EP2720926B2 - Procédé pour faire fonctionner une installation de triage par gravité et système de commande pour une installation de triage par gravité - Google Patents

Procédé pour faire fonctionner une installation de triage par gravité et système de commande pour une installation de triage par gravité Download PDF

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Publication number
EP2720926B2
EP2720926B2 EP12734887.8A EP12734887A EP2720926B2 EP 2720926 B2 EP2720926 B2 EP 2720926B2 EP 12734887 A EP12734887 A EP 12734887A EP 2720926 B2 EP2720926 B2 EP 2720926B2
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European Patent Office
Prior art keywords
retarder
value
speed
account
brake
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EP12734887.8A
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German (de)
English (en)
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EP2720926A1 (fr
EP2720926B1 (fr
Inventor
Peter KUEHS
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Siemens Mobility GmbH
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Siemens Mobility GmbH
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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
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H11/00—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K7/00—Railway stops fixed to permanent way; Track brakes or retarding apparatus fixed to permanent way; Sand tracks or the like
    • B61K7/02—Track brakes or retarding apparatus
    • B61K7/12—Track brakes or retarding apparatus electrically controlled
    • 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
    • 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

  • shunting shunting systems wagons or groups of wagons, which are also referred to as shunts, are sorted from a mountain track into different directional tracks using the force of gravity acting on the processes.
  • An automatic control system suitable for this purpose is known, for example, from the company publication " Automation system for train formation yards MSR32 - More efficiency and safety in freight traffic", order no.: A19100-V100-B898-V1, Siemens AG 2010 famous.
  • the speed of the processes is automatically influenced by appropriate control of a valley brake in such a way that the entry speed of the processes in the next brake squadron in the form of a directional rail brake does not exceed a first threshold value, which can be around 4 m/s, for example. This ensures that the directional siding brake located at the beginning of the respective siding allows for sufficient braking of the processes under all circumstances that usually occur in practice.
  • the present invention is based on the object of specifying a method for operating a shunting hump that allows an increase in the performance of the respective hump.
  • This object is achieved according to the invention by a method for operating a shunting shunting system, whereby for the respective processes in the form of wagons or groups of wagons being run off for a first track brake, based on a target run-out speed from the first track brake and taking into account the work capacity of the first track brake and under At least one value for an entry speed into the first track brake is determined taking into account properties of the respective process, for a second track brake located uphill in relation to the first track brake, at least one value for an exit speed based on the determined at least one value for the entry speed into the first track brake is determined from the second track brake and the second track brake is controlled taking into account the determined at least one value for the coasting speed.
  • At least one value for an entry speed into the first track brake is determined for the respective sequences in the form of cars or groups of cars for a first track brake, based on a target exit speed from the first track brake.
  • the desired run-out speed from the first track brake can be fixed or can be predetermined for all processes.
  • the setpoint run-out speed from the first rail brake is already determined specifically for the respective process.
  • the at least one value for the entry speed into the first track brake is determined taking into account the work capacity of the first track brake and taking into account properties of the respective process. This is advantageous because it enables the best possible control of the track brakes of the shunting yard system, taking into account the respective circumstances in relation to the first track brake and the respective process. With regard to the working capacity of the first track brake, aspects specific to the relevant track brake, such as the age of the brake or a defective valve, can advantageously be taken into account.
  • the at least one value determined for the entry speed into the first track brake can be a single value, for example in the form of a maximum entry speed at which the respective process is braked to the target exit speed by the first track brake is still guaranteed to act.
  • the at least one value for the run-in speed can also consist, for example, of a plurality of discrete speed values or a speed range delimited by an upper and a lower run-in speed.
  • At least one value for the exit speed from the second track brake is now determined for a second track brake located uphill in relation to the first track brake, based on the determined at least one value for the entry speed into the first track brake. This means that the at least one value for the run-out speed from the second track brake along the route "from bottom to top", ie from the direction tracks is calculated or determined in the direction of the hump.
  • the at least one value for the exit speed from the second track brake is calculated based on the previously determined at least one value for the entry speed in the first track brake, ie based on at least one value of the entry speed in the first track brake that is specific for the respective process.
  • the at least one specific value for the exit speed from the second track brake can be a single speed value, several discrete values or a speed range or a speed band, analogously to the at least one value for the entry speed into the first track brake .
  • the second track brake is controlled taking into account the at least one value determined for the run-down speed. This means that the second track brake is actuated in such a way that the respective sequence at the end of the second track brake does not normally exceed a maximum permissible run-out speed, so that ultimately the first track brake can ensure compliance with the target run-out speed from the first track brake.
  • the method according to the invention can thus advantageously be applied to any number of rail brakes located in the respective route of the respective sequence.
  • At least one value for the entry speed into the relevant track brake is determined based on the specified or determined exit speed from the respective track brake or the respective values for this exit speed and related to the closest track brake in the direction of the hump at least one value for the exit speed from this rail brake is determined on the basis of this determined at least one value of the entry speed.
  • the method according to the invention is basically suitable for controlling any rail brakes of shunting yard systems.
  • the method according to the invention therefore differs fundamentally from the known method, in which the setpoint run-out speed is determined separately from brake to brake, in that it provides for a brake-encompassing determination of the run-out speed from the second track brake.
