EP1129922B1 - Procédé pour commander le triage par gravité de wagons d'un train ferroviaire d'être débranché d'une rampe de triage d'une gare de triage - Google Patents

Procédé pour commander le triage par gravité de wagons d'un train ferroviaire d'être débranché d'une rampe de triage d'une gare de triage Download PDF

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Publication number
EP1129922B1
EP1129922B1 EP01104874A EP01104874A EP1129922B1 EP 1129922 B1 EP1129922 B1 EP 1129922B1 EP 01104874 A EP01104874 A EP 01104874A EP 01104874 A EP01104874 A EP 01104874A EP 1129922 B1 EP1129922 B1 EP 1129922B1
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EP
European Patent Office
Prior art keywords
runner
speed
points
precursor
descent
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EP01104874A
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German (de)
English (en)
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EP1129922A2 (fr
EP1129922A3 (fr
Inventor
Jürgen Burghoff
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Tiefenbach GmbH
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Tiefenbach GmbH
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Priority claimed from DE10107752A external-priority patent/DE10107752A1/de
Application filed by Tiefenbach GmbH filed Critical Tiefenbach GmbH
Publication of EP1129922A2 publication Critical patent/EP1129922A2/fr
Publication of EP1129922A3 publication Critical patent/EP1129922A3/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B1/00—General arrangement of stations, platforms, or sidings; Railway networks; Rail vehicle marshalling systems
    • B61B1/005—Rail vehicle marshalling systems; Rail freight terminals
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61J—SHIFTING OR SHUNTING OF RAIL VEHICLES
    • B61J3/00—Shunting or short-distance haulage devices; Similar devices for hauling trains on steep gradients or as starting aids; Car propelling devices therefor
    • B61J3/02—Gravity shunting humps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L17/00—Switching systems for classification yards

Definitions

  • the invention relates to a method for controlling the course of the wagon of a railway train to be dismantled from an expiry yard of a marshalling yard according to the preamble of claim 1.
  • Such known system serve to distribute the wagons of a train on other trains.
  • the paths of the running wagons (processes), which are to be collected on different destination tracks and put together to trains are given by switches (separation points) and distinguished from each other.
  • a Abdrücklokomotive moves the train to be dismantled (the disassembly unit) with low speed to the expiry.
  • the Abdrücksignals with z. B. white light (release) is the Anschreibvorgang the Zerlegeech in the Abdrückvorgang over.
  • the first waggon on the mountain is uncoupled and pushed over the hilltop.
  • On the slope behind the hilltop of the expiring carriage (expiration, precursor, trailer) accelerated and the Abdschreibsignal by driving on contacts (mountain contacts) to red.
  • the length between the drainage hill or the waiting trailer and the output of those separation points is specified in the known method, which has to drive the precursor to achieve its destination track.
  • the release of the expiry of the Nachconvergers thus takes place only when all the travel path of the precursor determining points have been converted into the path of the Nachêtrs determining position.
  • the disconnection points are provided at their output with sensors which detect the extension of a carriage, ie the precursor, from the points area (exit sensors). Through the exit sensor of the Separation switch of the precursor, the release signal of the trailer is triggered.
  • Subject of DE-A-28 52 784 is a method for controlling the travel of a Nachêtrs before passing a Laufwegweiche.
  • controllable valley brakes are installed in the runoff hill, through which the trailer can be braked.
  • the speed of the Nachêtrs when entering the valley brakes and the speed of the precursor is measured when leaving the Talbremse.
  • the follower is braked so that its remaining time is less than the remaining time of the precursor, taking into account its measured speed and measured at the valley brake temporal projection to clearing the Laufwegweiche to allow their conversion safely.
  • this method is not suitable to increase the drainage density.
  • the object of the invention is to increase the performance of such a shunting system and to allow the operation and distribution of a larger number of wagons per unit time without compromising safety.
  • the so-called corner joint in this application in which the chassis of a wagon collides with the switch blade in circulation, but also a collision of wagons in the soft must be prevented.
  • the presence sensor triggers the enable signal, which detects the exit of the precursor in the intended for him target track
  • the locking length is therefore always the distance between the respective exit sensor of the target track and the discourseberg, now the lock lengths are variable depending on the dynamic behavior of the Specified wagons.
