EP0897847A1 - Method of controlling a track mounted brake - Google Patents

Abstract

The method involves controlling a rail brake (GB) with several (k) individual brakes (1-4) for braking individual courses each with several running mechanisms (LW1). The run in speed of each mechanism (LW1) in the brake (GB) is determined. A target run-out speed of each mechanism is provided from the brake (GB). An excess energy in braking is determined from the energy difference between the run-in speed and the target run-out speed. Each individual brake (1-4) is controlled in either of the discrete switched on or released operating states. During running, the axles of a rotating mechanism (LW1) are impacted simultaneously by one of the individual brakes. The required number of individual brakes to be switched on is determined according to a discrete algorithm.

Description

The invention is in the field of track brake control, especially the control of slope compensation brakes (GAB), in drainage marshalling yards.

This takes place in automatically operating drainage marshalling yards Disassembly of incoming (freight) trains by individual wagons or car groups uncoupled according to specifications (e.g. so-called disassembly list) and then, for example, using a Shunting locomotive be pulled over a drain mountain. The uncoupled Wagons or wagon groups (hereinafter also as Shunting departments) roll due to gravity down into a predetermined directional track, where they can move to new shunting departments Train compositions are put together. Such expiring Shunting departments are also called processes.

Many existing drainage systems are inclined Directional tracks equipped. The track inclinations are used for Compensation of the rolling resistance of the processes. Through improved Roller bearings have the average rolling resistance significantly decreased, so that the processes in the Accelerate inclined tracks and therefore impermissibly high Can reach run-up speeds. With this problem slope compensating brakes are preferred, automation of drainage systems with inclined Enable directional tracks. The slope compensation brakes are - depending on the inclination - at predetermined intervals arranged and ensure by means of automatic control, that the departments are always below an allowable Run-up speed (usually 1.5 m / s) run.

On the other hand, poorly running departments also need to be ready for the dome can run so that a sophisticated track brake control is required.

With regard to track brake controls are from the DD 259 958 A3 and DD 259 959 A3 analog electronic circuits have become known for compliance with a fixed, predetermined Exit speed for the track brakes is speed-controlled generate variable braking times. The DD 211 764 B1 discloses a circuit supplement in this context, to adhere to permissible tolerances and thus the danger of Braking or exceeding the permissible run-up speed to be able to completely exclude. These well-known Track brake controls, however, only allow compliance a predetermined outlet speed and require the separate for their technical implementation Each brake is equipped with its own control.

DE 195 31 019 A1 describes a method for controlling a track brake by means of continuous speed measurement, an excess energy to be extracted from the drain being determined by means of energy difference considerations between the actual inlet speed and the desired outlet speed. The track brake has a variety of increasing braking force levels. Continuously increasing the braking force level, the braking resistance level of the track brake (energy withdrawal) is calculated until it is greater than the excess energy. This calculation is done for each individual axis.
The teaching of DE 44 20 896 A1 is also based on an energy difference analysis and a recursive determination of a braking force level to be set based thereon. These known track brake control methods are also complex in terms of determining control parameters and implementing them.

DD 232 021 A1 describes a method for controlling a Track brake with several small three-force brakes (Single brakes) known. Every single brake is between the two discrete working states "switched on" (active) and "solved" (inactive) controllable. An individual process with a known or ascertainable number of individual Brake the axles to a specified target run-out speed to be able to, the number of individual brakes to be activated for the respective braking by at least two Control steps determined. The first control step becomes Time of arrival of the first axis of the respective Process in the track brake as an energy difference analysis carried out. This is done based on the difference between inlet speed and set outlet speed taking into account the reduced acceleration due to gravity and taking into account that by each individual brake extractable energy (energy withdrawal ability) the number too activating brakes determined. At predetermined points then one or more further control steps triggered. The further control step is based on the Solving a second tax equation involving that the real one running through depending on the number of axles and brakes braked length, the speed at the further point and the specified or determined number of axes of the process and the specified effective brake length to the number single brakes to be switched on.

This procedure also requires in particular due to the individual Treatment of the individual axes a comparative high processing and control expenditure.

The invention has for its object a method for Controlling a track brake with which to comparatively simple control technology means a reliable one Deceleration of individual processes to a predefinable one Target outlet speed is guaranteed.

