EP0814007A1 - Method for providing a closing-up command for controlling a closing-up device - Google Patents

Abstract

Data are provided on the planned sequence, the running goals and the lengths of the planned processes, at least for the next train to be canceled. The location of the last inflow is measured individually for each direction and taking into account whether the directional tracks can still accommodate the planned processes. If necessary, a recommendation for both sides will be issued.

Description

The invention is in the field of maneuvering technology and relates to a method for generating a two-way recommendation for the control of a two-way device in a maneuvering system with directional track target braking.

DE 31 37 452 A1 describes a device for controlling a trolley for clearing the inlet section of a train formation track, which is arranged upstream of an overpressure section adjacent in the outlet direction. In order to ensure that the inlet section is properly cleared, particularly when there is a high drain density, a favorable point in time for the start of a clearing process is determined on the basis of the route-specific and route-specific kinematic data.

At a z. B. from ETR36 (1987), pages 575 ff. Known shunting system runs from his previous train set or wagon set (hereinafter also called sequence) due to gravity individually and automatically in a directional track assigned to him. With these drainage systems, there may be considerable gaps due to the different running properties of the individual drains, so that the entire directional track length minus the individual carriage lengths is not available for subsequent drains. The problem of gap formation is described for example in DE 42 30 061 A1. Devices are known which push together wagons or wagon assemblies that have run into a common directional track (so-called pushing together). As a presser z. B. serve on the tracks spacecraft. One can extra clearing locomotive can be provided or the locomotive can be used that pushes the train to be released over the drain mountain (so-called impressions).

Optimal planning of the clearing processes is of great interest for the economical operation of a shunting system. Since the clearing speed that can be achieved is limited by the maximum permissible run-up speed, an optimized specification of the two-way journeys and the path lengths to be covered and cleared (two-way distances) is essential. Up to now, such arrangements have usually been made by an experienced miner, who, however, can only schedule on the basis of the current level of the track and can make little use of decision-making tools (e.g. measurement of the level of track filling according to DE 44 23 785 A1).

The object of the present invention is to create a method which automatically determines decision-relevant input data and automatically generates recommendations for oppressions from these.

• bei dem Daten über die geplante Ablaufreihenfolge, die Laufziele und die Längen der Abläufe zumindest aus dem nächsten abzudrückenden Zug bereitgestellt werden,
• bei dem richtungsgleisindividuell der Standort des jeweils letzten Ablaufs bestimmt wird,
• bei dem unter Berücksichtigung des Standorts des jeweils letzten Ablaufs aus den bereitgestellten Daten ermittelt wird, ob das jeweilige Richtungsgleis die geplanten Abläufe ohne vorheriges Beidrücken noch aufnehmen kann, und
• bei dem für diejenigen Richtungsgleise eine Beidrückempfehlung ausgegeben wird, die die geplanten Abläufe nicht mehr aufnehmen können.

This object is achieved according to the invention with a method for generating a back pressure recommendation for the control of a back pressure device in a shunting system with directional track running target braking,

• in which data about the planned sequence, the running goals and the lengths of the sequences are provided at least from the next train to be pulled,
• where the location of the last run is determined individually in the direction of the track,
• in which, taking into account the location of the last process in each case, it is determined from the data provided whether the respective directional track can still accommodate the planned processes without first pressing, and
• in which a recommendation for both directions is issued for those tracks that can no longer accommodate the planned processes.

The invention is based on the targeted processing of existing or automatically determined data about the planned sequence of operations, the running goals and the lengths of the wagons to be pushed. The sequence and the running goals are usually known from the dismantling lists of the train to be dismantled (to be dismantled). The lengths can, for example, be assigned to identifiable specific wagon types in electronically stored lists. But it is also possible to have a z. B. optical length measurement of the individual processes. Furthermore, the location of the last run is determined for each direction track in operation, so that knowledge about the free direction track lengths available for the following processes is obtained. Starting from these values, e.g. B. can be determined by a control computer whether the available free direction track length is sufficient to be able to record the planned processes in the respective direction track. If the free directional track length is no longer sufficient for recording, an advisory recommendation is issued for this directional track. These processes are advantageously processed on a computer and the two-way recommendations are preferably output visually. The miner thus receives automatically generated push-back suggestions, which advantageously take into account the directional distribution of the planned processes.

The method according to the invention is preferably carried out in advance for several trains to be released, so that the effects of the processes from a second, third and possibly further trains to be dismantled are also taken into account automatically.

