EP2718163B1 - Procédé et dispositif de commande pour déterminer la longueur d'au moins une section de voie - Google Patents

Procédé et dispositif de commande pour déterminer la longueur d'au moins une section de voie Download PDF

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Publication number
EP2718163B1
EP2718163B1 EP12732840.9A EP12732840A EP2718163B1 EP 2718163 B1 EP2718163 B1 EP 2718163B1 EP 12732840 A EP12732840 A EP 12732840A EP 2718163 B1 EP2718163 B1 EP 2718163B1
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EP
European Patent Office
Prior art keywords
rail
rail vehicle
track section
traversal
speed
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EP12732840.9A
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German (de)
English (en)
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EP2718163A1 (fr
Inventor
Peter KUEHS
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Siemens AG
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Siemens AG
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Classifications

    • 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
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/16—Devices for counting axles; Devices for counting vehicles
    • B61L1/162—Devices for counting axles; Devices for counting vehicles characterised by the error correction
    • 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
    • B61L1/16—Devices for counting axles; Devices for counting vehicles
    • B61L1/169—Diagnosis
    • 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
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/021—Measuring and recording of train speed

Definitions

  • the invention relates to a method according to the preamble of independent claim 1 and to a control device for determining the length of at least one track section according to the preamble of claim 8.
  • the length of a track section or several track sections In connection with the operation and the control of systems of rail-bound traffic, it may be necessary or appropriate for different reasons to determine the length of a track section or several track sections. This is especially true in connection with the control of technical equipment disposal systems, since a precise knowledge of the length of the traversed units traversed track sections for a reliable and efficient control of the system is of great importance.
  • the length of the track sections between the track brakes of a drainage system is an essential input for forecasting a time-distance line of the running units and thus ultimately for the most efficient and reliable control of the entire drainage system.
  • one possibility for determining the length of track sections is to optically measure them, for example, at the beginning of a project.
  • this approach has the disadvantage that in particular the measurement of effective arc lengths across switches and brakes is relatively error-prone and thus the corresponding measurement results are comparatively inaccurate.
  • the present invention has for its object to provide a particularly efficient and at the same time comparatively easy to implement method for determining the length of at least one track section.
  • this object is achieved by a method for determining the length of at least one track section, where tracking messages triggered by a negotiation of the at least one track section with a rail vehicle, triggered by the rail sections delimiting rail contacts, are detected, characterized in that the speed of the rail vehicle is determined and the length of the at least one track section is determined taking into account the time interval of the detected traffic reports and the determined speed.
  • the method according to the invention advantageously makes use of the fact that track sections whose length is to be determined are frequently limited in practice by rail contacts.
  • rail contacts these may be, for example, those which serve for measuring the speed or the detection of the presence of rail vehicles.
  • any sensors which are suitable for the detection of individual wheels or axles of rail vehicles are referred to as rail contacts.
  • active principle these may be, for example, mechanical, hydraulic, pneumatic, magnetic, inductive or optically acting rail contacts.
  • the speed of the rail vehicle is determined, it being expressly pointed out that the first method step and the second method step can also be executed or carried out in reverse order or completely or partially simultaneously.
  • the length of the at least one track section is determined taking into account the time interval of the recorded traffic reports and the determined speed.
  • the time interval of the recorded driving messages on the one hand, e.g. be determined that on the part of a traffic message receiving device, which may be, for example, a control device, the time points of the respective receipt of the driving messages are logged and used in the sequence.
  • a traffic message receiving device which may be, for example, a control device
  • the time interval of the recorded traffic reports from information contained in the driving messages themselves, such as in the form of time stamps removed.
  • the method according to the invention offers the advantage that on the basis of the time interval of the recorded traffic reports As well as the determined speed of the rail vehicle with surprisingly little effort, a comparatively accurate determination of the length of the at least one track section is possible.
  • the length of the at least one track section - and thus the distance between the respective rail contacts or, to a certain extent, the position or position of the respective rail contacts - is determined on the basis of traffic reports of the rail contacts themselves.
  • the method according to the invention is also advantageous in that the traversing of track sections for checking the operability of the rail contacts is usually carried out anyway and thus on this occasion simultaneously determining the length of the at least one track section bounded by the respective rail contacts in a low-effort manner can be done.
  • the determination of the speed of the rail vehicle can take place in any manner known per se. This includes, for example, determining the speed by means of a tachometer or using it a vehicle-side or track-side radar device.
  • the speed of the rail vehicle is determined taking into account the axial distances of the rail vehicle and the time interval of the triggered by the axles of the rail vehicle driving reports.
  • additional sensors or components for determining the speed of the rail vehicle can be dispensed with.
