EP2507109A1 - Procédé pour transborder de la marchandise d'un wagon d'un premier train sur un wagon d'un second train pendant le parcours - Google Patents

Procédé pour transborder de la marchandise d'un wagon d'un premier train sur un wagon d'un second train pendant le parcours

Info

Publication number
EP2507109A1
EP2507109A1 EP10773892A EP10773892A EP2507109A1 EP 2507109 A1 EP2507109 A1 EP 2507109A1 EP 10773892 A EP10773892 A EP 10773892A EP 10773892 A EP10773892 A EP 10773892A EP 2507109 A1 EP2507109 A1 EP 2507109A1
Authority
EP
European Patent Office
Prior art keywords
train
control unit
decoupling
trains
speed
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP10773892A
Other languages
German (de)
English (en)
Other versions
EP2507109B1 (fr
Inventor
Arno Friedrichs
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of EP2507109A1 publication Critical patent/EP2507109A1/fr
Application granted granted Critical
Publication of EP2507109B1 publication Critical patent/EP2507109B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K1/00—Transferring passengers, articles, or freight to and from moving trains; Slipping or coupling vehicles from or to moving trains

Definitions

  • the invention relates to a method for transferring freight from a wagon of a first train to a wagon of a second train during the journey.
  • the object of the invention is to improve a method for reloading cargo from a wagon of a first train to a wagon of a second train.
  • the advantages of the invention consist essentially in the fact that, if the reloading of cargo is not done in the desired manner and / or the coupled together, running on mutually parallel rail pairs railway wagons after reloading not in the desired manner were decoupled from each other, by means of a control unit an emergency mode is initiated.
  • the trains moving side by side, coupled with each other are brought to a standstill before the pairs of rails on which the trains travel again move away from each other.
  • a further advantageous embodiment consists in that a following train traveling on the first or second rail pair is diverted to a third rail pair. This diversion of a following train prevents the following train from hitting one of the trains to which the wagons are linked. Also avoided by this diversion that the entire driving is disturbed.
  • ⁇ sondere can trains that off no cargo on the present transfer station or have zuladen without an interruption in their driving operation related to each other verkoppel ⁇ th trains pass by.
  • the route is in the region of Umladesta ⁇ tion, within which the trains run parallel to each other, divided into several sections.
  • a first Stre ⁇ ckenabterrorism accelerates the feeder or pickup train up to the speed of the express train.
  • a two ⁇ th road section of the feeder or Abauerzug and the express train ride ne ⁇ by side with matching speed are coupled to each other and there is a trans-shipment of cargo.
  • a third Streckenab- section is done decoupling the coupled trains together and the transmission of an acknowledgment signal to the control unit.
  • a check is made by the control unit whether the Bes ⁇ concernedungssignal has arrived.
  • the interconnected trains are each equipped with a GPS system. This allows for each ge ⁇ desired time, a detection of the instantaneous position and the instantaneous velocity of the respective train.
  • a properly completed transshipment process and a properly completed decoupling of the two trains of the feeder and / or pickup train is braked in the further course of the third section to a stop.
  • By checking the speed of the feeder and / or pickup train at a second predetermined waypoint can be checked in terms of additional security, whether the feeder and / or pickup train is decoupled from the express train and has reduced its speed in ge ⁇ desired manner. If this is not the case, then there is an emergency and it is an immediate deceleration of the feeder and / or pickup train or both trains in the way.
  • Figure 1 is a sketch of an embodiment of a
  • Figure 2 is a sketch illustrating the route network in the region of a transfer station
  • Figure 3 is a block diagram of an embodiment of a control device.
  • FIG. 1 shows a sketch of an exemplary embodiment of a route network.
  • this route network N1 which is designed in the form of a closed loop and to which Charging stations Sl, S7 include driving an express train at a constant speed v on a first pair of rails SP1 in the direction of travel Rl. In normal, undisturbed operation, it retains this speed v also in the area of the transfer stations S1, S7.
  • the express in which it is a freight train includes a locomotive, and ei ⁇ ne plurality of cars. On each or many of these carriages is a container, in which cargo is gela ⁇ device.
  • Each of these containers was loaded at one of the reloading stations on the respectively associated wagon and should be unloaded again from the wagon at a designated other transfer station. After unloading, the respective wagon is available for reloading with another container.
  • the loading and unloading of the containers in the area of a transfer station will be explained in more detail below with reference to FIG.
  • the express train in the figure 2 coming from the left in the direction of travel Rl enters the transfer station Sl and there reaches a switch Wl.
  • this switch Wl is set such that the ex ⁇ presszug remains on the rail pair SP1 and finally the transfer station Sl exits via a diverter W2 in Figure 2 to the right. He drives in the entire range of this Umlade ⁇ station Sl with the predetermined constant speed v.
  • a local route network N2 is provided in the region of the transfer station S1, which is designed in the form of a closed loop.
  • a feeder and / or pickup train travels on a second pair of rails SP2 in the direction of travel R2.
  • the feeder and / or pickup train also has a locomotive and a plurality of wagons.
  • the number of wagons of the feeder and / or pick-up train coincides with the number of wagons of the express train.
  • a loading and unloading station BES is provided, on which the feeder and / or pickup train can be loaded and unloaded in the stationary state by means of a crane.
