EP2691282B1 - Procédé de fonctionnement d'une installation de triage et dispositif de commande d'une installation de triage - Google Patents

Procédé de fonctionnement d'une installation de triage et dispositif de commande d'une installation de triage Download PDF

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Publication number
EP2691282B1
EP2691282B1 EP12721239.7A EP12721239A EP2691282B1 EP 2691282 B1 EP2691282 B1 EP 2691282B1 EP 12721239 A EP12721239 A EP 12721239A EP 2691282 B1 EP2691282 B1 EP 2691282B1
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EP
European Patent Office
Prior art keywords
locomotive
unit
determined
divided
control device
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.)
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EP12721239.7A
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German (de)
English (en)
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EP2691282A1 (fr
Inventor
Ingo JUNG
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.)
Siemens Mobility GmbH
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Siemens AG
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Publication of EP2691282A1 publication Critical patent/EP2691282A1/fr
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Publication of EP2691282B1 publication Critical patent/EP2691282B1/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L17/00—Switching systems for classification yards
    • B61L17/02—Details, e.g. indicating degree of track filling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/18—Railway track circuits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L17/00—Switching systems for classification yards
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/22—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in two directions over the same pair of rails
    • B61L23/24—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in two directions over the same pair of rails using token systems, e.g. train staffs, tablets