  • a much denser sequence of operations can be achieved and the expiration of the Nachommers already be released when the precursor is still in the distribution zone, that is: the Trennweiche not yet reached its destination track, but in any case has not yet left.
  • the profile of the Schwarzenberg is taken into account according to the height and inclination and the length of the respective distribution route.
  • the respective dynamic behavior can e.g. characterized in that the time is entered in the memory, the Schleuchsommer and the Bestconcentrr between the summit and a fixed measuring point or between two fixed measuring points or between the summit and a fixed measuring point below the summit and the individual separation points cover.
  • the dynamic behavior of the process is represented by a characteristic suitable for automatic control. This is done on the one hand by the fact that the dynamic behavior of the waggon taking into account the factors, in particular the specific for the wagon-specific running characteristics and the route specific runway characteristics and preferably taking into account the expected boundary properties of a well-running wagon on the one hand and a bad-running wagon on the other hand is determined and stored in the sequence controlling computer (control computer) and retrieved and evaluated to determine the release of the expiration of the Nachêtrs and / or travel of the departures.
  • this alternative or cumulatively in the sequence controlling computer a software module deposited, in which the locking lengths depending on the profile (height and inclination) of the professionberg and in dependence on the distance between the professionberg and the separation divider over which the Precursor gets into his approached target track, and preferably also as a limit the typical runnability of a wagon with good expiration characteristics (best runners) and a wagon with poor expiration characteristics (Schlechter runner) stored and are retrievable.
  • the dynamic behavior of the process is represented by a parameter suitable for automatic control by determining the dynamic behavior of the precursor during its operation by one or more speed sensors.
  • the representation is made by a characteristic suitable for automatic control in that the locking length is no longer determined geographically but in adaptation to the dynamic behavior of each process for each target track and assigned to the target track and stored, wherein for detecting the dynamic behavior of expiring carriage depending on the profile of the navalbergs and depending on the respective distribution route each of the target tracks is assigned a predetermined locking length and stored in the control computer for each target track, and the release signal for the expiry of the Vietnamese devisrs only takes place when a stationary sensor It is noted that the precursor may have cleared or cleared the lock length before the follower can bump (rebuff), again making the distinction between slug runner and runner.
  • the locking length is determined as the length between two presence sensors which are assigned to the input and the output thereof, preferably another switch, in particular a switch located in front of the separation switch of the precursor, or in that the sensor in the region Locking length is located and characterized in that the sensor at the end of the locking length, preferably located at the output of the locking length limiting diverter (output sensor 10) ensures that it can not lead to a collision of the trailer with a rotating switch.
  • the locking lengths are defined in each case as a distance between the summit of the ceremoniessbergs and the separation divider of the precursor or in which the locking lengths each as the distance between the summit of the professionbergs and a the diverter lying in front of the divider of the precursor are defined, in particular the diverter being the divider of the follower.
  • the distance between the and one of the switches is chosen, which are preferably in front of the separation gate of the precursor.
  • a software module is deposited, in which the individual locking lengths are stored and retrievable depending on the leading to the respective target tracks separating switches.
  • a software module be stored in the computer controlling the sequence, in which the locking lengths depending on the profile (height and inclination) of the professionberg and in dependence on the distance between the professionberg and the separation gate, via which the Precursor gets into his approaching target track and preferably as a limit the typical runnability of a car with good expiration characteristics (best runner) and a wagon with poor expiration characteristics (Schlechter runner) are stored and retrievable.
  • the characteristics typical for the individual waggon and the characteristics typical of the travel path (see above) as well as the process characteristics of the deceleration runner on the one hand and the best runner on the other hand can preferably be stored in their relationship to the individual target tracks and used for the control of the run-off operation.
  • the buffering of pre- and post-runners that is: the approach of the trailer to the forerunner, is permitted if no damage to the cargo or wagon is to be expected.
  • the method according to the invention has the particular advantage of increasing the performance of the drainage system when it must be approached by a forerunner more distant separation points.
  • the locking length is in this case even shorter than the distance between the drainage point and the separation diverter, which has to be driven by the follower, preferably plus the distance between the separation divider and the output of this separation divider.
  • the safety distance is thus also in this embodiment depending on the profile of the mountain (height, inclination) and other dynamic factors such as in particular the characteristics typical for the individual waggon and typical for the track characteristics (see above) and the flow characteristics of the Schlechter runner one hand and the best runner on the other hand for each sequence and each target track variable.