  • the route network N2 has a region in which the pair of rails SP2 is immediately adjacent to the pair of rails SP1 and runs parallel thereto.
  • Be ⁇ rich track sections AI, A2 and A3 are provided.
  • an acceleration of the Zubringer- or pickup train such that he has the same speed v at the end of Stre ⁇ ck section AI, with which the express train on the pair of rails SPl moves next to him.
  • the length of the route section A2 is such dimensio ⁇ ned that the coupling of the carriages, the charge reversal of the Containers and the subsequent decoupling of the wagons in consideration of the speed v of trains at the end of the section A2 must be completed. If the feeder and / or Abauerzug reaches the endmost of the route section A2 reach point PI and the control unit up to this time, the Affirmation ⁇ acceleration signal on the successful finished transferring and / or the confirmation signal via the successfully carried did not result in uncoupling of the wagons has been transmitted, then the control unit initiates an emergency mode.
  • the control unit transmits to each other coupled wagons or their locomotives a command signal, on the basis of which the side by side moving, mutually coupled trains are braked to a standstill.
  • This deceleration is such that with each other ⁇ coupled trains arrive no later than the end of the Streckenab ⁇ -section A3 to a stop, that is, before the rail pair SP2 again from the rail pair SPI.
  • the control unit transmits the Notfallbe ⁇ triebsart further includes the switch Wl and W2 Steuersig ⁇ nal.
  • the switch Wl is converted by this control signal in such a way that a subsequent express train entering on the rail pair SP1 into the area of the transfer station S1 is diverted via the switch W1 onto a rail pair SP3.
  • the shunt W2 is changed by the control signal supplied thereto the ⁇ art that a umgeleite- on the rail pair SP3 ter train via the shunt W2 is led back to the rail pair SPI and to complete its voyage to the next transfer station there.
  • a preferred embodiment of the invention is to monitor the speed of at least the feeder and / or Abneh ⁇ merzuges means of a GPS system. In the case of an unsuccessful decoupling of both trains, this increases the safety of the initiation of emergency measures. men. If decoupling has been carried out properly, the feeder train and / or doffer train is already decelerated in the area of the route section A3, so that it falls below a predetermined maximum speed, which is, for example, v / 2.
  • FIG. 3 shows a block diagram of an exemplary embodiment for a game controller according to the invention.
  • the illustrated control device has a control unit
  • the control unit SE which comprises a radio receiver FE, a computing unit RE and a radio transmitter FS.
  • the signals received by the radio receiver FE radio signals are supplied to the arithmetic unit RE ⁇ leads and evaluated therein.
  • the arithmetic unit RE provides at its output control signals, which are supplied to the radio transmitter FS. This converts the control signals into radio ⁇ signals that are broadcast.
  • the control unit SE is arranged, for example, in the loading and unloading station BES the Umlade ⁇ station Sl.
  • the control device shown further comprises a coupling detector VKD, a transhipment detector ULD, a first GPS system GPS1, a second GPS system GPS2 and a decoupling detector EKD.
  • the coupling detector VKD is for example part of the moving on the rail pair SP1 express train. It is intended to generate a coupling acknowledgment signal Bl. when the coupling of the carriages has been carried out successfully, and to transmit this coupling confirmation signal Bl by radio to the radio receiver FE of the control unit SE.
  • the transhipment detector ULD is for example part of the moving on the pair of rails SP2 feeder and / or pickup. It is intended to provide a transhipment confirming signal B2 when the transfer operation has been carried out successfully, and this transhipment confirmation signal B2 via
  • the first GPS system GPS1 is part of the feeder train and / or pickup train running on the rail pair SP2. It is intended to provide information about the current position and the instantaneous speed of the feeder and / or pickup train and to transmit this information in the form of radio signals B3 to the radio receiver FE of the control unit SE.
  • the second GPS system GPS2 is part of the running on the slide ⁇ nencover SP1 Express train. It is intended to provide information about the current position and speed of the express train and these
  • the decoupling detector EKD is for example part of the moving on the rail pair SP2 feeder and / or
  • the control unit SE monitors, while evaluating the radio signals supplied to it , a proper operation of the transfer station S1. This includes monitoring the speed of the feeder and / or pick-up train running on track pair SP2 in section AI, taking into account the information provided by the GPS systems GPSl and GPS2 on the positions and speeds of the express and feeder trains and / or or customer train.
  • the aim of this monitoring is to control the speed of the feeder and / or pick-up train such that at the end of the Stre ⁇ corner section AI driving on the rail pair SP1 Ex ⁇ press train and on the rail pair SP2 moving feeder and / or pick-up train the same speed v next to ⁇ drive each other and the coupling of the side by side moving trains or the side by side moving wagons of the two trains is completed successfully.
  • Control signals which control the speed of the feeder and / or pickup train in each necessary manner are provided by the arithmetic unit RE and transmitted by the radio transmitter FS in the form of control signals sl to the locomotive of the feeder and / or pickup train ZAZ.
  • the confirmation signal Bl about the coupling carried out is provided to the control unit SE in the form of a radio signal from the coupling detector VKD.
  • the control unit SE in the route section A2 taking place transfer of a load between the ne ⁇ by side moving carriages taking account of the information provided by the GPS systems GPSL and GPS2 on the current speed and the current positions of the express train and of the infeed and / or pick-up train.
