodiments of mounting interfaces for mechanical fastening of devices to connection means. Other embodiments are possible, and the specific design of the fastening interface would depend on factors such as the size and weight of the device, the type of rail vehicle, and the specific requirements of the application.
Particularly, a data transmission via the known and used WTB (wide train bus) may be complemented by means of the proposed device. With the use of an NFC system, it is advantageously ensured that the data transmission is not compromisable like, e.g., a data transmission by means of Bluetooth or by means of Wi-Fi. Such a data transmission may lead to undesired influences on the data transmission in the neighboring vehicle by interference, particularly in rail vehicles located adjacent to each other, e.g., on parallel tracks. This advantageously results in a reliable data transmission. Likewise, an implementation of the data transmission involving a lower additional weight is achieved since a device according to this disclosure has only a low weight. Likewise, it is—irrespective of the vehicle type—readily installable and alignable/adjustable, particularly by only one single person, and therefore universally applicable. Advantageously, also freedom from interference of the data transmission as well as an interception-proof data transmission are obtained. A data transmission between two networks is free of interference if no signals or data are introduced into the transmitting network or no data in this network can be changed during or by the data transmission. Likewise, the data transmission exhibits a good electromagnetic compatibility.
It is possible that the device includes or forms an interface to the cable-based data transmission, particularly for a network line, the device being connectable to a communication system, particularly a bus system of the rail vehicle or rail vehicle part by it. Thus, the device, particularly the NFC system, may be connected to, for example, an Ethernet cable which may be part of a communication system of the rail vehicle or rail vehicle part via the interface. This interface may be disposed on a rear side of the device, i.e., a side facing the rail vehicle part to which the device is attached. For example, a data transmission line may be lead from the device to the part of the rail vehicle, particularly in a protected manner, e.g., protected by a PMA tube.
The NFC system may render a (reliable) data transmission to the corresponding NFC system over a distance of, for example, up to 60 mm (inclusive) possible. A data transmission rate providable by the NFC system may amount to up to 100 Mbit/s (inclusive). A frequency range of the data transmission may be in a range from, for example, 58 GHz to 64 GHz. The NFC system my preferably be designed for a bidirectional data transmission, but also for a unidirectional data transmission.
The device may further be designed so that a predetermined degree of protection, for example, a degree of protection according to IP69 is achieved.
Here, the device may be attachable to the connection means of a first part of the rail vehicle by means of the at least one mounting interface so that, in the state connected to this connection means, a relative positioning, i.e., a relative position and/or a relative orientation between the NFC system of the device disposed on the first part of the rail vehicle and a (further) NFC system of a (further) device disposed on a (corresponding) connection means of another part of the rail vehicle corresponds to a predetermined target relative positioning or does not deviate from it by more than a predetermined amount. In the target relative positioning, a distance between the NFC systems may be, for example, smaller than 40 mm, or smaller than 1 mm. It is therefore possible that a first device including at least one first NFC system is attached to a first part of the rail vehicle, and another (corresponding) device including at least one further NFC system is attached to another part of the rail vehicle. When the connection means of these parts are connected, the explained predetermined relative positioning can be set.
Therefore, the device, particularly the mounting interface and/or the NFC system may be designed so that an attachment of the device (and therefore also the NFC system) to the connection means is rendered possible with a predetermined repetition accuracy. A repetition accuracy represents the magnitude of a maximum deviation between the (spatial) positions of the device which are encountered in the multiple, i.e., repeated attachment of the device to the connection means. This repetition accuracy may be determined, for example, as a standard deviation of the deviations in a plurality of, for example, more than 100 repeated attachments. Preferably, the repetition accuracy is smaller than or equal to 0.5 mm or 5 angular minutes. In other words, it is ensured by the design of the mounting interface and/or the connection means that the NFC system assumes the same position and/or orientation in each attachment.