  • the axle counter which detects the exit of the last axle of the precursor at the end of the lock length (referred to in this application as the "free-running axle counter"), thus also signals the speed of the precursor and triggers a signal in response to this speed , for example, detects the location of its flow characteristics between best and Schlechten runners and either blocked the release or the Schutztechnischprogramm is triggered. In the latter case, the turnout or all switches located in front of the turnout are changed over.
  • the measuring point is located before the end of the blocking length, but at the end of the separation gate of the precursor, a measuring point is located in front of the separating gate of the precursor or the measuring point lies in front of one of the points before the separation gate of the precursor, so that the measuring point so It is chosen on the one hand to ensure the necessary safety of the sequence operation, but on the other hand to allow optimally short safety distances.
  • the location of the measuring point before the end of the locking length, but at the latest at the output of the separation gate of the precursor and before the separation gate of the precursor typically serve the purpose of triggering the release and / or a Schutz Morrisprogramm.
  • the choice of the measuring point before the separation gate of the precursor serves typically the purpose of avoiding a buffering in the destination track, if an extremely bad precursor is followed by a well-running trailer, which is led into the same target track.
  • the choice of the measuring point in front of one of the points before the divider of the precursor allows the release of the tail only depending on the detected speeds and the shortening of the safety distance to the distance between the summit and the escape point.
  • the avoidance lies in front of the separation gate of the precursor and, in particular, is the separation gate of the trailer.
  • the possible control signal of the sensor or measuring point also depends on its position. This is at least largely prevented that the measuring point for each target track or a group of target tracks is individually specified.
  • the fact that each target track is assigned a measuring point for the dynamic characteristics of the process, the dynamic properties that result from the target track, ie in particular the still running distance and their slope, by the choice of the location of the measuring point can be considered.
  • the location of the measuring point must also take into account the safety requirements. This is done by defining a minimum distance, which results from the empirically determined dynamic properties of worst and best runners, in particular by setting the distance (M) between the top of the runoff hill and the measuring point such that, taking into account a Nachommers with the best assumed run characteristics (maximum speed V max ) of a precursor with the worst assumed run-off properties (minimum velocity V min ) and the greatest distance (S MA ) between the measuring point and the end of the barrier a buffering or corner joint (in the sense defined above) is excluded.
  • M distance between the top of the runoff hill and the measuring point
  • the dynamic behavior of the precursor is determined by comparing the measured by a fixed sensor speed of the precursor and his previously set and stored for this point target speed to control the process that the dynamic behavior of the precursor to control the process Comparison of measured by a fixed sensor speed of the precursor and its previously set and stored for this point target speed is determined, or characterized in that to control the process, the term T V of the precursor is determined by the end of a predetermined locking length and the term T N of Nachommers between the summit of the chandeliers and the beginning of the locking length of the post-runner previously determined maximum expected acceleration and speed is determined and either the release signal for the Nachêtr is granted , If the duration T V of the precursor is shorter, preferably by a previously scheduled safety time TS is shorter than the maturity T N of the Nachêtrs or a further the separation of the precursor comprehensive locking length is set at the output of a presence sensor by its presence signal that a certain Point, preferably detects a wheel, axle or wheelset of the precursor, the release signal triggers to release
  • the appropriate sequence strategy (release of the process, specification of the blocking length, protective switch program) is given, in particular, this is done by controlling the run T V of the precursor to the end of a predetermined locking length and the duration T N of the Nachommers between the summit of the civilberg and the beginning of the locking length is determined from the previously determined for the Nacheller maximum expected acceleration and speed and either the release signal for the Nacheller is issued if the duration T V of the precursor shorter, preferably by a previously scheduled safety time TS is shorter than the duration T N of the Nachêtrs or in that a more extensive, the separation divider of the precursor comprehensive locking length is set at the output of a presence sensor by its presence signal that a certain point, preferably a wheel, axle or wheel of the precursor s, triggers the release signal to release the post-rotor, if the runtime T V of the precursor is not shorter, in particular not shorter by the previously scheduled safety