  • the transhipment detector ULD transmits a confirmation signal B2 to the control unit SE via radio.
  • the length of Streckenab ⁇ section A2 is chosen such that the Umladevortician are completed when properly running at the end of the section A2.
  • control unit SE monitors the decoupling of the two trains taking place in the section A3 taking into account the information provided by the GPS systems GPS1 and GPS2 about the instantaneous speeds and the instantaneous positions of the express train and the feeder and / or pickup train. For this purpose, by the control unit SE, the output of a decoupling ⁇ release signal.
  • This decoupling enable signal is provided by the control unit SE when the trains traveling next to one another have reached the route point PI and the control unit has received the transhipment confirmation signal B2 in good time.
  • the decoupling enable signal is provided by the Re ⁇ chentician RE and fed from the radio transmitter FE in the form of a radio signal either the interlinked wagons directly or via their respective locomotive.
  • the decoupling detector EKD which is provided on one of the two trains, detected and transmitted in the form of a radio signal B5 to the control unit SE. This then initiates a deceleration of the moving on the pair of rails SP2 feeder and / or pickup train in the way, so that its speed decreases rapidly after the decoupling of the two trains.
  • the control unit SE checks by evaluating the information provided by the GPS system GPS2 about the instantaneous speed and the momen ⁇ tane position of the feeder and / or pickup train, whether the speed of the feeder and / or pickup has reduced after the decoupling of the two trains in the desired manner , If this is the case, then detects the control ⁇ unit SE, that proper operation is present and the further deceleration of the feeder and / or customers train controls such that it comes in the loading and unloading BES as desired side in order to there unloaded and reloaded. Furthermore, the control unit in the case of detecting a proper Be ⁇ drive free the further travel of the express train with one of the constant speed v ⁇ added.
  • control unit SE If the control unit SE, for example, found that although the recharging process has been successfully completed, but not the decoupling process, the control unit SE sends radio signals sl and s2 to the locomotives of the examples from the trains that in response to these radio signals at ⁇ Decelerate trains evenly so that they come to a standstill within section A3. This prevents that the two trains are still ver ⁇ coupled with each other when the two pairs of rails move away from each other again. If the decoupling of the further signal is not successful, the control unit preferably transmits the further radio signals s3 and s4.
  • an actuator is controlled, which is associated with the switch Wl and the switch Wl after receiving the radio signal s3 in such a way is to ⁇ that is redirected one on the first pair of rails SP1 the reloading ⁇ station Sl-reach Vietnamese massagezug to a third shift ⁇ nencover SP3, which in the area of reloading station Sl for the most part parallel to first pair of rails SP1 runs.
  • an actuator is controlled, which is associated with the switch W2 and the switch W2 after receipt of the radio signal s4 such a way that a redirected to the third pair of rails SP3 follower train is returned to the first pair of rails SP1.
  • control unit SE If the control unit SE, however, noted that the transhipment is confirmation signal is not received in time, it omits one emitting a Entkopplungsokogabesig ⁇ Nalles and sends as well as the above-described From ⁇ guide for sl radio signals and s2 from, due to which the two trains coupled to one another in the section A3, braking to a standstill.
  • an advantageous further development is to convert the switches W1 and W2 in such a way that a following train is diverted via the third rail pair SP3.
  • a control unit In a method according to the invention, after all, the operation within a transfer station is monitored by a control unit.
  • the control unit In detecting malfunctions of proper operation, especially in case of disturbances that occur during the transhipment of cargo, and in case of malfunctions during decoupling the trains coupled together, the control unit automatically initiates a runflat mode to avoid consequential damage.
  • this emergency mode stopping the mutually coupled trains before their pairs of rails again move away from each other, and a changeover of points such that an incoming train in the transfer station following train in the Umladestation on a bypass rail pair is passed.
  • confirmation signals are sent to it, which signal the successful completion of the transfer operation and the successful completion of the decoupling process.
  • control unit detects a malfunction in the operation of the transfer station and initiates the emergency mode described above.
  • control unit for the purpose of monitoring are also supplied to other radio ⁇ signals to which a one carried coupling of trains indicating confirmation signal as well as GPS systems include information derived, the latter information information on the current positions of the part in the redistribution process trains and on their give instantaneous speeds.
  • control unit SE can also take place via the drive power network of the trains, not shown in the figures.
  • Another embodiment of the invention which is not shown in the figures, consists of letting a feeder or pick-up train each time to the left and right of the express train.
  • the entire cargo of the Express ⁇ strip it is possible to reload them onto one of the two moving trains next to him and then to load the express train with new cargo from the other of the two moving trains next to him.
  • the amount of transhipment cargo is much greater than that of the figures described embodiment in which only a feeder or Ab installing is provided.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