  • only a measurement of the axial distances of the rail vehicle is required, on the basis of which, with further consideration of the time interval of the triggered by the axles of the rail vehicle driving reports or Befahrungssignale the speed of the rail vehicle can be determined precisely.
  • the center distances of the rail vehicle thus act as a fixed scale, which is guided over the track section to be measured.
  • the speed of this moving scale can be determined with high accuracy on the basis of the axial distances of the rail vehicle.
  • the method according to the invention is configured such that the speed of the rail vehicle is determined in such a way that, taking into account the time interval between two successive traffic reports and the associated center distance, the average speed is determined in a time interval.
  • This is advantageous because it allows the course of the speed of the rail vehicle to be determined as a function of time. While it will be desirable in the rule that, in the context of determining the length of the at least one track section, the rail vehicle is moved as uniformly as possible along the at least one track section. However, an exactly constant speed in practice will be difficult to achieve on a regular basis, so that a determination of the average speed of the rail vehicle at time intervals with regard to the accuracy of the determination of the length of the at least one track section is advantageous.
  • the method according to the invention can also be developed in such a way that the average speed is determined in the time interval, taking into account the time interval between two successive traffic reports triggered by the same rail contact.
  • This is advantageous because it also allows different speeds of parts or units of the rail vehicle, which can be caused for example by shocks, can be considered or corrected in the context of determining the length of the at least one track section.
  • the rail vehicle that triggers the traffic reports can be a rail vehicle of any type. This includes, in particular, rail vehicles consisting of one or more units, wherein the unit or each of the units may be self-propelled or non-powered.
  • the method according to the invention is developed in such a way that by tracking the at least one track section with a rail vehicle which comprises at least one locomotive which is controllable with respect to its speed, it detects tracking messages triggered by rail contacts delimiting the respective track section become.
  • a rail vehicle which comprises at least one locomotive which is controllable with respect to its speed
  • it detects tracking messages triggered by rail contacts delimiting the respective track section become.
  • the use of at least one locomotive that is controllable with respect to its speed offers the advantage that the speed of the rail vehicle can be kept constant with comparatively high accuracy.
  • the method according to the invention may also be configured in such a way that by driving the at least one track section with a rail vehicle comprising at least one unpowered carriage, the vehicle is triggered by traffic reports triggered by the rail sections delimiting the respective track section be recorded.
  • the rail vehicle comprises only one non-powered unit or several non-powered units, for example in the form of freight cars, which move along the at least one track section solely on the basis of gravity and / or due to their momentum.
  • the rail vehicle may additionally also have at least one locomotive that is controllable with respect to its speed.
  • the at least one track section may in principle be any track section bounded by rail contacts within a railroad or track installation.
  • the length of at least one track section of a route is determined in a rangierischen drainage system.
  • a rangierischen drainage system This is advantageous, since technical draining systems usually have a large number of track sections bounded by rail contacts whose length can be precisely determined for efficient and reliable control of the drainage system.
  • the method according to the invention makes it possible to determine the length of the respective track sections in a comparatively low-effort manner with high accuracy on the basis of data recorded or determined by following the paths of the run-off system with the rail vehicle.
  • the object of the present invention is to specify a control device which supports a particularly efficient and at the same time comparatively easy to implement method for determining the length of at least one track section.
  • control device for determining the length of at least one track section, wherein the control device is formed by characterized in that the control device is designed to determine the speed of the rail vehicle and the length of the at least one track section, taking into account the time interval of the railroad vehicle caused a, at least one track section caused by a rail vehicle, caused by the respective track section rail contacts rail reports recorded traffic reports and the speed determined.
  • control device according to the invention corresponds to those of the method according to the invention, so that in this regard reference is made to the corresponding explanations above.
  • control device according to the invention with respect to the respective preferred development of the method according to the invention, so that reference is also made in this regard to the corresponding above explanatory.
  • control device is designed to determine the speed of the rail vehicle, taking into account the axial distances of the rail vehicle and the time interval of the triggered by the axes of the rail vehicle Fahrungsungsmeldonne.
  • control device can also be developed such that the control device is designed to determine the speed of the rail vehicle such that it determines the average speed in a time interval taking into account the time interval between two successive traffic reports and the associated center distance.
  • control device is designed to determine the average speed in a time interval taking into account the time interval between two successive traffic reports triggered by the same rail contact.
  • control device can also be configured such that the control device is designed to detect travel messages triggered by the rail sections delimiting rail contacts by tracing the at least one track section with a rail vehicle comprising at least one locomotive that is controllable with respect to its speed.
  • the control device is preferably designed to detect travel messages triggered by the rail sections delimiting rail contacts by tracing the at least one track section with a rail vehicle comprising at least one unpowered carriage.
  • control device is designed a control device for a rangiertechnische drainage system and for determining the length of at least one track section of a route of the drainage system.