  • a speed comparison of precursor and follower is possible, in particular in that the runtime T V of the precursor to the end of a predetermined stop length and the transit time T N of the follower between the summit of the precursor embarkbergs and the beginning of the locking length from the previously determined for the trailer maximum expected acceleration and speed is determined and either the release signal for the Nachêtr granted if the term T V of the precursor is shorter, preferably by a previously scheduled safety time TS is shorter than the duration T N of the Nachêtrs or a further the separation turnout of the precursor comprehensive locking length is determined, at the output of a presence sensor by its presence signal that a certain point, preferably a wheel, axle or wheelset of the precursor detects the release signal for Release of the Nachêtrs triggers when the term T V of the precursor is not shorter, in particular not to the previously scheduled safety time TS is shorter than the duration T N of the Nachêtrs, again with the preferred embodiment, that the distance between the summit of the discourseberg and
  • the measuring point at the beginning of the locking length has a distance between the summit of the professionberg and the measuring point so that taking into account a Nach foundedrs with the best assumed run characteristics (maximum speed v max ), a precursor with the worst assumed Run-off characteristics (minimum speed v min ) and the greatest distance S MA ) between the measuring point and the end of the barrier a Auspufftechnik or Eckstructure (in the sense defined above) is excluded and the measuring point at the end of the locking length a distance from the separation divider or - if a Dodge program should be triggered - from the next Dodge, which ensures that even the fastest trailer can not catch up with the slowest precursor in the remaining distance between the end of the barrier and the diverter switch.
  • the evaluation of the signals by defining the speed loss as the difference between the powers of the measured speeds contributes to the uniqueness of the measurement results and control signals.
  • the object of the invention is to provide suitable strategies for the control of the sequence operation, which describes the special possibilities resulting from a method for controlling the course of the wagons of a train to be dismantled from a yard of a marshalling yard to the marshalling yard's marshalling zone, in which the cars are distributed from the distribution zone by means of successive separation diverters on different target tracks and in which the control of the release signal for the process and the course for the travel of a car is such that a harmful run-up shock of the departures by driving (Avempuff mecanic) of the following Runner (Nachnicir) on the preceding car (precursor) whose travel (distribution zone, separation switch and target track) is excluded, wherein the control of the enable signal for the course and / or the course for the path of the departures in dependence on the dynamic behavior of the precursor and / or Nachconcers takes place and a method in which in the process controlling computer, a software module is deposited, in which the locking lengths depending on the profile (height and
  • the release of the afterrunner can be blocked, as a function of the measured dynamic behavior of the precursor, the release of the Nachêtrs is controlled, and / or - if the release is already done - a so-called protective switch program, in which, depending on the measured dynamic behavior of the precursor and / or post-cursor for controlling the expiration of the post-cursor or precursor, a de-grounding program is triggered, and / or the notch length is set individually for the affected precursor.
  • the protective divert program involves switching one or more or all switches which are placed before a certain point, e.g. lie in front of a certain switch. In this way, it is achieved that at the lowest possible safety distance, which must be met between two procedures, but still the circuit of a turnout is possible, in which the Nachauerr can dodge to avoid Aufpuff réelle or corner kick (defined above).
  • the protective switching program is included in the sequence strategy for shortening the locking lengths.
  • the protective switch program is also triggered to prevent Aufpuff ceremonies on a bad runner.
  • the position of the measuring point or - in a measurement ofnchsdifFerenz at two measuring points - the position of the second measuring point to be selected by the distance (M) between the summit of the professionberg and the measuring point is determined so that taking into account a Nach foundedrs with the best assumed run-off properties (maximum speed v max ) of a precursor with the worst assumed run-off properties (minimum speed v min ) and the greatest distance (S MA ) between the test point and the end of the check path, a buffering or corner kick (in the sense defined above) is excluded are.
  • the other strategies mentioned are also applicable.
  • the release signal is then by a presence sensor, which has a predetermined position to the end of the locking length and is preferably positioned so that the sensor is located in the range of the locking length or the sensor is located at the end of the locking length, preferably at the output of the locking length limiting diverter (Output sensor 10).
  • a presence sensor which has a predetermined position to the end of the locking length and is preferably positioned so that the sensor is located in the range of the locking length or the sensor is located at the end of the locking length, preferably at the output of the locking length limiting diverter (Output sensor 10).
