EP0692422A1 - Method for controlling of retarders of a marshalling yard - Google Patents

Abstract

The method is for the control of rail brakes of a shunting installation, pref. with a run-out peak together with valley and directional rail brakes, in order to brake shunting sections from a run-in speed to a predetermined intended run-out speed. Brake force stages are transmitted to a rail brake by a regulating device and are so varied that the intended run-out speed of the shunting section is then attained when with the last axle it emerges from the rail brake. A brake force stage transmitted in relation to a different energy amount of a shunting section is not directly transmitted to the rail brake, but before the entry of the first axle of the shunting section in the rail brake is firstly entered into a calculating process.

Description

The invention relates to a method for controlling track brakes, in particular valley and directional track brakes in different embodiments of a shunting system, i. H. a marshalling yard with sloping tracks as well as with flat track groups for controlled braking of freely running marshalling yards to a specified speed.

In automatically operating shunting systems, incoming freight trains are disassembled by uncoupling individual shunting departments according to their direction of destination and then using a shunting locomotive to pull them over a discharge hill. The individual shunting departments then roll under the influence of gravity down into the respective predetermined direction track, where they are put together with other shunting departments to form new trains.

Track brakes are arranged along the route of the marshalling departments, which have different tasks to perform. The valley brakes compensate for the large scattering of the running properties of the individual maneuvering departments in such a way that the distance to the respective forerunner and follower required for proper separation of the path is maintained.

In addition, the valley brakes have the task of extracting the portion of kinetic energy from the maneuvering departments that can no longer be handled with the braking ability of downstream, especially the usually smaller, directional track brakes.

The directional track brakes are required to slow down the marshalling departments to such exit speeds that they can either reach downstream conveyors with a permissible run-up speed or, as with the target braking method, existing marshalling departments in the directional track with a small impact.
In order to come as close as possible to these objectives, track brakes should work in such a way that specified target run-out speeds for all the shunting departments in question are adhered to very precisely. The ideal case would be if the respective track brakes were evenly stressed over their entire length and consequently also worn evenly. An optimal braking process is always given when the desired target run-out speed is reached just before, or when the shunting department rolls off the track brake with the last axis.

A known method (DE 2246306) for brake control orients the braking process on a target curve over the speed square of the measured inlet speed. As long as maneuvering departments are within the effective range of the track brake, the actual speed curve is continuously measured and the braking or releasing commands are issued to the track brake in the manner of a two-point controller in order to bring the actual speed as close as possible to the course of the target curve. The release reserve is determined as the product of a determined braking deceleration and the expected response time of the brake.

A disadvantage of the application of the method is the fact that generally only moderately difficult and relatively long shunting departments can be mastered by continuously switching the track brake on and off, although numerous loosening games have to be accepted. Shunting departments to be described differently, this method usually imprints a speed curve which at least no longer permits the determination of the braking deceleration necessary for a correct calculation of the release reserve.

In another known control, according to bulletin SEV / VSE 78 (1987) 5,7. March, a similar setpoint curve, but based on the speed and not on its square, is advantageously used as a ramp setpoint for a P-controller or PI-controller, which on the output side influences the course of the actual speed by varying the current braking force level so that it follows the ramp setpoint.

Another method, according to DE 2910511, uses the excess portions of kinetic energy calculated for the respective shunting departments in order to determine a suitable target braking force level with which the braking process is started. Likewise, starting with the running-in speed, a target speed curve is specified step by step on the basis of an axis-related target braking deceleration.

It is now the task of the brake control to bring the actual course of the braking deceleration to its target braking course or to make it parallel, so that the predetermined value of the braking deceleration can be used immediately and without the time delay that otherwise occurs during measurements for calculating the release reserve.

The method allows a high degree of precision in maintaining specified run-out speeds, but it requires that all categories of marshalling departments behave schematically practically equally in such a way that parallel to the target braking deceleration exists at the latest in the area of the end of the track brake, possibly by a fixed amount compared to the Target curve shifted upwards.

If corrections to the actual braking deceleration are necessary, which is often the case in practice simply because of the constantly decreasing share of kinetic energy, a connected controller can initiate changes in the braking force level.

This requires a minimum period of time over which a deviation must be detectable, and also a tendency to change over a minimum period of time. An immediate and immediate reaction of the controller to influences to be compensated by it, such as weather or changing friction coefficients, is therefore only possible to a limited extent.