• die Einlaufgeschwindigkeit jedes Laufwerks in die Gleisbremse ermittelt wird,
• eine Soll-Auslaufgeschwindigkeit des jeweiligen Laufwerks aus der Gleisbremse vorgegeben wird,
• durch Energiedifferenzbetrachtung aus der ermittelten Einlaufgeschwindigkeit und der Soll-Auslaufgeschwindigkeit eine durch Bremsung dem Ablauf zu entziehende Uberschußenergie bestimmt wird,
• jede Einzelbremse in entweder den diskreten Arbeitszustand "eingeschaltet" oder "gelöst" gesteuert wird,
• während des Durchlaufs die Achsen eines Laufwerks von den Einzelbremsen gleichartig beaufschlagt werden und
• die Teilanzahl der für das jeweils die Gleisbremse nächstfolgend durchlaufende Laufwerk zu aktivierenden Einzelbremsen nach folgender Bildungsvorschrift ermittelt wird:

a) falls die Überschußenergie kleiner als Null oder gleich Null ist, so wird keine Einzelbremse eingeschaltet,

b) falls die Überschußenergie jedoch größer als Null ist, so wird die Teilanzahl i einzuschaltender Einzelbremsen ermittelt, indem als Teilanzahl i die kleinste natürliche Zahl gewählt wird, die die Bedingung i > herf / he .n erfüllt, und es werden anschließend i Einzelbremsen eingeschaltet;

mit:

k =

Anzahl der Einzelbremsen,

i =

Teilanzahl einzuschaltender Einzelbremsen,

n =

Reihung des Laufwerks in Ablaufrichtung

h_erf =

Uberschußenergie des Laufwerks,

h_e =

Energieentzugsvermögen einer Einzelbremse.

This object is achieved according to the invention by a method for controlling a track brake with a number of individual brakes for braking individual processes, each with a number of drives

• the running speed of each drive into the track brake is determined,
• a target run-out speed of the respective drive from the track brake is specified,
• by considering the difference in energy from the determined inlet speed and the set outlet speed, an excess energy to be extracted from the outlet by braking is determined,
• each individual brake is controlled in either the discrete working state "switched on" or "released",
• during the run, the axes of a drive are acted upon equally by the individual brakes and
• The number of parts of the individual brakes to be activated for the next running track brake is determined according to the following instruction:

a) if the excess energy is less than or equal to zero, no individual brake is applied,

b) if the excess energy is greater than zero, however, the number of parts i of the individual brakes to be switched on is determined by selecting as the part number i the smallest natural number that fulfills the condition i> remove / he .n, and i individual brakes are then switched on ;

With:

k =

Number of individual brakes,

i =

Number of individual brakes to be switched on,

n =

Sequence of the drive in the direction of discharge

h _erf =

Excess drive energy,

h _e =

Energy withdrawal capacity of a single brake.

A major advantage of the method according to the invention is in the drive-uniform and drive-related control the track brake can be seen. Accordingly, for each one Drive the number of individual brakes to be switched on and thus determines the excess energy to be withdrawn from the process. With regard to the known determination of the withdrawing excess energy is, for example, on the DE 195 31 019 A1 or the other publications mentioned at the beginning referred.

Another significant advantage of the method according to the invention is that this depends on the use of individual brakes destroyed with different braking levels. The Control is thus considerably simplified in that the Braking only between the "switched on" working state and the second working state to be switched "released". Since the The individual brakes are switched on and off for the entire current drive is the Number of necessary brake movements in an advantageous manner low.

Another advantage of the method according to the invention is in that compared to the prior art on the survey a large number of process-specific data can be dispensed with can. For example, axle mass distributions, axle distributions and number of axes of the processes not known in advance be.

The detection of the axes belonging to a drive can be done in known per se and described in detail below Knowing the center distances by means of shift lock times respectively.

Especially with regard to well-running individual processes an embodiment of the invention has proven to be advantageous, according to that in the educational instruction for the first drive the value n is set between 1.5 and 2. So that is done already on the first drive - at least for sure another drive will follow - an increased delay. This increases procedural security, because depending on actual running behavior on the second drive either there is an additional delay possibility or else - with a bad runner - according to the educational regulation there is no further delay in the second drive becomes.

In terms of control technology, an embodiment of the method is preferred, according to which the results of the educational regulation only be implemented in such a way that from the second drive only one Solution of previously activated individual brakes is made.

The invention is further explained below using an exemplary embodiment; it shows:
Figure 1 schematically shows a section of a directional track with a slope compensation brake.