  • Suitable presence sensors and speed sensors are available for. B. in the form of electromagnetic double sensors according to DE-C1 43 25 406 (Tig 9209). These are also used as occupancy sensors, in particular as limit sensors, ie: input sensors and output sensors (free-moving sensors) of each turnout, which eliminates the assignment of the turnout by detecting the incoming Report axes and the extending axes. These sensors can also serve as speed sensors, so that a further equipment of the distribution zone is not required. It is therefore essential only, the measurement signals which are used of existing sensors for flow control.
  • each separation diverter a sensor is arranged, which gives a signal when the car has left the sphere of influence of the sensor. It may be z. B. act inductive wheel counter, which are arranged on the rail.
  • the individual locking lengths are dimensioned so that on the one hand it is ensured that even poorly running forerunner wagons have safely left the separation switch to be switched for the follower before the release signal and thus the switching of the switch to be switched for the follower takes place.
  • the lock length is shortened so that the Abdschreib york the Abdrücklokomotive increased and the number of distributed cars can be increased.
  • the invention has the advantage that the operating frequency of the wagons in a shunting system can be substantially increased without interference in the shunting itself. No loss of security of the routes is accepted, on the contrary: on the one hand leads to the extension of the locking length the Nachommers, which is carried out according to the invention by a poor precursor, to ensure that the process of all subsequent processes is delayed accordingly and thus ensures that no follower can catch up with the precursor.
  • the invention also makes it possible to ascertain whether the dynamic behavior of the precursor allows the next following or a later follower to enter the same target track without damaging the collision.
  • a drain system is schematically shown with a fertilityberg 1, where a train is waiting for its decomposition.
  • a car, precursor 2 has already entered the distribution zone.
  • the distribution zone consists of a plurality of target tracks 13,15, which can be driven in each case via a separation switch.
  • target tracks 1315 are only two target tracks with dividers 3 and 8 shown.
  • the precursor has passed through the switch 8 in order to be guided in its separation divider 3 on the target track 13.
  • the next carriage 7, the trailer, can only be pressed when the release signal 12 is set to release accordingly.
  • the switches are secured by sensors 4,5,6 and 9,10,11. These are axle counters, which emit a signal in the presence of a railway wheel. There are two inductive sensors, so that from the sequence of signals, the direction of movement and the speed of the passing wheel and wagon can be determined.
  • the input sensors 4 and 9 count the wheels entering the switch area.
  • the output sensors 5 and 6 or 10 and 11 count the outgoing wheels from the switch area.
  • the output sensors 5 and 6 or 10 and 11 give the switch to a turnout drive, not shown free, if the number of incoming vehicles corresponds to the number of outgoing wheels.
  • the sensors are connected to the computer 14.
  • a program is entered, which determines the switch 8 as a switch-off for the trailer when driving the separation switch 3 for the precursor.
  • the computer gives the release signal for the Nach foundedr. If, however, it has also been determined by the output sensor 10 that the precursor is a malfunctioning, i.e., that the speed is below a setpoint speed previously set for this point, this sensor will continue to trigger the guard switch program. In this case, the switch 8 is folded so that the trailer can drive only in the target track 15. If the trailer is not intended for the destination track, a switchover of the switch takes place beforehand again. If there are other points between the drainage point and the diverter 8, this diverter program can cumulatively or alternatively divert these points, so that buffering of the follower on the precursor is at least avoided.
  • switches are border-free; d. h .: the limit signs of the points are located between the sensors (axle counters), which signal the presence of a vehicle in the area of the points and give a signal when driving on and leaving (retracting) the separation points.
  • the limit signs indicate the minimum distance of the buffers from the intersection of points, so that vehicles can pass on the unoccupied route without contact.
  • FIGS. 2 to 4 show various operating situations of the same system, in which only one speed measurement of the precursor takes place.
  • the speed of the precursor is determined.
  • the speed profile of the precursor can be determined on the basis of empirical values that are fed into the control computer of the system on the basis of this measured value. This assumed velocity profile of the precursor is indicated by line 16.
  • next process (follower) is controlled.
  • the acceleration of the process and the speed of the Nachiquesrs in the distribution zone is stored in the computer, with a so-called "Best Collectorr” serves as a model.
  • the best runner is a wagon that has the best runoff characteristics on the runway minus a safety discount.
  • This speed history is indicated by line 17.
  • Fig. 5 shows the same distribution zone in the diagram as before with the determination of the position of the measuring point M. Shown is the theoretically assumed, empirically determined travel curve 18 of the outrider and also empirically determined travel curve 19 of the Bestcollectrs.