The two-way pressure device is optimally used due to the two-way pressure recommendations given, because a targeted way of pressing together is possible even before the next processes begin. In this case, the method can preferably indicate directional tracks in which pushing in is only required for a further train, but which do not have to be expected during the sequence of operations of the next train, so that the push-in device there already - during a simultaneous inflow into the other directional tracks - can work undisturbed. The dimensioning of the back-and-forth distance is advantageously based on the average running behavior of the vehicle fleet, as described, for example, in DE 42 30 061 A1. Accordingly, a limit running distance can be calculated up to which an assumed, on average, well-running process would run with its last axis. As a rule, a two-way rear distance that is significantly above the limit is likely to be uneconomical. The minimum two-way return path results from the planned carriage inlets.

In order to be able to initiate measures for the undisturbed continuation of the sequence operation with fully filling directional tracks, an advantageous further development of the invention provides that the sum of the lengths of the cars that have already entered the directional tracks of the marshalling system are determined individually for each direction track and that a label is output when it has been determined from the data that the planned inflow or outlets cannot or cannot be picked up by the directional track even after a dome-ready depression. The measures can consist, for example, of providing a replacement direction track.

A preferred embodiment of the invention provides in order to further optimize the use of the push-on device in cases in which a plurality of directional tracks require additional pressure proposes that in the case of several directional tracks to be pressed, according to the respective difference between the planned inflow and the free directional track length up to the location of the last run in each case, an oppressive ranking is determined.

A further advantageous development of the method according to the invention is that those directional tracks for which no recommendation for both sides to be issued in connection with the next train to be pulled off and into which no inlets are to be expected at least from the next train are identified as directional tracks suitable for parking a push-up vehicle . In such a constellation, a suitable valley parking position can be assigned to the push-in vehicle that is temporarily inactive or required. If there is a recommendation for both directions for such a directional track with regard to the trains to be subsequently pulled, you can press in there undisturbed during the processes of the next train.

• Figur 1 schematisch einen Ausschnitt aus einer Ablaufanlage und
• Figur 2 eine Darstellungsform verfahrensgemäß ermittelter Beidrückempfehlungen.

The invention is explained further below by way of example with reference to a drawing; show it:

• Figure 1 schematically shows a section of a drain system and
• FIG. 2 shows a form of representation of two-way recommendations determined in accordance with the method.

FIG. 1 schematically shows a drain mountain AB, on the valley tracks of which there are a large number of directional tracks. Only two directional tracks RG1 and RG2 are explicitly shown. The end E of a decoupled train Z1 to be released can be seen in front of the summit mountain. The last car 1.1 of this train Z1 forms the next following current process A when continuation operation continues. This is followed by further isolated cars or processes 1.2 to 1.N. For braking the target into the brakes, each with an HS brake Directional tracks each have a directional track brake RB1, RB2, which is used to brake the car or wagon assembly to such an extent that its last axis is released into the directional track when the directional track is partially occupied, with an entry speed dependent on the level of the track and with the directional track free, depending on the maximum possible running distance becomes. The running-in speed is dimensioned such that the carriage or carriage association at the running destination does not exceed a permissible running-in speed when it runs onto a carriage or inhibitor located there.

Wagons (processes) 1, 2, 3 and 4 that have already come to a standstill are located in the directional tracks. The standstill location ST of car 2 thus forms the running destination LZ for the sequence A that subsequently runs into directional track RG1. In the present example, - as by the hint (RG1) indicated - the wagons 1.1 enter the direction track RG1. In order to ensure the smoothest possible and optimized process operation, a push-back locomotive BL in the direction tracks ensures an appropriate free direction track length for a given push-back distance BW1. The back pressure distance can be determined as known, for example, from DE 42 30 061 A1.

In order to optimize the use of the push-back locomotive BL, according to the method according to the invention, the data about the planned sequence (which results from the arrangement in train Z1), the running targets LZ and the lengths L1.1 to L1.N of the cars 1.1 to 1 to be pushed. N fed to a computer. For example, the location ST of the last sequence 1, 2 is measured by a track current measurement GLS1, GLS2 known from DE 44 23 785 A1. In the example shown, the carriages 1.1 and 1.N are each to enter the direction track RG1, while the carriages 1.2 are in a not shown further direction track RG3 should enter. Knowing the running goals (RG1 or RG3) and the length of the wagon, the length of the track required in the respective directional tracks to calculate the processes is calculated. The example shows that the free direction track length FGL1 of the direction track is not sufficient to accommodate the two processes L1.1 and L1.N. The measured free direction track length FGL1 is namely smaller than the sum of the car lengths L1.1 and L1.N. Therefore, the two-prong locomotive must clear the direction track RG1 before the start of sequence A, the two-prong width BW1 preferably being adapted to the determined limit running width. The limit running distance is the distance behind the directional track brake up to which an assumed, on average, well-running process would run with its last axis if: a) the directional track is correspondingly free and b) the process with a target exit speed from the directional track brake that is matched to this distance would be released and c) this target runout speed is just so high that the car runs unchecked by the directional track brake. The position of the carriage 2 after being pressed is indicated by dashed lines.