Figure 1 shows a slope compensation track brake GB with a number of k = 4 individual brakes BR1 to BR4. The individual brakes are used to brake individual processes, not shown in the drawing, with a number of n drives in a gravity drain system, not shown. By means of a measuring contact MK, the _{running-in speed} v _{einLW1 of} a drive LW1 with axes A1, A2, indicated only schematically in the running direction A, is determined and fed to a control ST for the track brake GB. The controller is connected to other controllers via a fieldbus FB and connected to a common power supply SV. In the present example it is assumed that the drive LW1 runs into the track brake GB with an _{entry speed} v _onLW1 = 2.0 m / s, with a set exit speed for all drives v set _off = 1.5 m / s. According to the method, it is provided that the control ST can control the respective brakes 1 to 4 even in the occupied state for "releasing", but the brakes only open when the last axis A2 of the respective drive is cleared. For example, the rubber track brakes described in DE 196 14 665 are suitable as individual brakes.

The brakes are only switched on when not in use, with "currently unoccupied" also a passing tour of the measuring contact MK is viewed. In a preferred one The procedure is designed for each subsequent one Drive just keeping the power on or that Release of individual brakes. Activation of individual brakes is excluded. This simplifies the control effort further significant, without undue inaccuracies to have to accept in the target outlet speed.

As explained in more detail below, follows the method according to the invention a drive-related calculation the braking or deceleration to be provided. For So each drive becomes the energy to be extracted and thus the switch-on state of the individual brakes is redetermined. This will be explained further below.

In the example described, the _{running-in speed} v _{einLW1 of} the drive LW1 is 2.0 m / s. The target run-out speed V _setpoint is 1.5 m / s. An excess energy h _{erf to} be extracted from the drive LW1 can be calculated therefrom in a manner known per se (see, for example, DE 195 31 019 A1 or DE 44 20 896 A1): H erfLW1 = ν 2nd aLW 1 -ν 2nd Sollaus 2nd G' = 0.094 m = 94 mm

The amount of energy to be extracted is given below - as usual - as the energy level h _erf . To simplify the calculation, a simplified amount of gravitational acceleration g '≈ 9.3 m / s ² , reduced by the proportion of rotating masses, is used. Compared to the precise calculation, for example according to DE 44 20 896 A1, the mass-independent value g 'only causes an error of +/- 2%.

The correspondingly calculable excess energy level results for any drive LWn according to equation (2): H erfLWn = ν 2nd aLWn -ν 2nd Sollaus 2nd G'

According to the invention, the individual brake configuration (as described below) is retained for all axes A1, A2 of a drive LW1. In order to be able to reliably assign the individual axes to their common drive, a selection is made in a manner known per se, for example between individual drives or bogies. Provided that there are known center distances in bogies with two axles from 1.3 m to 2.1 m or in passenger cars up to 2.65 m and with three axles from 3 m to 3.5 m, it is envisaged that each will roll over the measuring contact MK Axis A1 (FIG. 1) starts a shift lock time t _sp , which is calculated according to equation (3): t sp = l DMAX ν i = 2.65 ν i [s]

The shift lock time is calculated from the known maximum center distance (e.g. 2.65 m for passenger cars) and the speed v _i of any axis via the measuring contact MK. Each additional axis, which is detected by the measuring contact MK during the switching blocking time t _sp , is considered to belong to a common drive. In this case, the switching inhibit time t _{sp is} restarted from each axis rolling over the measuring contact MK. This means that three-axle bogies can also be identified as a drive. Only after the switching lock time has elapsed can an axis rolling over the measuring contact MK trigger the above calculation steps for a subsequent drive.

In the present example it is assumed that each brake 1 to 4 (FIG. 1) has an individual energy withdrawal capacity of h _e = 65 mm, which is also given as the energy level in the form of a single brake energy level. The individual brake energy level is therefore the braking energy specified as the level that an individual brake can extract from the respective drive or sequence.

a] WENN(h_erf ≤ 0, dann keine Einzelbremse einschalten; sonst:

b] für i=1 bis k:

c] WENN(h_erf<(i*h_e)/n, dann i Einzelbremse(n) einschalten; sonst: i=i+1 und Fortsetzung mit Schritt b] ));

   mit:

k =

Anzahl der Einzelbremsen,

i =

Teilanzahl einzuschaltender Einzelbremsen,

n =

Reihung des Laufwerks in Ablaufrichtung A,

h_erf =

Überschußenergiehöhe des Laufwerks,

h_e =

Ernergiehöhe einer Einzelbremse.