Definitions

  • disassembly units in the form of incoming freight trains are usually decoupled or prepared for uncoupling in a siding of a retraction group according to a disassembly list and subsequently pressed off a locomotive via an expiry hill.
  • a corresponding sequence control this makes it possible to put together new trains in the direction tracks adjoining the runway from the individual running cars or groups of cars, which are also referred to as processes.
  • a speedy transport of the car or the goods transported as short a residence time of the car in a marshalling yard is desirable and thus the greatest possible efficiency of the system.
  • This object is achieved by a method for operating a shunting, wherein the position of a Locomotive is determined in a Einfahrgleis the shunting, based on a to be pushed by the locomotive from the Einfahrgleis to a lane of the shunting unit Zerlegeussi the position of the expiry facing the front end of the Zerlegeussi is determined from the determined positions of the distance between the locomotive and the the front end of the breaking unit is determined and the determined distance is compared with a reference value for the length of the breaking unit.
  • first and the second step of the method according to the invention i. the determination of the position of the locomotive or the front end of the dismantling unit, also in reverse order or can be performed simultaneously.
  • the inventive method is based on the fundamental knowledge that in the area of Einfahrgleises a knowledge of "gaps" between the locomotive and the front, the Wegberg facing the end of the locomotive from the access track to the expiry of the shunting shingling unit to be slid dismembering an improvement of the operation and associated with this the performance of the shunting facility allows.
  • Corresponding gaps can usually arise on the one hand during the decoupling of the breaking units;
  • the reason for this are, in particular, impacts between the individual cars or groups of cars of the dismantling unit as well as different running characteristics of the cars or groups of wagons.
  • a determination as to whether or not there are corresponding gaps and how large these are in total takes place in that the distance between the locomotive and the front end of the disassembly unit is determined and then compared with a reference value for the length of the disassembly unit.
  • the determined distance between the locomotive and the front end of the disassembly unit here corresponds to the reference value within measurement tolerances in the event that there are no gaps within the disassembly unit and the locomotive has moved completely to the rear end of the disassembly unit.
  • find corrections such as to take account of buffer overhang, application.
  • a train length provided or pre-registered by a dispatching system of the shunting system can be used as a reference value for the length of the decomposing unit.
  • the length of the dismantling unit is measured, for example, when the yet uncoupled dismantling unit enters the access track and the corresponding measured value is subsequently used as the reference value for the length of the dismantling unit.
  • the knowledge gained by the method according to the present invention on the presence or absence of gaps can be used, on the one hand, for optimizing the collapse of the dismantling unit, thereby advantageously avoiding or reducing impingement impacts between the individual carriages or groups of carriages of the dismantling unit can be.
  • the comparison shows that there are no gaps (more)
  • the method according to the invention can already be carried out on approaching the locomotive to the dismantling unit or even during the approach of the locomotive and the dismantling unit to the expulsion hill.
  • the method according to the invention is preferably carried out continuously or cyclically in order to also enable recognition of changes in the distance between the locomotive and the front end of the dismantling unit. In this way, on the one hand, it can be determined that any gaps that may have been present within the dismantling unit have initially closed during the further course.
  • thereby also the case can be seen that, starting from a gap-free or gapless state in the context of the further maneuvering activity gaps within the Zerlegeaji or between the Zerlegeussi and the locomotive arise.
  • the method according to the invention also has the advantage that comparatively few measuring devices in the area of the entry track are required for its implementation.
  • the reason for this is that the comparison of the distance between the locomotive and the front end of the disassembly unit with the reference value for the length of the disassembly unit provides a general statement as to whether there are gaps between the individual cars or groups of cars of the disassembly unit or between the disassembly unit and the locomotive there or not.
  • the inventive method can be developed such that, taking into account the result of the comparison, a control signal for the locomotive is generated.
  • a control signal for the locomotive is generated.
  • the speed of the locomotive is controlled by means of the control signal.
  • the speed of the locomotive can be increased, for example, in the event that the comparison of the determined distance with the reference value for the length of the disassembly unit shows that there are no gaps between the locomotive and the disassembly unit or within the disassembly unit.
  • the method according to the invention can advantageously also be designed such that the control signal is output on a display device. This is particularly advantageous for those cases in which the locomotive is completely or partially controlled by shunting personnel.
  • the control signal By outputting the control signal on the display device, for example, information about the result of the comparison of the determined distance with the reference value for the length of the decomposing unit can be output. Additionally or alternatively, for example, it is also possible to indicate a recommendation with regard to increasing or decreasing the speed of the locomotive.
  • the display device may be arranged in or on the locomotive. In this case, it is thus possible by means of the control signal or its output to transmit information to a shunting driver arranged on the locomotive. Alternatively, however, it is also conceivable that the locomotive is controlled by means of a remote from the locomotive remote control and the display device is designed as part of the remote control or as a supplemental component to this.
  • the determination of the position of the locomotive can basically take place in any manner known per se.
  • the inventive method is developed such that the position of the locomotive with respect to a reference position, in particular in the form of the position of a balise is determined.
  • a reference position in particular in the form of the position of a balise is determined.
  • the use of the position of a balise is considered to be particularly advantageous as a reference position, since corresponding balises are often already arranged in the region of the entry tracks of shunting installations. Since the position of the balise in the track is known and unchanging, it can be used as a reference position for determining the position of the locomotive.
  • locomotives usually provide continuous Wegmorerrise, which can be detected, for example, by means of position encoders from which, taking into account the count when driving the Balise and the known position of the balise, the position of the locomotive can be determined in Einfahrgleis.
  • the determination of this position could be radar-based, depending on the particular circumstances.
  • the inventive method is designed such that the position of the front end of the dismantling unit is determined by determining the distance between the frontmost axis of the dismantling unit facing the drainage pit and an insulating joint by means of a track free length measurement.