Other known methods (DE 126826, DE 2048335, shunting technology 12/69 p. 41) show methods with which the delayed switching on of track brakes can be implemented if this is necessary or expedient for operational reasons.

With "decelerated" braking, the maneuvering department to be braked first runs into the released track brake, and the braking process only begins at a later point in time when the braking ability of the track brake is just sufficient, taking into account a safety discount, in order to extract the excess shares of kinetic energy from the maneuvering department.

The basic idea of these methods is that the parameters that characterize the maneuvering department, especially the braking deceleration, are specified in advance in addition to the other parameters that characterize a maneuvering department. The braking deceleration of a maneuvering department is set after a certain braking force level has been set.

If the determination of the expected braking deceleration is to be avoided, it is proposed to use analog parameters, such as. B. a weight measurement on the entire shunting department to form the ratio of braking force per axis to the shunting department weight.

Here, however, the spreading range is so large (around 50% on bar track brakes) that this method is not sufficiently precise.

For the determination of the anticipated braking deceleration, a brief test braking when the maneuvering department enters the track brake is therefore proposed, which is activated at least for as long as it takes to measure all of the data that allow the braking deceleration to be calculated. However, gaining knowledge by trial braking reveals a number of disadvantages.

From a technological point of view, the process of "decelerated" braking is particularly useful for long runtime groups, but due to the very different nature of the axes and the axis sequences within the marshalling department, these can hardly be expected to reproduce the deceleration process. The running of single cars, on the other hand, requires, if braking is to be delayed at all, due to the short dwell time in the braking area to fix the optimal braking course as short as possible, which leaves hardly any time for a test braking. If it does occur, there is a risk of overbraking, especially in the case of low-energy individual processes, simply by a sufficiently long test braking without additional control algorithms.

If the track brake to be controlled is a bar track brake, there is a further disadvantage. Since this first has to be cut open from its basic braking position when the first axis of a shunting department comes in, additional force components act briefly, which increase the braking effect and produce a wrong picture of the braking deceleration sought for lighter to medium-heavy shunting departments. In this sense, it would be advantageous to initiate the test braking only after at least one axis has entered the track brake, but then urgently required braking capacity for high-energy processes could be lost. In addition, test braking is generally associated with an increased number of braking / releasing processes.

The invention specified in claim 1 is based on the problem of reducing the disadvantages of the known methods for controlling track brakes of a maneuvering system with minimal effort and of being applicable to the large number of different designs, in particular hydraulic bar track brakes and electrodynamic track brakes as valley or directional track brakes, the accuracy with regard to the adherence to predetermined target run-out speeds makes it possible to use the method of target braking.

The object is achieved in that the excess kinetic energy calculated at each process is related to the braking work that a track brake is able to perform at a certain average axle load and with a certain axis sequence of the process with respect to a predetermined desired run-out speed, and that The braking process begins immediately when a braking force level can be calculated, the braking work to be expected corresponds to the excess share of kinetic energy of the process, whereas the track brake changes to the release state before the first axis runs in, if the determined braking work has the share of kinetic energy to be extracted Energy exceeds at least and a braking force level can not be further reduced, whereby during the subsequent release of the track brake, the energy level of the shunting department and the steadily decreasing braking capacity due to the progress end of axis runout are constantly recalculated, and the braking process only begins when the excess energy of the maneuvering department and the remaining braking capacity are in a suitable relationship to each other.

Furthermore, the object is achieved according to the invention in that each initial braking force stage intended for the immediate start of braking without delayed activation of the track brake is first used in a calculation method for determining the braking capacity that can actually be achieved before it is output to the track brake, and that this Braking force level, possibly several times, is reduced if the determined braking capacity exceeds the proportion of the kinetic energy to be extracted from the maneuvering department by a minimum difference.

After the braking process has started, an determined initial braking force level remains at least as long as the track brake, due to its nature, takes time to transmit the associated braking force to the shunting department. Only then is a control algorithm started, which then controls the further output of braking force levels, so that the actual speed profile is aligned with the target speed profile for a correspondingly specified travel path for a maneuvering department.

The setpoint speed curve over a correspondingly specified travel path as a reference variable for the controller is formed in such a way that a curve form, starting with the entry speed of the shunting department and initially ending at the level of the set exit speed when the second axis exits the track brake, with each in the further additional axis of the track brake is realigned by the amount of the center distance to the leading axis behind the previous end of the braking length in such a way as if it were the last axis of the maneuvering department, so that a slightly curved course of a ramp setpoint arises.