In contrast, in the example there is no inlet into the direction track RG2. The push-back locomotive BL can therefore be parked in the direction track RG2 while the train Z1 is being printed. If a further train, not shown, following the train Z1 is analyzed in the same way, a further inflow for the direction track RG2 could result. In this case, the need for free directional track length in the directional track RG2 can be determined in the manner explained above, and the push-back locomotive can clear the directional track RG2 as required from the train Z1 while running. When determining the back pressure range BW1 in the direction track RG1, the processes of the further train in the direction track RG1 will also be taken into account. In this case a further optimization of the use of the two-way locomotive, since the processes to be expected from the two following trains are already taken into account.

The so-called block length BKL is shown in the direction track RG1, which results when the carriages 2, 3 and 4 are pressed to fit the dome. In this case, the buffers on buffers 2, 3, 4 standing on buffers would be pressed against the brake shoe HS. In this case, knowing the length of the wagons L2, L3 and L4 and the available length of the directional track RG1, the maximum free track length that can be determined in advance shows that the planned inlet or lines 1.1, 1.N cannot be completely taken up by the directional track RG1, a corresponding label ("Overflow expected") is issued for the direction track RG1.

If, in the expansion of the illustration in FIG. 1, additional directional tracks were assigned a recommendation for both sides before the start of train Z1, the sequence of the two return journeys would be determined according to the size of the difference between the planned inflow and free directional track length. The greater the difference, the higher the priority for pressing in the respective direction track is chosen.

FIG. 2 shows examples of two-way pushbacks displayed on a monitor as a function of planned car inlets. The recommendations for pushing back are shown in three display blocks AZ1, AZ2, AZ3, each display block being assigned to one of three trains Z1, Z2, Z3 to be pressed in succession. The left display block is assigned to the first train Z1. In the first line of the display blocks, the track numbers are shown in the order of the recommendation. In the middle line, the minimum two-way return path is displayed, behind the The forward slash indicates the number of the train in which, based on the current situation, there is a risk of an overflow - ie no longer a complete recording - in the respective direction track. In the present example, an overflow on the third move is shown. The recommended return route for the respective direction track (reversal point of the reverse locomotive) is shown in the lower line of the display blocks. The recommendation for the two-way distance can be determined, for example, using a method known from DE 42 30 061 A1.

Two-way press recommendations are only given for the direction tracks (e.g. track numbers 584, 583 on the first train; 584, 581 on the second train), which can no longer accommodate the planned wagon inflow (from three trains) without first pressing on them. In these cases, the expected wagon inflow is longer than the available free length to the location of the last outflow. A display block is reserved for each train to be pulled. The recommended two-sided order within a display block is arranged from left to right according to decreasing priority. This priority results from the difference between the planned wagon inflow and the existing free track length. For a directional track, a recommendation for both sides is given for the first time in the display block of the train when the planned carriage inlet no longer fits into the directional track. For the same directional track, a further suggestion for both sides can be displayed in a display block to the right; this is then updated taking into account the planned inflows of the further train.

The recommended two-way return, given in meters, takes into account the carriage inflow to the train currently being viewed.

• 1.Der geplante Zulauf kann von der freien Gleislänge des Richtungsgleises aufgenommen werden. Es besteht daher keine Notwendigkeit zum Beidrücken, so daß auch keine Beidrückempfehlung ausgegeben wird.
• 2.Der geplante Zulauf paßt dann in das Richtungsgleis, wenn zuvor beigedrückt wird. Demgemäß wird eine Beidrückempfehlung für dieses Gleis ausgegeben. Die Weite des empfohlenen Beidrückweges wird unter Berücksichtigung der Grenzlaufweite, des Gleisfüllstandes und des geplanten Zulaufes ermittelt. Läuft die Spitze des ersten Ablaufs voraussichtlich weiter als die verbleibende Gleislänge, wird nur die gesamte verbleibende Gleislänge als Beidrückweg empfohlen. Die Wagensäule wird damit bis auf den Hemmschuh HS (Figur 1) gedrückt und eine entsprechende Kennzeichnung ("Aufdrücken auf Hemmschuh") ausgegeben.

In summary, the following cases can be distinguished:

• 1.The planned inlet can be taken up by the free track length of the directional track. There is therefore no need to press down, so that no double recommendation is issued.
• 2. The planned inlet fits into the directional track if you press in beforehand. Accordingly, a two-way recommendation is issued for this track. The width of the recommended two-way return path is determined taking into account the limit running distance, the level of the track and the planned inflow. If the tip of the first run is likely to run further than the remaining track length, only the entire remaining track length is recommended as a two-way path. The carriage pillar is thus pressed up to the HS brake block (FIG. 1) and a corresponding identification ("pressing on the brake block") is output.