  • the measuring point must be placed in terms of its distance from the summit G so that when releasing the expiry of the Bestcollectrs by a Schlevier runner when passing the measuring point of the Schlevier runner his separation turnout or - as shown here - in any case, the specified turnout WA achieved without causing a Aufpuff réelle of the trailer or an improper approach with risk of corner kick in the turnout or separation gate comes.
  • the execution of a protective turnout program to achieve the turnout is selected as a criterion for the location of the measuring point.
  • FIGS. 6 to 9 show different operating situations of the same system, in which two speed measurements of the precursor are made.
  • the speed is determined at the measuring points M 1 and M 2 .
  • the measuring points M 1 and M 2 have a predetermined distance A M / 1-2 .
  • the measuring points are - as previously described with reference to FIG. 5 - determined, but placed in an area of the distribution zone, in which no longer expected to accelerate the processes, especially in the zone without gradients.
  • the speed profile of the decelerators can be determined on the basis of these measured values on the basis of empirical values which are fed in the control computer of the system. It should be noted that also in this method, the speed itself, which was measured at one of the measuring points - as described above - can be used to control the release, a protective switch program or to set a locking length. In particular, it can be determined on the basis of such a measured value whether the measured absolute value of the velocity is to be expected to reach its target track and / or if the following tracker travels to the precursor at an impermissibly high speed (buffering) ,
  • the sequence of the after-runner is released depending on the speed loss of the precursor.
  • the assumed velocity profile of the precursor is indicated by line 16.
  • the speed loss of the precursor in the distance A M can be compared to the corresponding speed loss of the deceleration runner, which has previously been empirically determined and stored, as a practicable measured variable, calculated variable and control variable.
  • the speed profile of the Schlechter runner is shown in dashed lines and designated 18. Because of the low speed, it is convenient to define as speed loss the difference of the squares or higher powers of the measured speeds or a power of the speed loss.
  • the release of the next run is controlled in dependence on the detected loss of speed and the comparison with the speed loss determined and stored for the Schlechten runner.
  • the acceleration of the process and the speed of the Nach devisrs in the distribution zone is stored in the computer, with a so-called "Best Collectorr" serves as a model.
  • the best runner is a wagon that has the best runoff characteristics on the runway minus a safety discount.
  • This speed history is indicated by line 19. It can be seen on a horizontal axis at any time the distance A between the front buffers of
  • the measuring point M 2 shows that the speed of the precursor is greater and the speed loss t 2-real is smaller than the corresponding values of the deceleration runner, in each case including an admitted safety margin.
  • the distance A remains until the entrance of the precursor into its separation divider WT greater than the smallest permissible safety distance A itself .
  • the values may also be used to determine, by comparison of velocities or velocity losses against corresponding stored target values of a best-seller or against the previously measured actual values of the precursor, whether a protection switch program is to be triggered, buffering or corner kicking (as defined above) ) to avoid.
  • a point at a distance A is set from the second measuring point at which a presence sensor detects the presence of the precursor. It is in the case shown to the input sensor of the diverter WA, which is located in front of the separation gate. This ensures on the one hand always sufficient distance between the procedures and on the other hand that the trailer can be redirected if necessary in the context of a protective turnout program in the turnout. It is then indeed a mistake, if the turnout is not identical to the separation of the Nachêtrs.
  • the speed measurement can also be performed as a time measurement between two points with a known distance.
  • the time of expiration from the summit to the measuring point M1 and at the measuring point M2 the transit time between the measuring points can be measured and from this the respective speed can be measured.
  • the transit time measurement also enables a method which will be described with reference to FIG. 9.
  • a blocking length is set in the distribution zone, either rigidly or as a function of the dynamic behavior, as described above, of the precursor.
  • the release of the expiration of the Nachommers takes place only if it is ensured by the control computer that the determined from the speed of the precursor residual time to the end of the blocking distance is less than the duration of a Bestêtrs to the beginning of the blocking distance.
  • the locking length is predetermined as a function of the time advance or of the speed of the precursor, an additional adaptation of its length to the runnability of the precursor can take place.
  • a process, a precursor and a follower always concerns only one wagon.