The braking force level resulting from the energetic consideration and set by the controller is limited in the case of the control of beam track brakes depending on the weight of the axis initially entering the beam track brake up to a value up to which the climbing of axes is unlikely. If much heavier axles follow lighter axles within a shunting department, the previously valid limitation of the braking force levels is maintained as long as there are still light axles in the brake.

The exemplary embodiment set out below relates to the use of the interrelationships according to the invention, in particular under the conditions of a rail track brake. This means that when calculating all the braking force levels provided for output to the track brake, the conditions of climbing safety must also be met.

A bar rail brake approaches an Rangierabteilung, which is to be treated by this in a suitable manner, and assigns Rangierabteilung a higher actual velocity v _i to as the designated for them nominal exit speed v _soll, so the calculation of the energy output conditions begins in such a way that even before the first axis enters the bar track brake, a comparison of the excess kinetic energy of the marshalling department, ie _abl, and the assignment of a suitable braking force level bks can be carried out.

Innerhalb dieser so definierten geometrischen Reihe ist die mittlere Achsmasse g_m einzuordnen, so daß daraus die zugehörige Bremskraftstufe bks_m hervorgeht sowie eine Grenzachsmasse g_end, bis zu dem diese Bremskraftstufe bks_m als Maximum zulässig ist. Dazu wird die Grenzachsmasse g_end unter fortlaufender Erhöhung der eingesetzten Bremskraftstufe bks_m als Exponent, beginnend mit der 1, nach der Beziehung

sooft berechnet, bis die Bedingung ${\text{g}}_{\text{end}}{\text{= g}}_{\text{m}}$

erstmalig erfüllt ist.Accordingly, a braking capacity h _br is first determined which can be used to the maximum on a bar track brake with an average axle mass g _m and an axis sequence of the approaching marshalling department that is predominant with respect to the marshalling department.
To do this, it is necessary to determine a braking force level bks _m which, based on the average axle mass g _{m of} the maneuvering department, may at most be used under the conditions of climbing safety. This can either be done directly by means of a tabular comparison, or, if there is a higher number of available braking force _levels n _bks , by using a geometric series using a modification factor modf. This is the n _bksth root of the quotient of the final axle weight and the initial axle weight.

The average axle mass g _{m is to} be classified within this geometrical series defined in this way, so that the associated braking force level bks _m and a limit axle mass g _{end are shown} up to which this braking force level bks _m is permissible as a maximum. For this purpose, the limit axis mass g _end is continuously increased as the exponent, starting with 1, according to the relationship, starting with the brake force stage bks _m

calculated so many times until the condition ${\text{G}}_{\text{end}}{\text{= g}}_{\text{m}}$

is fulfilled for the first time.

Hierbei sind h_{br end 2,} h_{br end 4} und h_{br end 6} diejenigen Nennwiderstandshöhen, die für jeden Gleisbremsentyp experimentell ermittelt und bezogen auf die Endachsmasse vorliegen und entsprechend der mit geeigneten Mitteln am aktuellen Ablauf bestimmten Achsfolge einer 2-, 4- oder 6-achsigen Rangierabteilung eingesetzt werden.
Der so berechnete Wert für das maximal verfügbare Bremsvermögen h_br gegenüber einer durch ihre mittlere Achsmasse g_m gekennzeichneten Rangierabteilung wird schließlich noch um den Einfluß der am aktuellen Ablauf wirkenden Streckenkräfte korrigiert, die in einem Wert für den Laufwiderstand w_abl zusammengefaßt und beispielsweise in der Dimension °/_°° eingesetzt werden. $${\mathit{\text{h}}}_{\mathit{\text{br}}}\text{=}{\mathit{\text{h}}}_{\mathit{\text{br}}}\text{+ ((}{\mathit{\text{l}}}_{\mathit{\text{b}}}\text{+}{\mathit{\text{l}}}_{\mathit{\text{abl}}}\text{) ·}{\mathit{\text{w}}}_{\mathit{\text{abl}}}\text{· 10⁻³)}$$

Hierbei bedeuten weiterhin l_b wirksame Bremslänge
   l_abl Länge des Ablaufs
Als nächster Verfahrensschritt erfolgt die Berechnung des tatsächlichen Überschußanteils an kinetischer Energie der Rangierabteilung dh_abl gegenüber der Sollauslaufgeschwindigkeit v_soll. Dazu wird zunächst der um den Anteil an rotierender Masse verminderte Betrag der Erdbeschleunigung g_red ermittelt.