L'invention concerne un procédé pour transborder de la marchandise d'un wagon d'un premier train sur un wagon d'un second train. Lors de cette opération, les deux wagons ferroviaires roulant l'un à côté de l'autre sur des paires de rails voisines sont couplés d'abord l'un avec l'autre. Ensuite, on procède au transbordement de la marchandise. Après le transbordement de la marchandise, on procède à un désaccouplement des wagons. Au moyen d'une unité de commande (SE), on vérifie que le transbordement de la marchandise et le désaccouplement des wagons ont été effectués avec succès. Si le transbordement ou le désaccouplement des wagons n'a pas été effectué avec succès, l'unité de commande enclenche un mode de service d'urgence.
EP10773892.4A 2009-12-05 2010-10-27 Procédé pour transborder de la marchandise d'un wagon d'un premier train sur un wagon d'un second train pendant le parcours Active EP2507109B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200910057228 DE102009057228A1 (de) 2009-12-05 2009-12-05 Verfahren zum Umladen von Fracht von einem Waggon eines ersten Zuges auf einen Waggon eines zweiten Zuges während der Fahrt
PCT/EP2010/066206 WO2011067040A1 (fr) 2009-12-05 2010-10-27 Procédé pour transborder de la marchandise d'un wagon d'un premier train sur un wagon d'un second train pendant le parcours

Publications (2)

Publication Number Publication Date
EP2507109A1 true EP2507109A1 (fr) 2012-10-10
EP2507109B1 EP2507109B1 (fr) 2015-09-23

Family

ID=43479279

Family Applications (1)

Application Number Title Priority Date Filing Date
EP10773892.4A Active EP2507109B1 (fr) 2009-12-05 2010-10-27 Procédé pour transborder de la marchandise d'un wagon d'un premier train sur un wagon d'un second train pendant le parcours

Country Status (3)

Country Link
EP (1) EP2507109B1 (fr)
DE (1) DE102009057228A1 (fr)
WO (1) WO2011067040A1 (fr)

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
BE757103A (fr) 1969-10-24 1971-03-16 Automatisme & Technique Installation de transport en continu
US3958512A (en) 1970-12-11 1976-05-25 Stankiewicz Jerzy G Rapid transit system
DE2510248A1 (de) 1975-03-08 1976-09-16 Nott Karl Josef Verfahren und vorrichtung zum betrieb eines zwangsgefuehrten transportsystems

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2011067040A1 *

Also Published As

Publication number Publication date
WO2011067040A1 (fr) 2011-06-09
EP2507109B1 (fr) 2015-09-23
DE102009057228A1 (de) 2011-06-09

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