  • the invention further comprises a control system for controlling a technical draining plant, with a control device according to the invention or a control device according to one of the aforementioned preferred developments of the control device according to the invention and also with the rail contacts limiting the respective track section for triggering the control messages detected by the control device, caused by the driving of the at least one track section with the rail vehicle.
  • a rail vehicle 10 can be seen, comprising two units 20 and 30 coupled together.
  • the rail vehicle 10 moves from left to right along a path of a technical draining plant.
  • the units 20, 30 of the rail vehicle 10 may be both run-away non-powered cars and non-powered vehicles or two coupled locomotives coupled to a locomotive. Irrespective of this, the units 20, 30 of the rail vehicle 10 are coupled as short and rigidly as possible, since this avoids or at least reduces changes in the variable center distance beyond the car coupling.
  • track sections L1, L2 and L3 limiting rail contacts K1, K2, K3 and K4 are arranged. These are characterized in that they are formed in any manner known per se for the detection of axles or wheels A1,... A8 of the rail vehicle 10.
  • the rail contacts K1, K2, K3, K4 for example, for detecting the occupancy state of a track section, which may be given for example by a track brake, or also for determining the speed of the rail vehicle 10 may be provided.
  • control device 50 By tracing the track sections L1, L2 and L3 through the rail vehicle 10, traffic reports of the rail contacts K1, K2, K3 and K4 are triggered. These are transmitted via communication links 41, 42, 43, 44 from the rail contacts K1, K2, K3, K4 to a control device 50, which may be, for example, a control computer for controlling the operation of the drainage system.
  • the control device 50 preferably comprises both hardware components, for example in the form of processors and memory means, as well as software components, for example in the form of program code.
  • the driving messages can basically be implemented as signals of any kind; This includes in particular both digital and analog signals.
  • the timing of their input is detected by the control device 50, which is indicated in the figure by the representation of the time t as the input variable of the control device 50. If the transmission times differ for the traffic reports of different rail contacts K1, K2, K3, K4, this may have to be considered in the context of the evaluation.
  • the time of detection of the respective axis of the rail vehicle 10 could also be determined on the part of the rail contacts K1, K2, K3, K4 and communicated to the control device 50 with the respective driving message.
  • a temporal synchronization of the rail contacts K1, K2, K3, K4 will usually be appropriate or necessary.
  • a traffic message pronounced as a digital signal it can contain a clear identification of the respective rail contact K1, K2, K3, K4 in order to unambiguously assign the traffic report to the respective rail contact K1, K2 independently of the respective communication connections 41, 42, 43, 44 To allow K3 or K4.
  • the communication links 41, 42, 43, 44 may be both wired and wireless, i. radio-based, for example.
  • the rail contacts K1, K2, K3, K4 and the control device 50 can be connected to each other, for example via a bus system.
  • the signals S Ki Aj are shown only schematically in the figure and, of course, depending on the particular implementation of other signal waveforms may result. This includes, in particular, the case that the traffic reports or the signals transmitted to them deviate from the representation of the figure as a function of time t can represent as vertical lines that either only a punctual transmission of the respective Befahrungsmeldung done or on the part of the control device 50 based on each received Befahrungsmeldung an associated time is determined.
  • the speed of the rail vehicle 10 can advantageously be determined on the basis of a measurement of the distances of the axles A1,... A8 of the rail vehicle 10 on the basis of the time interval of the travel messages triggered by the axles A1,... A8 of the rail vehicle 10. This can be done in particular such that, taking into account the time interval between two successive traffic reports and the associated center distance, the average speed is determined in the respective time interval.
  • the determination or calculation of the length of the track sections L1, L2, L3 by the control device 50 can now be carried out, taking into account the time interval of the recorded traffic reports and the determined speed, for example, such that first the recorded traffic reports the respective rail contacts K1, K2, K3, K4 and the respective axes A1, ... A8 of the rail vehicle 10 are assigned.
  • the known center distances of the rail vehicle 10 as well as the at least roughly known location of the rail contacts K1, K2, K3, K4 are taken into account.
  • the distances between axes different units 20, 30, ie related to the illustrated embodiment, for example, the distance between the axes A4 and A5, will be known with a lower accuracy in the rule or have a higher variability over time than the "inner" axial distances of axes A1
  • the rigid center distances for example, within a bogie and not -Starren, ie at least to some extent variable distances of axles of different bogies (the same unit 20 or 30 of the rail vehicle 10) are made.
  • the method described above offers the advantage that by means of the constant center distances of the rail vehicle 10 a fixed scale is available with which the track sections L1, L2, L3 can be measured.
  • the speed of this scale can be determined in particular with reference to the traffic reports triggered by the axes A1,... A4 of the unit 20 or the axles A5,... A8 of the unit 30 of the rail vehicle 10 with comparatively high accuracy be so that overall results in a relatively accurate determination of the movement or the speed of the rail vehicle 10 and thus the distances between the contacts K1, K2, K3 and K4.
  • a determination of the length of the track sections L1, L2, L3 with an accuracy on the order of a few centimeters is possible.
  • the method further has the fundamental advantage that the length of the track sections L1, L2, L3 is determined with reference to the rail contacts K1, K2, K3, K4, whose spacing is important in the context of, for example, a method for controlling a drainage system, and thus Any differences between a visually measured length and the "technically effective" length of the track sections omitted.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Claims (15)