In a preferred embodiment, the connection means is a coupling means. The coupling means may particularly serve for establishing a mechanical, particularly a non-positive connection between the two rail vehicle parts, the connection particularly being designed for the transmission of driving forces. The coupling means may be implemented as a center buffer coupling, particularly as a Scharfenberg coupling or UIC coupling, but also as a coupling means having a different design. Particularly, it is possible that the coupling means comprises or forms a coupling head by which the non-positive connection to another coupling head of a mating coupling means of the other rail vehicle part can be established in the coupled state. Thus, it is possible that a first coupling means is disposed on or attached to a first part of the rail vehicle, and another coupling means (a mating coupling means) is disposed on or attached to another part.
If the connection means is a coupling means, the NFC system is not integrated in the coupling head according to the teachings of EP 1 762 455 A1, but mounted to it, particularly on an outer side. Here, the device may be mounted on the left side of, on the right side of, below or above a coupling means, particularly an automatic coupling means. This advantageously results in a readily implementable, particularly retrofittable device for the data transmission between two connectable vehicle bodies or participants in the data transmission disposed in/on these vehicle bodies.
In an alternative embodiment, the connection means is a bellow. This bellow may particularly also serve to protect an intermediate area between the two parts of the rail vehicle, the intermediate area being a transition zone between vehicle bodies. The bellow may thus be disposed on a vehicle body, particularly a front end of the vehicle body. For example, a first bellow may be disposed on or attached to a first part, and another bellow may be disposed on or attached to another part, the first bellow and the other bellow then being mechanically connected for forming of a full bellow, particularly by a mechanically detachable connection. This likewise advantageously results in a readily implementable, particularly retrofittable device for the data transmission between two connectable vehicle bodies or participants the data transmission disposed in/on these vehicle bodies.
The attachment of the device to the coupling means or to a bellow advantageously results in that a very small spatial distance can be set between the NFC systems in the connected state of the parts of the rail vehicle, which in turn ensures the reliability of the data transmission. Further, particularly in case of the bellow, advantageously a simple arrangement, particularly retrofitting is obtained without interfering with the operational safety of the rail vehicle or affecting the functionality of the device for the data transmission.
In a further, likewise preferred embodiment, the device comprises or forms at least one damping member for mechanical damping. Here, the at least one damping member is disposed and/or designed so that impacts of force introduced into the device via the mounting interface are attenuated. It is possible that the damping member is an elastic element, for example an element formed of an elastic material such as, e.g., rubber. The damping member may also be referred to as a decoupling member and, e.g., implemented as a rubber-metal composite member. Particularly, the at least one damping member may be disposed and/or designed so that an amplitude of a movement of the NFC system caused by such an impact of force is smaller than in a design of the device without a damping member. Particularly, a degree of dampening provided for by the at least one damping member may be from 0 (exclusive) to 1 (exclusive), preferably equal to 1, further preferably larger than 1, the degree of dampening serving to characterize the motion vibration of the NFC system, particularly the vibrations caused by impacts of force introduced via the mounting interface. In other words, at least one damping member is provided which dampens movements of the NFC system of the device induced by impacts of force and thereby ensures a positional accuracy to the largest possible extent, even in the presence of impacts of force. This in turn renders it possible that a relative arrangement between the NFC system of a first device attached to a first part of the rail vehicle and an NFC system of a device attached to another part of the rail vehicle does not deviate from a predetermined target relative positioning by more than a predetermined amount even in case of impacts of force caused by, e.g., acceleration/braking processes or irregularities of the tracks which in turn ensures the reliability the data transmission.
In another embodiment, the device comprises another NFC system. In other words, the device thus comprises at least two, preferably exactly two NFC systems. In this case, a redundant data transmission between the two connectable parts can be rendered possible and/or the data transmission capacity can be increased, particularly doubled. Moreover, the design of the device including at least two or exactly two NFC systems also renders a higher flexibility in the connection of parts of a rail vehicle possible. Thus, it is possible that the first NFC system is a master NFC system and therefore serves as a master in a communication with another NFC system (a further device), that is, particularly generates a modulated high frequency near field (HF near field) supplying the passive slave NFC system of the other device with power. In other words, the NFC system may be a reader means. The other NFC system of the device may be a slave NFC system which may be designed to receive the HF near field generated by, e.g., a master NFC system of another device. Owing to the integration of NFC systems one of which may be configured as a master NFC system and the remaining one of which may be configured as a slave NFC system in one device, a data transmission can be initiated from both rail vehicle parts, namely by the associated master NFC system. Namely, if only one NFC system is present and it is only configured as a master or slave NFC system, no NFC connection can be initiated from the associated section of the rail vehicle when necessary.