  • a sequence, forerunner and follower may also be a plurality of co-coupled or separate wagons that are substantially co-pressed from the runway and approach the same destination track.
  • the safety considerations, and in particular the safety distance between two processes, ie precursors and followers, considered to be one unit in this sense also take into account the length of these units. It is therefore important that the presence of such a unit in a danger zone is usually determined by detecting the first wheel set, leaving the danger area by detecting the last wheel set.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Claims (8)

  1. Procédé pour commander la marche d'un wagon, respectivement d'un wagon suivant, qui suit un wagon roulant devant lui, respectivement un wagon précédent, et qui fait partie d'un train ferroviaire à désassembler, depuis une butte de triage d'une gare de triage jusqu'au faisceau de départ de la gare de triage, procédé dans lequel, à partir du faisceau de départ, chacun des wagons est conduit au moyen d'une aiguille de bifurcation vers une voie de destination, et dans lequel la marche du wagon suivant est commandée par l'intermédiaire d'un calculateur de commande en fonction de la vitesse des wagons, caractérisé en ce que l'autorisation de descente du wagon suivant est donnée en fonction du profil de vitesse des wagons dans le faisceau de départ, le profil de vitesse du wagon suivant dans le faisceau de départ étant mémorisé dans le calculateur de commande comme modèle d'un wagon meilleur rouleur possédant les meilleures caractéristiques de descente enregistrées sur la butte de triage, déduction faite d'une marge de sécurité, le profil de vitesse du wagon précédent durant sa descente étant déterminé par le biais d'une mesure de vitesse réalisée à l'aide de capteurs de vitesse implantés dans le faisceau de départ et par le biais de valeurs empiriques introduites dans le calculateur de commande, et l'autorisation de descente du wagon suivant étant donnée en fonction du profil de vitesse ainsi déterminé des wagons, de façon que, jusqu'à l'entrée du wagon précédent dans son aiguille de bifurcation (WT), la distance (A) entre les tampons avant d'un meilleur rouleur positionné en wagon suivant et les tampons arrière d'un wagon précédent reste à tout moment supérieure à la distance de sécurité minimale admise (Asich).
  2. Procédé selon la revendication 1, caractérisé en ce que la vitesse du wagon précédent dans le faisceau de départ est mesurée au niveau d'un point de mesure (M) dont la distance au sommet de la butte de triage est définie de façon que, en présence d'un wagon suivant possédant les caractéristiques de descente d'un meilleur rouleur et d'un wagon précédent possédant les moins bonnes caractéristiques de descente enregistrées sur la butte de triage et appelé mauvais rouleur, au moment où l'autorisation de descente d'un meilleur rouleur est donnée par un mauvais rouleur franchissant le point de mesure, ce dernier atteigne une aiguille, laquelle peut être l'aiguille de bifurcation (WT) ou un évitement (WA), sans que le wagon suivant ne le tamponne ni ne s'en rapproche au point de créer un risque de choc latéral.
  3. Procédé selon la revendication 1, caractérisé en ce que, pour donner au wagon suivant l'autorisation de descendre compte tenu du profil de vitesse du wagon précédent, on détermine la différence entre la vitesse mesurée et la vitesse d'un mauvais rouleur escomptée à l'endroit de mesure de vitesse et mémorisée dans le calculateur de commande.
  4. Procédé selon la revendication 1, caractérisé en ce que, en fonction du profil de vitesse du wagon précédent déterminé par la mesure en un point de mesure (M), on prédéfinit une longueur de fermeture prédéterminée (ASPERR) à l'extrémité de laquelle est implanté un capteur fixe de présence qui commande l'autorisation de descente du wagon suivant.
  5. Procédé selon la revendication 1, caractérisé en ce que, pour déterminer le profil de vitesse du wagon précédent, on mesure sa vitesse à l'aide de deux capteurs de vitesse fixes à écartement connu (AM/1-2) et on calcule ensuite la perte de vitesse, et en ce que l'autorisation de descente du wagon suivant est donnée en fonction de la perte de vitesse calculée.
  6. Procédé selon la revendication 5, caractérisé en ce que la perte de vitesse est définie comme étant la différence des puissances des vitesses mesurées.