  • the insulating joint or the associated measuring device is in this case provided in the respective entry track in front of the first merge point of a retracting group with several entry tracks.
  • Methods for track free length measurement are, for example, from the German patent applications DE 31 27 672 A1 . DE 43 05 514 A1 such as DE 101 23 433 A1 known.
  • the inventive method may also be configured such that in addition the distance between the locomotive and the rear end of the dismantling unit facing away from the gymnasberg is determined.
  • a corresponding distance determination for example by means of a locomotive arranged on the sensor device according to known methods can be made.
  • the invention further relates to a control device for a shunting system.
  • the present invention has for its object to provide a control device for a shunting system, which allows an increase in the performance of the system without affecting the Rangier considerably.
  • a control device for a shunting with a first measuring device for determining the position of a locomotive in a Einfahrgleis the shunting, a second measuring device based on a to be pushed by the locomotive from the Einfahrgleis to an expiry of the shunting shredding unit for determining the position of the demolition-facing front end of the disassembly unit, and an evaluation device for determining the distance between the locomotive and the front end of the disassembly unit from the determined positions and for comparing the determined distance with a reference value for the length of the disassembly unit.
  • control device according to the invention corresponds to those of the method according to the invention, so that reference is made to the corresponding explanations above.
  • control device can be designed such that the evaluation device is designed taking into account the result of the comparison for generating a control signal for the locomotive.
  • control device is designed such that the speed of the locomotive is controlled by means of the control signal.
  • control device can also be designed such that the control device is designed to output the control signal on a display device.
  • the first measuring device is designed to determine the position of the locomotive relative to a reference position, in particular in the form of the position of a balise.
  • control device can also be developed such that the second measuring device is designed such that the position of the front end of the cutting unit is determined by means of a track free length measurement, the distance between the front axis of the Zerlegeiser facing the professionberg and a Isolierlocation is determined ,
  • control device is additionally designed for determining the distance between the locomotive and the rear end of the dismantling unit facing away from the expulsion hill.
  • a locomotive 10 in the form of a shunting locomotive recognizable.
  • the locomotive 10 is located together with freight cars 20 and 30 and a group of cars consisting of two coupled freight cars 40 and 50 on a siding 100 a shunting.
  • the freight cars 20, 30, 40 and 50 together form a disassembly unit 60, which is to be pushed by the locomotive 10 from the access track 100 in a direction indicated by an arrow Rangiercardi R to a participatberg the shunting.
  • the goal here is to assemble the freight cars 20, 30, 40, 50 of the dismantling unit 60 into new trains by means of the maneuvering system or the drainage system thereof.
  • a gap l1 can be seen between the locomotive 10 and the freight car 20. Furthermore, there are also gaps l2 and l3 within the decomposition unit 60. To account for corresponding gaps l1, l2, l3 as part of the approach of the locomotive 10 to the disassembling unit 60 and in the context of the locomotive 10 and the disassembling unit 60 to the Wegberg particular in the speed control of the locomotive 10 and casseroles between the freight cars 20, 30th , 40 and 50 of the disassembly unit 60, carried out in the described method, a determination of the distance d between the locomotive 10 and the Morrisberg facing the front end of the disassembly unit 60, ie the front end of the freight car 50 in Rangierraum.
  • the position of the locomotive 10 in the entry track 100 of the shunting installation is determined with reference to a reference position in the form of the position of a balise 110 for this purpose.
  • This is done by locomotive 10 detecting over-travel of balise 110 and starting from this known reference position by means of a travel counter, i.
  • a travel counter i.
  • a speedometer the respective distance d1 to the balise 110 and thus the respective position p1 of the locomotive 10 in the access track 100 is determined.
  • the locomotive 10 here provides continuous or cyclic Wegfarerlor from which, taking into account the count when overcoming the Balise 110, the position p1 of the locomotive 10 in the access track 100 can be determined.
  • a vehicle-side first measuring device 11 which according to the above explanations may comprise, for example, a travel counter or position encoder, is transmitted from the first measuring device 11 to a vehicle-side transmission device 12 and radio-based therefrom using a vehicle antenna 13 transmit a wireless communication link 140 to an evaluation device 130 of a control device of the shunting system.
  • the position p2 of the front end of the dismantling unit 60 facing the drainage pit is determined. This can be done, for example, such that the distance between the front axle of the dismantling unit 60 facing the drainage pit and an insulating joint or a second measuring device 120 is determined by means of a track free length measurement. The determination of this distance d2 makes it possible taking into account the known position of the Isolierconcees or the second measuring device 120, the position p2 of the front end of the cutting unit 60 to determine precisely with comparatively little effort. The corresponding measurement result is also transmitted by the second measuring device 120 via a wired communication connection 150 to the evaluation device 130.
  • the evaluation device 130 determines the distance d between the locomotive 10 and the front end of the dismantling unit 60 from the received positions p1 and p2. By comparing the determined distance d with a reference value taken, for example, from a pre-registration of a dispatching system, the evaluation device 130 is able to: to make a statement as to whether there are gaps between the locomotive 10 and the front end of the disassembling unit 60 or not. In addition, if a measurement of the distance I1 between the locomotive 10 and the rear end of the disassembly unit 60, i. the locomotive 10 facing the end of the carriage 20, is made, in addition, a statement is possible to how large the gap or the gaps within the Zerlegesburg 60 itself is or are.
  • the described exemplary embodiment of the method according to the invention and the control device according to the invention which in addition to the evaluation device 130 comprises in particular the first measuring device 11 and the second measuring device 120, advantageously enables an optimization of the operation of the shunting device.
  • the evaluation device 130 comprises in particular the first measuring device 11 and the second measuring device 120
  • the collapse of the disassembling unit 60 can be optimized while simultaneously avoiding cusps between the freight cars 20, 30, 40, 50 of the disassembling unit 60.
  • accelerated maneuvering in the area of the access track 100 thus makes it possible to increase the efficiency of the maneuvering system, advantageously avoiding the quality of maneuvering at the same time, for example in the form of an increase in the number or intensity of casseroles.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
  • Radar Systems Or Details Thereof (AREA)
  • Traffic Control Systems (AREA)