Hierbei bedeuten g_abl Gesamtgewicht des Ablaufes
   n_achs Anzahl der Achsen des Ablaufes
Damit ergibt sich für die Überschußenergie dh_abl, wiederum ausgedrückt als Energiehöhe:

An dieser Stelle wird das erste Entscheidungskriterium gesetzt, d. h., entweder wird für die Überschußenergie dh_abl der Rangierabteilung ein Wert ermittelt, der sich im Grenzbereich des verfügbaren Bremsvermögens h_br befindet oder diesen in bestimmten Ausnahmesituationen gar überschreitet, so daß der Bremsvorgang umgehend begonnen und als Initial-Bremskraft die anfangs bestimmte Bremskraftstufe bks_m eingestellt wird, oder es erfolgt ausgehend von den energetischen Gegebenheiten der Rangierabteilung und bezogen auf den ausnutzbaren Gesamtbremsweg die Berechnung einer passenden Anfangsbremskraft f₀.

Diese Anfangsbremskraft f₀ wird einer Normierung unterzogen, in deren Ergebnis eine Bremskraftstufe bks zuzuordnen ist, beispielsweise durch den Vergleich mit einer Normierungstabelle.Expressed in energy levels, the usable braking capacity is h _br

Here, h _{br end 2,} h _{br end 4} and h _{br end 6 are} the nominal resistance heights that have been determined experimentally for each type of track brake and are available in relation to the end axle mass and according to the axis sequence of a 2, 4 or 6 determined by suitable means on the current process -axis shunting department.
The value calculated in this way for the maximum available braking capacity h _br compared to a shunting department characterized by its mean axle mass g _m is finally corrected by the influence of the line forces acting on the current process, which are summarized in a value for the running resistance w _abl and, for example, in the dimension ° / _°° can be used. $${\mathit{\text{H}}}_{\mathit{\text{br}}}\text{=}{\mathit{\text{H}}}_{\mathit{\text{br}}}\text{+ ((}{\mathit{\text{l}}}_{\mathit{\text{b}}}\text{+}{\mathit{\text{l}}}_{\mathit{\text{abl}}}\text{) ·}{\mathit{\text{w}}}_{\mathit{\text{abl}}}\text{· 10⁻³)}$$

Here, l _b mean effective braking length
l _abl length of the drain
The next step in the method is the calculation of the actual excess portion of kinetic energy of the maneuvering department, ie _abl compared to the target outlet speed v _soll . For this purpose, the amount of gravitational acceleration g _red reduced by the proportion of rotating mass is first determined.

Here g _abl mean total weight of the drain
n _ax number of axes of the process
This results in the excess energy ie _abl , again expressed as the energy level:

At this point, the first decision criterion is set, that is, either a value is determined for the excess energy ie _{abl of} the maneuvering department that is within the limit of the available braking capacity h _br or even exceeds it in certain exceptional situations, so that the braking process is started immediately and as Initial braking force the initially determined braking force level bks _{m is} set, or a suitable starting braking force f₀ is calculated based on the energetic conditions of the maneuvering department and based on the usable total braking distance.

This initial braking force f₀ is subjected to a standardization, in the result of which a braking force level bks can be assigned, for example by comparison with a standardization table.

Der berechnete Wert der Bremswiderstandshöhe h_br wird wiederum um den Anteil der an der Rangierabteilung außerdem wirkenden Streckenkräfte korrigiert.The braking force level bks obtained after standardization is used again in the calculation process in order to calculate the braking resistance height h _br that results from the use of this braking force level bks. $${\mathit{\text{G}}}_{\mathit{\text{end}}}\text{= 3.5}{\mathit{\text{m odf}}}^{\mathit{\text{bks}}}$$

The calculated value of the braking resistor height h _br is in turn corrected by the proportion of the section forces also acting on the maneuvering department.

Then the value of the braking resistance height h _br determined in this way is compared again with the already calculated excess energy, ie _{abl of} the maneuvering department, and a decision _criterion is again obtained. This means that either the value of the braking resistor height h _br corresponds to the value of the excess energy, ie _abl the shunting department, so that the associated braking force level bks is issued as a control command to the track brake, or the braking capacity h _br on the basis of the calculated and standardized braking force level bks is considered as recognized too large, so that continuous braking with this bks is not possible. In this case, the determined braking resistance height h _br is a minimum amount above the excess energy, ie _{abl of} the shunting department. The determined braking force level bks is reduced by one level and the resulting braking resistance height h _{br is} calculated again. The comparison with the excess energy, ie _abl . If necessary, a braking force level bks can be decremented until excess energy, ie _abl the shunting department and braking resistance height h _{br, are} in a suitable relationship to one another. The associated braking force level bks is then output to the track brake as the initial braking force level, and the braking process begins immediately with the entry of the first axis into the track brake.