  1. Procédé de détermination de la longueur d'au moins un tronçon (L1, L2, L2) de voie, dans lequel
    - on détecte des messages de parcours provoqués par un véhicule (10) ferroviaire parcourant le au moins un tronçon (L1, L2, L3) de voie et déclenchés par des contacts (K1, K2, K3, K4) de voie délimitant le tronçon (L1, L2, L3) de voie,
    caractérisé en ce que
    - on détermine la vitesse du véhicule (10) ferroviaire et
    - on détermine la longueur du au moins un tronçon (L1, L2, L3) de voie en tenant compte de la distance dans le temps entre les messages de parcours détectés, ainsi que de la vitesse déterminée.
  2. Procédé suivant la revendication 1,
    caractérisé en ce que
    on détermine la vitesse du véhicule (10) ferroviaire en tenant compte de la distance entre l'essieu du véhicule (10) ferroviaire et de la distance dans le temps entre les messages de parcours déclenchés par les essieux (A1,...A8) du véhicule (10) ferroviaire.
  3. Procédé suivant la revendication 2,
    caractérisé en ce que
    on détermine la vitesse du véhicule (10) ferroviaire de manière à déterminer, en tenant compte de la distance dans le temps entre deux messages de parcours successifs et de la distance entre essieux associée, la vitesse moyenne dans un intervalle de temps.
  4. Procédé suivant la revendication 3,
    caractérisé en ce que
    on détermine la vitesse moyenne dans l'intervalle de temps en tenant compte de la distance dans le temps entre deux messages de parcours successifs déclenchés par le même contact (par exemple K1) de voie.
  5. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que
    par un parcours du au moins un tronçon (L1, L2, L3) de voie par un véhicule (10) ferroviaire, qui comprend au moins une locomotive dont on peut commander la vitesse, on détecte des messages de parcours provoqués, déclenchés par les contacts (K1, K2, K3, K4) de voie délimitant le tronçon (L1, L2, L3) de voie.
  6. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que
    par un parcours du au moins un tronçon (L1, L2, L3) de voie par un véhicule (10) ferroviaire, qui comprend au moins une voiture sans entraînement, on détecte des messages de parcours provoqués, déclenchés par les contacts (K1, K2) de voie délimitant le tronçon (par exemple L1) de voie.
  7. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que
    on détermine la longueur d'au moins un tronçon (L1, L2, L3) de voie d'un trajet dans une installation de triage par gravité.
  8. Dispositif (50) de commande pour déterminer la longueur d'au moins un tronçon (L1, L2, L3) de voie, le dispositif (50) de commande étant constitué
    - pour détecter des messages de parcours provoqués par un parcours du au moins un tronçon (L1, L2, L3) de voie par un véhicule (10) ferroviaire et déclenchés par des contacts (K1, K2, K3, K4) délimitant le tronçon (L1, L2, L3) de voie,
    caractérisé en ce que
    le dispositif de commande est constitué
    - pour déterminer la vitesse du véhicule (10) ferroviaire et
    - pour déterminer la longueur du au moins un tronçon (L1, L2, L3) de voie en tenant compte de la distance dans le temps entre les messages de parcours détectés, ainsi que de la vitesse déterminée.
  9. Dispositif de commande suivant la revendication 8,
    caractérisé en ce que
    le dispositif (50) de commande est constitué pour déterminer la vitesse du véhicule (10) ferroviaire en tenant compte de la distance entre essieux du véhicule (10) ferroviaire et de la distance dans le temps entre les messages de parcours déclenchés par les essieux (A1...A8) du véhicule (10) ferroviaire.
  10. Dispositif de commande suivant la revendication 9,
    caractérisé en ce que
    le dispositif (50) de commande est constitué pour déterminer la vitesse du véhicule (10) ferroviaire de manière à déterminer, en tenant compte de la distance dans le temps entre deux messages de parcours successifs et de la distance entre essieux associée, la vitesse moyenne dans un intervalle de temps.
  11. Dispositif de commande suivant la revendication 10,
    caractérisé en ce que
    le dispositif (50) de commande est constitué pour déterminer la vitesse moyenne dans un l'intervalle de temps en tenant compte de la distance dans le temps entre deux messages de parcours successifs déclenchés par le même contact (par exemple K1) de voie.
  12. Dispositif de commande suivant l'une des revendications 8 à 11,
    caractérisé en ce que
    le dispositif (50) de commande est constitué pour détecter, par un parcours du au moins un tronçon (L1, L2, L3) de voie par un véhicule (10) ferroviaire, qui comprend au moins une locomotive dont on peut commander la vitesse, des messages de parcours provoqués et déclenchés par les contacts (K1, K2) de voie délimitant le tronçon (par exemple L1) de voie.
  13. Dispositif de commande suivant l'une des revendications 8 à 12,
    caractérisé en ce que
    le dispositif (50) de commande est constitué pour détecter, par un parcours du au moins un tronçon (L1, L2, L3) de voie par un véhicule (10) ferroviaire, qui comprend au moins une voiture sans entraînement, des messages de parcours provoqués et déclenchés par des contacts (K1, K2) de voie délimitant le tronçon (par exemple L1) de voie.
  14. Dispositif de commande suivant l'une des revendications 8 à 13,
    caractérisé en ce que
    le dispositif (50) de commande
    - est un dispositif de commande pour une installation de triage par gravité et
    - est constitué, pour la détermination de la longueur d'au moins un tronçon (L1, L2, L3) de voie, d'un trajet d'une installation de triage par gravité.
  15. Système de commande d'une installation de triage par gravité, comprenant
    - un dispositif (50) de commande suivant l'une des revendications 8 à 14, ainsi que
    - les contacts (K1, K2, K3, K4) délimitant le tronçon (L1, L2, L3) de voie pour le déclenchement des messages de parcours détectés par le dispositif (50) de commande et provoqués par le parcours du au moins un tronçon (L1, L2, L3) de voie par le véhicule (10) ferroviaire.
EP12732840.9A 2011-07-19 2012-07-04 Procédé et dispositif de commande pour déterminer la longueur d'au moins une section de voie Active EP2718163B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011079419A DE102011079419A1 (de) 2011-07-19 2011-07-19 Verfahren sowie Steuereinrichtung zum Bestimmen der Länge zumindest eines Gleisabschnitts
PCT/EP2012/063014 WO2013010795A1 (fr) 2011-07-19 2012-07-04 Procédé et dispositif de commande pour déterminer la longueur d'au moins une section de voie