Claims (14)

  1. Procédé pour faire fonctionner un chantier de triage, dans lequel
    - on détermine la position (p1) d'une locomotive (10) dans une voie (100) d'entrée du chantier de triage,
    caractérisé en ce que
    - rapporté à une unité (60) à dégrouper à déplacer par la locomotive (10) de la voie (100) d'entrée à une bosse du chantier de triage, on détermine la position (p2) de l'extrémité avant, tournée vers la bosse, de l'unité (60) à dégrouper,
    - à partir des positions (p1, p2) déterminées, on détermine la distance (d) entre la locomotive (10) et l'extrémité avant de l'unité (60) à dégrouper et
    - on compare la distance (d) déterminée à une valeur de référence de la longueur de l'unité (60) à dégrouper.
  2. Procédé suivant la revendication 1,
    caractérisé en ce qu'
    en tenant compte du résultat de la comparaison, on produit un signal de commande de la locomotive (10).
  3. Procédé suivant la revendication 2,
    caractérisé en ce que
    l'on commande la vitesse de la locomotive (10) au moyen du signal de commande.
  4. Procédé suivant la revendication 2 ou 3,
    caractérisé en ce que
    l'on sort le signal de commande sur un dispositif d'affichage.
  5. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que
    l'on détermine la position (p1) de la locomotive (10) rapportée à une position de référence, notamment sous la forme de la position d'une balise (110).
  6. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que
    l'on détermine la position (p2) de l'extrémité avant de l'unité (60) à dégrouper en déterminant, au moyen d'une mesure de la longueur libre de la voie, la distance (d2) entre un joint de rail isolant et l'essieu le plus en avant, tourné vers la bosse, de l'unité (60) à dégrouper.
  7. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que
    l'on détermine supplémentairement la distance (l1) entre la locomotive (10) et l'extrémité arrière, éloignée de la bosse, de l'unité (60) à dégrouper.
  8. Dispositif de commande d'un chantier de triage, comprenant
    - un premier dispositif (11) de mesure pour déterminer la position (p1) d'une locomotive (10) dans une voie (100) d'entrée du chantier de triage,
    caractérisé par
    - un deuxième dispositif (120) de mesure qui, rapporté à une unité (60) à dégrouper à déplacer par la locomotive (10) de la voie (100) d'entrée à une bosse du chantier de triage, est constitué pour déterminer la position (p2) de l'extrémité avant, tournée vers la bosse, de l'unité (60) à dégrouper et
    - un dispositif (130) d'exploitation
    - pour déterminer la distance (d) entre la locomotive (10) et l'extrémité avant de l'unité (60) à dégrouper à partir des positions (p1, p2) déterminées ainsi que
    - pour comparer la distance (d) déterminée à une valeur de référence de la longueur de l'unité (60) à dégrouper.
  9. Dispositif de commande suivant la revendication 8,
    caractérisé en ce que
    le dispositif (130) d'exploitation est, en tenant compte des résultats de la comparaison, constitué pour produire un signal de commande de la locomotive (10).
  10. Dispositif de commande suivant la revendication 9,
    caractérisé en ce que
    le dispositif de commande est constitué pour commander la vitesse de la locomotive (10) au moyen du signal de commande.
  11. Dispositif de commande suivant la revendication 9 ou 10,
    caractérisé en ce que
    le dispositif de commande est constitué pour sortir le signal de commande sur un dispositif d'affichage.
  12. Dispositif de commande suivant l'une des revendications 8 à 11,
    caractérisé en ce que
    le premier dispositif (11) de mesure est constitué pour déterminer la position de la locomotive (10) rapportée à une position de référence, notamment sous la forme de la position d'une balise (110).
  13. Dispositif de commande suivant l'une des revendications 8 à 12,
    caractérisé en ce que
    le deuxième dispositif (120) de mesure est constitué de manière à déterminer la position (p2) de l'extrémité avant de l'unité (60) à dégrouper en déterminant, au moyen d'une mesure de la longueur libre de la voie, la distance (d2) entre un joint de rail isolant et l'essieu le plus en avant, tourné vers la bosse, de l'unité (60) à dégrouper.
  14. Dispositif de commande suivant l'une des revendications 8 à 13,
    caractérisé en ce que
    le dispositif de commande est constitué supplémentairement pour déterminer la distance (11) entre la locomotive (10) et l'extrémité arrière, éloignée de la bosse, de l'unité (60) à dégrouper.
EP12721239.7A 2011-05-11 2012-05-07 Procédé de fonctionnement d'une installation de triage et dispositif de commande d'une installation de triage Active EP2691282B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011075642A DE102011075642A1 (de) 2011-05-11 2011-05-11 Verfahren zum Betreiben einer Rangieranlage sowie Steuereinrichtung für eine Rangieranlage
PCT/EP2012/058365 WO2012152752A1 (fr) 2011-05-11 2012-05-07 Procédé de fonctionnement d'une installation de triage et dispositif de commande d'une installation de triage