In another embodiment, the first NFC system is configured as an NFC master means and the other NFC system is configured as an NFC slave means. This and the associated advantages were already explained above.
In another embodiment, the mounting interface comprises a frame element or is formed as a frame element. The frame element may be made of metal or plastic. The frame element may particularly comprise or enclose an interior volume. The interior volume may particularly be designed and serve to arrange the section of the connection means. Alternatively, the interior volume may also serve to accommodate or arrange a section of the NFC system or a support structure, the at least one NFC system being disposed in or on the support structure. If at least one NFC system is disposed in the interior volume of the frame element this advantageously results in a good mechanical protection of the NFC system which in turn increases the reliability of the data transmission. If the frame element is designed to accommodate or arrange a section of the connection means this advantageously results in an easy and safe installation of the device.
In another embodiment, the at least one NFC system is disposed in the interior volume of the frame element. This and associated technical advantages were already discussed above.
In another embodiment, the device comprises a support structure, the at least one NFC system being disposed in or on the support structure. The support structure may also be designed as a frame element, at least one NFC system or a plurality of NFC systems being disposed in an interior volume or in various interior volumes which is/are formed by the support structure. The design of the device including a support structure for attaching the at least one NFC system advantageously renders a positionally accurate arrangement of the NFC system relative to the mounting interface and a protection of the at least one NFC system against external influences such as, e.g., dirt or mechanical damage possible. If the device comprises a support structure the support structure may comprise or form the mounting interface. For example, the support structure may comprise or form a frame element including an interior volume serving for arranging the section of the connection means. In other words, the support structure and the frame element for arranging the section of the connection means are integrally formed in this case. In this way, particularly, an embodiment of the device having a low height can be obtained which therefore requires little installation space. However, it is also possible that the support structure is attached to an attachment element, e.g. the frame element explained above, the attachment element comprising or forming the mounting interface.
In another embodiment, the support structure is connected to the mounting interface via the at least one damping member. In this case, it is possible that the support structure is connected to the attachment element explained above via the at least one damping member. For example, a mechanical coupling of the support structure and the attachment element may at least partly or even completely be formed by the damping member. This advantageously results in a simple design of the proposed device which particularly ensures the explained positional accuracy of the at least one NFC system.
In an alternative embodiment, the damping member is part of the support structure. This may mean that the damping member is integrated in the support structure, for example, is an integral component of the support structure. It is feasible that the mounting interface is also an integral component of the support structure. By way of example, but not excluding other embodiments, an integral design may mean that the various components cannot be separated from each other without being damaged, particularly that they are not detachably connected. If the damping member is part the support structure this advantageously results in a design of a device having damping properties and requiring little installation space.
In another embodiment, the device comprises at least one protection means for protecting the at least one NFC system or forms the protection means. The protection means may particularly be implemented as a protective or impact plate or sacrificial disc which may be formed of, e.g., plastic. The protection means may particularly be disposed or formed so that it protects the NFC system against mechanical influences, particularly against mechanical influences from a preferred receiving direction of the NFC system. Here, the preferred receiving direction refers to a signal propagation direction of the HF near field generated by another NFC system which is received by the (protected) NFC system in case of proper use or a proper data transmission. Particularly, the protection means may be disposed and/or designed so that the NFC system is disposed between the protection means and the part of the rail vehicle to which the NFC system as a part of the device is attached. This advantageously results in an increased mechanical protection of the NFC system and therefore an improved reliability of the data transmission.