  7. Procédé selon la revendication 1, caractérisé en ce que l'autorisation de descente du wagon suivant est donnée en fonction de la vitesse du wagon précédent mesurée en un premier point de mesure (M1), en ce que la vitesse du wagon précédent est mesurée en un second point de mesure (M2) possédant un écartement connu (AM/1-2) par rapport au premier point de mesure (M1) et la perte de vitesse est ensuite calculée, et en ce que, si la perte de vitesse calculée du wagon précédent est supérieure à la perte de vitesse escomptée d'un mauvais rouleur, on exécute un programme d'aiguillage de sécurité qui a pour effet de renverser une des aiguilles suivantes :
    - un évitement prédéterminé situé en amont de l'aiguille de bifurcation du wagon précédent,
    - l'aiguille de bifurcation du wagon suivant,
    - une aiguille située entre la butte de triage et l'évitement,
    - une aiguille située entre l'évitement et l'aiguille de bifurcation du wagon précédent.
  8. Procédé selon la revendication 1, caractérisé en ce que, après que l'autorisation de descente a été donnée au wagon suivant, la vitesse de celui-ci est mesurée et la valeur mesurée est comparée à la vitesse d'un meilleur rouleur mémorisée dans le calculateur de commande, et, sur la base de la comparaison, on déclenche, pour éviter un tamponnement ou un choc latéral entre wagon précédent et wagon suivant, un programme d'aiguillage de sécurité, lequel a pour effet de renverser une des aiguilles suivantes :
    - un évitement prédéterminé situé en amont de l'aiguille de bifurcation du wagon précédent,
    - l'aiguille de bifurcation du wagon suivant,
    - une aiguille située entre la butte de triage et l'évitement,
    - une aiguille située entre l'évitement et l'aiguille de bifurcation du wagon précédent.
EP01104874A 2000-03-03 2001-02-28 Procédé pour commander le triage par gravité de wagons d'un train ferroviaire d'être débranché d'une rampe de triage d'une gare de triage Expired - Lifetime EP1129922B1 (fr)

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
DE10010111 2000-03-03
DE10010111 2000-03-03
DE10012065 2000-03-14
DE10012065 2000-03-14
DE10107752 2001-02-18
DE10107752A DE10107752A1 (de) 2000-03-03 2001-02-18 Verfahren zur Steuerung des Ablaufs der Wagen eines zu zerlegenden Eisenbahnzuges

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EP1129922A2 EP1129922A2 (fr) 2001-09-05
EP1129922A3 EP1129922A3 (fr) 2002-10-16
EP1129922B1 true EP1129922B1 (fr) 2007-04-18

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RU2677546C1 (ru) * 2015-02-11 2019-01-17 Сименс Акциенгезелльшафт Способ эксплуатации маневровой сортировочной горки, а также управляющее устройство для указанной горки

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DE102015202432A1 (de) * 2015-02-11 2016-08-11 Siemens Aktiengesellschaft Verfahren zum Betreiben einer rangiertechnischen Ablaufanlage sowie Steuereinrichtung für eine solche Anlage
CN106802575B (zh) * 2015-11-26 2021-11-02 寇玮华 编组站工作过程数码控制动态物理模拟系统
CN106087603B (zh) * 2016-08-03 2017-12-26 中铁第四勘察设计院集团有限公司 城市轨道交通八字式洗车线双曲线缩短渡线紧凑布置结构
CN106276294B (zh) * 2016-08-26 2018-05-11 成都长客新筑轨道交通装备有限公司 一种城市轨道交通多车型存车发运系统
DE102016218460A1 (de) * 2016-09-26 2018-03-29 Siemens Aktiengesellschaft Verfahren zum Betreiben einer rangiertechnischen Ablaufanlage sowie Steuereinrichtung für eine solche
DE102017201266A1 (de) 2017-01-26 2018-07-26 Siemens Aktiengesellschaft Verfahren zum Betreiben einer rangiertechnischen Ablaufanlage sowie Steuereinrichtung für eine solche Anlage
CN110239585B (zh) * 2019-06-24 2023-11-07 天津铁路信号有限责任公司 一种铁路驼峰减速器机械式表示装置
CN115303331A (zh) * 2022-06-30 2022-11-08 卡斯柯信号有限公司 轨道交通多编组列车联挂的安全检测方法、设备及介质

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ATE359947T1 (de) 2007-05-15
EP1129922A3 (fr) 2002-10-16
DE50112353D1 (de) 2007-05-31

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