Publications (2)

Publication Number Publication Date
EP2718163A1 EP2718163A1 (fr) 2014-04-16
EP2718163B1 true EP2718163B1 (fr) 2017-03-22

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EP (1) EP2718163B1 (fr)
DE (1) DE102011079419A1 (fr)
LT (1) LT2718163T (fr)
RU (1) RU2562477C1 (fr)
WO (1) WO2013010795A1 (fr)

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Publication number Priority date Publication date Assignee Title
DE102017201266A1 (de) * 2017-01-26 2018-07-26 Siemens Aktiengesellschaft Verfahren zum Betreiben einer rangiertechnischen Ablaufanlage sowie Steuereinrichtung für eine solche Anlage
CN112455501A (zh) * 2020-10-21 2021-03-09 中铁第四勘察设计院集团有限公司 一种铁路车辆轮轴间距超长检测系统及方法
CN114852131B (zh) * 2022-05-06 2023-12-22 北京和利时系统工程有限公司 一种闭塞分区长度的检测方法、装置及存储介质

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Publication number Priority date Publication date Assignee Title
DE4227787A1 (de) * 1992-04-29 1994-02-24 Siemens Ag Verfahren zum Bestimmen der Einlaufgeschwindigkeit von Eisenbahnfahrzeugen in eine Meßstrecke
EP0753444A1 (fr) * 1995-07-12 1997-01-15 Siemens Aktiengesellschaft Procédé pour la détection d'erreurs pour compteurs d'essieux à sections multiples

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RU2014106065A (ru) 2015-08-27
RU2562477C1 (ru) 2015-09-10
LT2718163T (lt) 2017-05-10
DE102011079419A1 (de) 2013-01-24
WO2013010795A1 (fr) 2013-01-24

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