The columns shown in Figure 2 provide the following information from left to right:
The first column of numbers contains the direction track numbers; in the second column the respective track lengths are given in meters. The third column shows the directional track lengths occupied after the dome has been pressed together (symbolized by dark bars). The fourth column (to the right of the schematic track diagram) shows the free track length remaining after the dome has been pressed; e.g. B. on track no.584: 126 m (491 - 365) m. The fifth column shows the distance from the beginning of the direction of the track to the point at which the last car stopped (track 584: 35 m). The sixth column again contains the direction track numbers.

In the example shown, the currently valid limit running distance plus the length of the first run should be 110 m. From the first train, a total length of 100 m should enter track 584 (not shown here). A two-way return path of 110 m is therefore recommended for the first train. If one also takes into account the inflow to be expected from the following two trains, the first three trains result in a two-way return path of 140 m. However, this no longer fits completely in the direction track 584. On the third train there is an overflow of 14 m (required backward travel of 140 m free length after pushing up of 126 m). Countermeasures must therefore be taken here in good time before the start of the sequence from the third train.

In the direction of track 583, according to the current measurement, 42 m are free to the point where the last car stopped. A free length of 105 m would result if the dome was pressed together. The recommended two-way return route is 105 m, in order to get as close as possible to the current limit of 110 m. If only a smaller limit running distance had been specified, this would have been displayed as a two way return.

When arriving from a second train (2nd display block), 20 m wagons (not shown here) should enter the direction track 584. The recommended two-way return increases - taking into account the inflow from 100 m from the first train - to 120 m. It is therefore no longer limited by the limit of 110 m.

Directional track 581 should run from the second train with a free directional track length of 28 m and 65 m wagon length. The minimum two-way return path is therefore 65 m. With regard to the limit running distance, a dome-ready pushing together - ie 77 m - is recommended as a double way back. Because with regard to the second train an oppression in the directional track 581 is absolutely necessary and no wagons will enter this track from the first train, the two-pronged locomotive can already work in the directional track 581 for the first train while it is operating. Track number 581 is therefore highlighted by a frame.

In the direction track 584, a length of 20 m (not shown in more detail) should run in from a third train. The recommended return route should therefore increase to at least 140 m (taking into account the 120 m arriving from the first two trains). However, the two-way path is limited by the maximum free length of 126 m, so that when the third train passes, there is an overflow in directional track 584 (see above version), which is marked by "/ H".

Claims (6)

Method for generating a two-way recommendation for the control of a two-way pressure device in a shunting system with directional track-target braking, - in which data on the planned sequence, the running goals (LZ) and the lengths (L1.1 ... L1.N) of the processes (A) are provided at least from the next train to be pushed (Z1), - where the location (ST) of the last sequence (1, 2) is determined individually in the direction track, - In which, taking into account the location (ST) of the last process (1, 2), it is determined from the data provided whether the respective direction track (RG1, RG2) can still take up the planned processes without first pressing and - in which a recommendation for both directions is issued for those direction tracks (RG1) that can no longer accommodate the planned processes (A). Method according to claim 1,
characterized in that
We recommend using a double leg width (BW1) determined in a known manner, which also takes into account the lengths of the subsequently planned processes from other trains. The method of claim 1 or 2,
characterized in that
the sums of the lengths (L2 to L4) of the wagons (2,3,4) that have already entered the directional tracks (RG1) of the shunting system are determined individually and that an identification (/ H) is output when the data has been determined, that the planned inlet (s) cannot be picked up by the directional track (RG1) even after a dome-ready pushing down. The method of claim 1 or 2,
characterized in that
The sums of the lengths (L2 to L4) of the wagons (2, 3, 4) that have already entered the directional tracks (RG1) of the shunting system are determined individually and that the recommended two-way distance is limited so that the wagon block (BL) is not pushed past the inhibitor position and that an identifier (/ H) is output when the car block is to be pressed down on the inhibitor. Method according to one of the preceding claims,
characterized in that
in the case of several directional tracks (RG1, RG2), an order of pressures is determined according to the respective difference between the planned inflow and the free length of the directional track (FGL1) up to the location (ST) of the last process (2). Method according to one of the preceding claims,
characterized in that
those directional tracks (RG2) for which no recommendation for both sides is issued in connection with the next train to be pulled (Z1) and into which no inlets are to be expected at least from the next train (Z1) than directional tracks suitable for parking a push-up vehicle (BL) RG2) are marked.

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