The number of individual brakes to be activated for the LW1 drive is now determined according to the following BV training instruction:

a] IF (h _erf ≤ 0, then do not apply any single brake; otherwise:

b] for i = 1 to k:

c] IF (h _erf <(i * h _e ) / n, then switch on i single brake (s); otherwise: i = i + 1 and continue with step b]));

With:

k =

Number of individual brakes,

i =

Number of individual brakes to be switched on,

n =

Sequence of the drive in direction of discharge A,

h _erf =

Excess energy level of the drive,

h _e =

Energy level of a single brake.

In the present example, the educational regulation runs through the following queries: IF h erf = 94 mm ≤ 0 → NO → IF (h erf = 94 mm) ≤ ((1 xh e ) = 65 mm) / (n = 1)) → NO → IF (h erf = 94 mm) ≤ ((2x h e ) = 130 mm) / (n = 1)) → YES THEREFORE: switch on 2 individual brakes.

The excess energy level to be extracted is 94 mm and is therefore greater than "0", so that the following IF / THEN query is run through for i = 1. The first query (with i = 1) should be answered in the negative since h _erf = 94 mm is not less than or equal to 65 mm; in the subsequent run with i = 2 the condition: h _erf = 94 mm ≤ 130 mm: 1 is fulfilled. Accordingly, two individual brakes (i = 2) must be switched on for the first drive LW1.

In a preferred variant of the method according to the invention, the value n (position of the drive counted in the direction of travel A from 1 to the number of drives) is set to 2 (n = 2) for the first drive LW1. This results in the query shown below: IF h erf = 94 mm ≤ 0 → NO → IF (h erf = 94 mm) ≤ (65 mm / 2) = 32.5 mm → NO → IF (h erf = 94 mm) ≤ (130 mm / 2) = 65 mm → NO → IF (h erf = 94 mm) ≤ (3 xh e = 195/2) = 97.5 mm → YES THEREFORE: switch on 3 individual brakes.

It follows that the condition h _erf = 94 mm ((3 * 65 mm) / 2 = 195/2 mm = 97.5 mm is only fulfilled due to the divisor "n = 2". In this case, i = 3 individual brakes must be activated. A possibly excessive energy drain on the first drive LW1 can be compensated for by braking the subsequent drive correspondingly less. Through this embodiment, the process is on the safe side, that it will not run out too fast and getting slowed down below the v _should.

For the following drive is in accordance with the educational regulation BV the number of individual brakes to be switched on determined, in which case n = 2 is to be set, etc.

Claims (3)

Method for controlling a track brake (GB) with a number (k) of individual brakes (1 to 4) for braking individual processes, each with several drives (LW1), wherein the _{entry speed} (v _einLW1 ) of each drive (LW1) into the track brake (GB) is determined, a target run-out speed (v _{target off} ) of the respective drive (LW1) from the track brake (GB) is specified, by considering the difference in energy from the determined inlet _speed (v _einLW1 ) and the target outlet speed (v _Sollaus ), an excess energy (h _erf ) to be extracted from the outlet by braking is determined, each individual brake (1 to 4) is controlled in either the discrete working state "switched on" or "released", during the run, the axes (A1, A2) of a drive (LW1) are acted upon in the same way by the individual brakes (1 to 4) and the number of parts (i) of the individual brakes (1, 2) to be activated for the next running track (LW1) for the track brake (GB) according to the following instruction (BV): a) if the excess energy is less than or equal to zero, no individual brake is applied, b) if the excess energy is greater than zero, however, the number of parts i of the individual brakes to be switched on is determined by selecting as the part number i the smallest natural number that fulfills the condition i> remove / he .n, and i individual brakes are then switched on ; With:

k =

Number of individual brakes

i =

Number of individual brakes to be switched on,

n =

Sequence of the drive in the direction of discharge (A),

h _erf =

Excess drive energy,

h _e =

Energy withdrawal capacity of a single brake.

Method according to claim 1,
characterized in that in the educational regulation (BV) for the first drive (LW1) the value n is set between 1.5 and 2. The method of claim 1 or 2,
characterized in that the results of the educational regulation (BV) are only implemented in such a way that from the second drive only a solution of previously activated individual brakes is carried out.

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