Particularly in the case of longer and / or light to medium-heavy processes, however, the case often arises that even with the lowest braking force level bks to be set on a track brake, such a large additional amount of braking resistance height h _br compared to the excess energy component, ie _abl the maneuvering department, should take effect with, should starting with the first axis, it is likely that the release speed will be reached disproportionately early. If such a constellation is recognized as a result of the process steps carried out up to that point, and if further special boundary conditions, e.g. B. a sufficient free track length behind a directional track brake u. Ä., are fulfilled, then the track brake is given an immediate release command even before the first axis of the shunting department has reached this track brake.

From this moment on, the control system follows the further course of the energy balance between the maneuvering department on the one hand and the track brake on the other, in order to be able to determine the correct time to start braking.

Internal, control-related, and external, shunting department-dependent influences that cause changes in the energy balance are taken into account in this process step.

Verfahrensgemäß wird der Zustand des verzögerten Bremsens regelmäßig in Form des Lösens aus der kleinsten Bremskraftstufe bks heraus eingenommen. Es ist daher zweckmäßig, die weiteren energetischen Berechnungen nunmehr auf den Beginn mit ebendieser Bremskraftstufe bks zu orientieren.In each of the following query cycles, the control system continuously calculates the excess energy, ie _{abl from} the maneuvering department, and also checks the available braking resistor height h _br . When continuously calculating the respective initial braking force f₀ to be assigned, a possible number of axles n _out that have expired in the meantime must be taken into account.

According to the method, the state of decelerated braking is regularly assumed in the form of releasing from the smallest braking force level bks. It is therefore advisable to orientate the further energetic calculations to the beginning with this braking force level bks.

An besonders energiearmen Rangierabteilungen, deren letzte Achsen die Gleisbremse mit einer Verzögerung gegenüber normal laufenden Rangierabteilungen befahren, sind unter Umständen zusätzlich der Laufweg s_{achs n} spätestens der letzten Achse bei 2-achsigen oder der vorletzten bei 4-achsigen oder der drittletzten Achse bei 6-achsigen Rangierabteilungen innerhalb der Gleisbremse sowie die Verzögerungszeit T_v, die diese Gleisbremse braucht, um von der Löse- in die Bremsstellung zu gelangen, mit zu berücksichtigen.A new calculation of the initial braking force can then be omitted. Instead, the normative value is entered, which triggers the assignment of the smallest braking force level bks when compared with the standardization table. This braking force stage bks is then used for the continuous calculation of the usable braking resistance height h _br , taking into account the runout of axes of a shunting department from the track brake and / or of deviations in the axis sequence of the shunting department. $${\mathit{\text{G}}}_{\mathit{\text{end}}}\text{= 3.5}{\mathit{\text{m odf}}}^{\mathit{\text{bks}}}\text{with bks = 1}$$

On particularly low-energy shunting departments, whose last axes drive the track brake with a delay compared to normal running shunting departments, the travel _{axis s may also be} at the latest the last axis for 2-axis or the penultimate for 4-axis or the third-last axis for 6- Axial shunting departments within the track brake as well as the delay time T _v , which this track brake needs to get from the release to the braking position.

Eine regelmäßige Korrektur des berechneten Wertes für die Bremswiderstandshöhe h_br um den Anteil von Streckenkräften erfolgt wiederum.The calculation equation for the braking resistor height h _br is therefore given a modified form

The calculated value for the braking resistor height h _br is again regularly corrected by the proportion of section forces.

The value for the braking resistor height h _br newly determined in this way in each polling cycle of the control computer is regularly compared with the calculated value for the excess energy, ie _abl . The decision criterion for continuing the "decelerated" braking ultimately remains as long as the braking resistance height h _br is a minimum amount greater than the excess energy level, ie _{abl of} the maneuvering department. If this is no longer the case, the braking process begins immediately with the closing command to the track brake and the output of the initial braking force level bks.

When braking begins, i. That means, irrespective of whether when running in with the first axle or with delayed braking after running into the released track brake, the determined initial braking force level bks remains at least as long as the track brake, due to its nature, takes time to apply the associated braking force to the Forwarding department to be transmitted.