Publications (2)

Publication Number Publication Date
EP2691282A1 EP2691282A1 (fr) 2014-02-05
EP2691282B1 true EP2691282B1 (fr) 2018-07-25

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Application Number Title Priority Date Filing Date
EP12721239.7A Active EP2691282B1 (fr) 2011-05-11 2012-05-07 Procédé de fonctionnement d'une installation de triage et dispositif de commande d'une installation de triage

Country Status (4)

Country Link
US (1) US9260121B2 (fr)
EP (1) EP2691282B1 (fr)
DE (1) DE102011075642A1 (fr)
WO (1) WO2012152752A1 (fr)

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US10112632B2 (en) * 2015-11-12 2018-10-30 Trapeze Software Ulc Method and system for rail vehicle coupling determination
CN110422209B (zh) * 2019-07-31 2021-09-07 中铁武汉勘察设计研究院有限公司 一种铁路集装箱货场调车作业的控制方法及系统
CN113548095B (zh) * 2021-07-05 2022-09-02 交控科技股份有限公司 虚拟编组列车区间运行方法及系统
CN113492892B (zh) * 2021-07-13 2022-08-30 交控科技股份有限公司 虚拟编组列车追踪控制方法、装置、电子设备及可读存储介质

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Also Published As

Publication number Publication date
EP2691282A1 (fr) 2014-02-05
WO2012152752A1 (fr) 2012-11-15
US20140042278A1 (en) 2014-02-13
DE102011075642A1 (de) 2012-11-15
US9260121B2 (en) 2016-02-16
RU2013154762A (ru) 2015-06-20

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