In another embodiment, the device comprises at least one interface for the power supply to the at least one NFC system. It is possible that this interface is connected to a power storage means or a power source disposed in the vehicle or in the part of the rail vehicle to supply the at least one NFC system which may particularly be configured as a master NFC system with power, particularly for generating a near field. This advantageously results in a reliable operation of the NFC system.
It is possible that the at least one NFC system of a device is connected to a power source or a power storage means disposed on the vehicle part to which the device including the at least one NFC system is attached. A power storage means may be supplied with power and therefore charged by one or a plurality of power generation means, for example, a solar panel which may be disposed, for example, on a vehicle roof of the rail vehicle, or a generator means, for example an axle generator means of the vehicle part. However, it is also possible that the mentioned power generation means is directly connected to the device and supplies it with power for operation.
However, it is not obligatory that the device comprises such an interface. Particularly when the NFC system of the device is configured as a slave NFC system, as known to the person skilled in the art, also an inductive power transfer to the NFC system may take place, particularly by means of an electromagnetic field generated by an associated master NFC system. In this case, the device comprises no interface for the power supply to the at least one NFC system.
Further proposed is a part of a rail vehicle, particularly a vehicle body of the rail vehicle, the part comprising or forming at least one connection means for the mechanical connection to another part of the rail vehicle which may be another vehicle body or a part other than that, e.g., a container or cabinet. As explained above, this connection means may be a bellow or a coupling means. For example, a bellow tunnel may be disposed between two vehicle bodies of a rail vehicle, or coupling means for coupling the vehicle bodies may be disposed on these. A bellow tunnel may also be disposed between a vehicle body and a container through which the lines for, e.g., the power transfer are lead.
Furthermore, a device according to one of the embodiments described in this disclosure is attached to the connection means.
Also described is a rail vehicle including a plurality of, particularly at least or exactly two parts, the parts being mechanically connected to each other by means of corresponding connection means. Moreover, respectively one device according to one of the embodiments described in this disclosure is attached to both parts. Here, the devices may be disposed on the connection means and/or designed so that, in the connected state, the relative positioning between NFC systems of both devices corresponds to a target relative positioning or does not deviate therefrom by more than a predetermined amount. This was already explained above.
Further proposed is a method for the data transmission between two connectable parts of a rail vehicle including at least two devices which are respectively designed according to one of the embodiments described in this disclosure and which are attached to connection means of the connectable parts. Here, at least one NFC system of one of the devices for the data transmission is operated.
Particularly, the NFC system of the first device may be operated as a master NFC system, and the NFC system of the other device may be operated as a slave NFC system. The data transmission may be performed according to an SDTv2 or SDTv4 protocol, particularly using one of these protocols, the use of SDTv2 providing for an SIL of 2, and the use of SDTv4 providing for an SIL of 4.
In another embodiment, an operating instruction or an information signal is transmitted via the at least one NFC system. The operating instruction or the information signal may be provided by the content of the data transmitted via the NFC system or be encoded. Data may particularly be transmitted in the form of a data telegram.
An operating instruction may control, for example, an operation of a system of the rail vehicle, for example a brake system. The operating instruction may be, for example, a brake command. However, other operating instructions are of course also feasible. For example, it is possible that in a rail vehicle comprising a plurality of, particularly three or more than three parts, a brake command is generated by a central control unit and transmitted to each part, particularly from one part to the other part, i.e., sequentially, via NFC systems attached to the various parts as explained above. Thus, particularly, a brake command may be generated in a control unit in a locomotive of the rail vehicle and then transmitted down to an, in the coupling sequence, last part of the rail vehicle. A brake command transmitted in this way may then, for example, serve to control brake systems disposed in the individual rail vehicle parts. For example, brake valves in all rail vehicle parts could be opened by a control by the brake command. Therefore, a rapid, simultaneous braking of each rail vehicle part can take place, particularly due to the, in terms of time, fast data transmission. This may also be referred to as direct braking. This may particularly replace or complement the indirect braking common in freight wagons which would considerably reduce a braking distance.