However, these times can be dimensioned differently, since in the case of decelerated braking, the delay time T _v for the transition to the braking position is added.
During this time, the control is already active with regard to its entire range of functions (provisional calculation, etc.), with the exception that a control algorithm is only started after the delay time T _{v has} elapsed, which from then on controls the further output of braking force levels bks by the Aligns the actual speed curve with the target speed curve over a correspondingly predefined travel path, starting with the actual speed at the start of braking and ending with the predefined run-out speed when the last axis of a shunting department exits the track brake.

The setpoint speed curve over a correspondingly specified travel path as a guide variable for the controller is formed by a curve curve, starting with the entry speed of the maneuvering department and ending at the level of the set exit speed when the second axis exits the track brake, with each one entering the track brake further axis by the amount of the center distance to the leading axis behind the previous braking length end in such a way that it is the last axis of the maneuvering department, so that a slightly curved course of the ramp setpoint arises. This makes it possible, in particular, at any time to also provide real speed setpoints to such shunting departments, which due to their greater length are only fully dimensioned at a later point in time compared to a measuring section upstream of the track brake.

All braking force levels bks provided for output to the track brake, regardless of whether these are determined in the result of the energy analysis or in the course of the control, are limited to one value depending on the mass of the axis that first enters the track brake, up to which axes are unlikely to climb. If much heavier axles follow lighter axles within a shunting department, a limitation of the braking force levels that was valid until then is maintained as long as there are still light axles in the track brake.

For this purpose, the mass of each incoming axis is compared with the axis running in front of it. As soon as the difference exceeds a certain dimension, the number of axles still in the brake is determined immediately and the weight of the leading axle is used for the dimensioning of a maximum permissible braking force level bks until the determined number of axles has been counted via the brake outlet.

Claims (4)

Method for controlling track brakes of a shunting system, in particular with a drain mountain and valley and directional track brakes, in order to brake shunting departments from an entry speed to a predetermined desired exit speed, braking force levels being output to a track brake by means of a control device and these being varied such that the desired exit speed of the shunting department is then varied is achieved when it exits the track brake with the last axis, characterized in that a braking force level determined with regard to a differential energy amount to be reduced by a marshalling department is not output directly to the track brake, but rather before the entry of the first axis of the marshalling department into the track brake a calculation process flows in which this differential energy amount is related to a pre-calculated braking work of the track brake of the track brake with a pre-determined immten average axle mass and a predetermined average axis sequence of the maneuvering department, and that the braking process only begins with an output of this braking force level as the initial braking force level for the track brake if the calculated braking work corresponds to the differential energy amount, that the determined braking force level is then corrected downwards or upwards if the calculated values are in an unfavorable relationship to one another, with a newly defined braking force level then the braking work achieved by the track brake is then calculated on the basis of the axle mass and axis sequence of the maneuvering department, and the braking process begins, if necessary, with this braking force level as the initial braking force level, and that the track brake, on the other hand, is put into a release state before the entry of the first axis, even if with the smallest braking force level to be set a braking work is predetermined which exceeds the differential energy amount by a minimum, and that during the subsequent release period of the track brake, the ratio of the instantaneous differential energy amount of the shunting department to the steadily decreasing braking work capacity of the track brake due to the progressive entry and exit of axles is calculated, and that The braking process with an initial braking force level used as a basis begins as soon as the two values are compatible with each other. A method according to claim 1, characterized in that the initial braking force level output to the track brake is maintained at least until an associated braking force is transmitted to the maneuvering department, and only then is a control algorithm started, from which the further output of braking force levels is started the track brake controls so that the course of the actual speed of the shunting department is brought up to the course of a target speed. A method according to claim 1 or 2, characterized in that at the moment of the entry of a second axis of the shunting department into the track brake and for each subsequent axis of the same shunting department, a target speed curve over a predetermined travel path in the manner of the amount of the center distance to the leading axis the shunting department behind the previous braking length end is realigned as if each of these incoming axes were the last axis of the shunting department. Method according to one of Claims 1 to 3, characterized in that, in particular when controlling rail track brakes, all the braking force levels to be output to the track brake are limited to an upper value depending on the mass of the axes of a marshalling department entering the track brake, up to that axles are unlikely to climb up, and in the case of a sequence of heavier to lighter axle masses, the limitation applicable to the lighter axles is maintained as long as there are axles with the lower mass in the track brake.