It is further possible that, in an analogous manner, an ABS brake command is generated by a central control unit and transmitted to brake systems in the rail vehicle parts, particularly sequentially to each part of the rail vehicle by means of the data transmission. For example, it is possible in this way that brake systems are alternatingly controlled for braking the movement of the rail vehicle and for unblocking, i.e., for releasing the movement. This may also be referred to as a pneumatic anti-slip function. In this way, advantageously, flat spot formation in wheels of the parts of the rail vehicle can be reduced.
It is further possible that a control unit which may particularly be implemented as or comprise a microcontroller or an integrated circuit performing the associated control of the controllable system(s), e.g. the brake system(s), depending on the commands transmitted by means of the data transmission is disposed in each vehicle part. Such a control unit may also be referred to or formed as a SIL computing device. In this case, a decentralized generation of brake commands may take place.
An information signal may particularly serve the transmission of information for passenger counting, information for operating an infotainment system, information for passenger compartment monitoring, information for climate control, as well as the transmission of safety- relevant information.
It is also possible that signals which are different from each other are simultaneously transmitted via separately formed NFC systems of a device so that, advantageously, an independent and fast transmission is ensured, and failure safety is increased. In this way, two or even more, i.e., particularly up to six or up to eight signals which are different from each other can be simultaneously transmitted via various NFC systems of a device. Different signals may be information signals which are different from each other or operating instructions which are different from each other but also an information signal and an operating instruction.
The device 1 further comprises at least one mounting interface 6 for mechanically attaching the device 1 to a connection means of a part of the rail vehicle. As illustrated in
In
The device 1 further comprises damping members 9 which may be made of, for example, an elastic material such as rubber. These damping members 9 are disposed between the mounting interface 6, particularly the frame element forming the mounting interface, and the support structure 4. Particularly, the support structure 4 and the mounting interface 6 are mechanically connected or coupled via the damping members 9.
Likewise illustrated is a second vehicle body 2b including a second coupling means 7b mechanically connectable to the first coupling means 7a for the transmission of forces. A second device 1b also comprising a mounting interface 6, damping members 9, a support structure 4, and an NFC system 10 is mechanically attached to the second coupling means 7b.
Here the devices 1a, 1b are respectively attached to the coupling means 7a, 7b so that, in a coupled, i.e., mechanically connected state of the coupling means 7a, 7b, the NFC systems 3, 10 of the first and the second device 1a, 1b assume a predetermined target relative positioning or that their relative positioning does not deviate from this target relative positioning by more than a predetermined amount.
Not illustrated in
It is also possible that the NFC systems 3, 10 are activated or deactivated depending on a coupling status. The coupling status or connection status may be determined or detected, for example, by means of sensors or in a sensor-supported manner, particularly by a higher-level system of the rail vehicle.
In a coupled state, or when this state is detected, the NFC systems 3, 10 may be transferred into an activated state and thus operated for data transmission. In a decoupled or uncoupled state, or when this state is detected, the NFC systems 3, 10 may be transferred into a deactivated state, the systems not being operable for data transmission in this state. In the activated state, for example, a power supply to the NFC systems 3, 10 may be established, and interrupted in a deactivated state.
Likewise illustrated in
Various modifications and additions can be made without departing from the spirit and scope of this disclosure. Features of each of the various embodiments described above may be combined with features of other described embodiments as appropriate in order to provide a multiplicity of feature combinations in associated new embodiments. Furthermore, while the foregoing describes a number of separate embodiments, what has been described herein is merely illustrative of the application of the principles of the present disclosure. Additionally, although particular methods herein may be illustrated and/or described as being performed in a specific order, the ordering is highly variable within ordinary skill to achieve aspects of the present disclosure. Accordingly, this description is meant to be taken only by way of example, and not to otherwise limit the scope of this disclosure.
Exemplary embodiments have been disclosed above and illustrated in the accompanying drawings. It will be understood by those skilled in the art that various changes, omissions and additions may be made to that which is specifically disclosed herein without departing from the spirit and scope of the present disclosure.
| Number | Date | Country | Kind |
|---|---|---|---|
| 22 305 690.4 | May 2022 | EP | regional |