  • an overall optimization of the operation and, associated therewith, of the performance of the drainage system can advantageously take place. It is possible within the framework of the method according to the invention, for example, to carry out an optimization with regard to the runtime of the respective process.
  • the fact that the deceleration to a low speed level, as is usual for the direction tracks, can take place as far down the valley as possible makes it possible to let light processes run out of the valley brake at high speed, since it is known that only a comparatively small amount of kinetic energy has to be dissipated in the directional rail brake.
  • shorter follow-up times between successive runs can be achieved, which results in a higher mountain performance being made possible.
  • the method according to the invention can preferably be developed in such a way that the mass, the number of axles, the distribution of the mass over the axles and/or the running resistance are taken into account as properties of the respective sequence. This is advantageous because the variables mentioned are those that decisively influence the running behavior of the respective process and the braking force that may be required for braking.
  • At least one measured value is recorded in relation to the respective sequences and the work capacity of the first track brake taken into account when determining the at least one value for the entry speed into the first track brake is adaptively tracked using the at least one recorded measured value.
  • the actual run-in and run-out speeds in and out of the respective track brake are preferably recorded as measured values and used on the basis of a comparison with logged braking stages or states of the track brake to adjust the working capacity of the respective track brake.
  • the method according to the invention can also be designed such that when determining the at least one value for the entry speed into the first track brake, a work capacity that is reduced compared to the maximum work capacity of the first track brake is taken into account.
  • a work capacity that is reduced compared to the maximum work capacity of the first track brake is taken into account.
  • a second track brake is controlled in the form of a valley brake.
  • a third track brake can be, for example, a mountain brake, also referred to as a ramp brake.
  • gradient compensating brakes which can be arranged in the area of the routing tracks depending on the respective embodiment of the hump, can also be taken into account in the context of the method.
  • the method according to the invention is further configured in such a way that when controlling the second track brake, a sequence preceding and/or following the respective sequence is taken into account.
  • the second track brake can thus advantageously be controlled, taking into account the at least one value determined for the run-out speed, in particular in such a way that processes in which there is a time conflict with a previous process on the route between the second track brake and the first track brake are or are occurring could be decelerated in the second track brake in such a way that, in extreme cases, they pass through the first track brake unbraked in order to reach the target run-out speed.
  • the present invention is based on the object of specifying a control device that enables an increase in the performance of the respective hump.
  • a control device for a shunting shunting system being designed to generate at least one value for an entry speed for the respective processes in the form of cars or groups of cars moving off for a first track brake, based on a target exit speed from the first track brake into the first track brake, for a second track brake located uphill in relation to the first track brake, based on the determined at least one value for the entry speed into the first track brake and taking into account the work capacity of the first track brake and taking into account properties of the respective process at least one To determine a value for a run-out speed from the second track brake and to control the second track brake, taking into account the determined at least one value for the run-out speed.
  • the control device is designed, starting from the determined at least one value for the exit speed from the second track brake, to determine at least one value for an entry speed into the second track brake, for a third track brake located uphill in relation to the second track brake, starting from the determined at least one value for the entry speed into the second track brake to determine at least one value for an exit speed from the third track brake and to control the third track brake taking into account the determined at least one value for the exit speed from the third track brake.
  • control device according to the invention corresponds to those of the method according to the invention, so that reference is made in this regard to the corresponding statements above.
  • control device is designed to take into account the mass, the number of axles, the distribution of the mass over the axles and/or the running resistance as properties of the respective sequence.
  • control device is designed to record at least one measured value in relation to the respective sequences and the working capacity of the first track brake, which is taken into account when determining the at least one value for the entry speed into the first track brake, based on the at least one recorded measured value track adaptively.
  • control device can also be configured, when determining the at least one value for the entry speed into the first track brake, in comparison to the maximum working capacity of the first track brake reduced capacity to work
  • control device can also be designed in such a way that the control device is designed to take into account a sequence preceding the respective sequence and/or a sequence subsequent to the respective sequence when controlling the second track brake.
  • the control device according to the invention is preferably further developed in such a way that the first track brake is a directional track brake and the second track brake is a valley brake.
  • figure 1 shows a schematic sketch of an embodiment of a discharge system 10 with an embodiment of the control device according to the invention.
  • the upper part of the figure 1 the track diagram of the hump 10 and the lower part of the figure shows the profile or a longitudinal section of the hump 10.
  • the discharge system 10 which is part of a shunting system for rail traffic, has a discharge ramp 20, to which an intermediate incline 30, a distribution zone 40 having distribution switches 80 to 86, and directional tracks 50 to 57 are connected.
  • track brakes in the form of valley brakes 60, 61 and directional track brakes 70 to 77 can be seen in the figure.
  • a valley brake control 200 is indicated, which is connected to the valley brakes 60, 61 via communication links 210 and 211, which can be wired or wireless.
  • the directional rail brakes 70 to 77 are linked to a directional rail brake controller 220 in terms of communication.
  • a corresponding communication connection 221 between the directional rail brake 77 and the directional rail brake controller 220 is shown merely as an example.
  • the valley brake controller 200 and the directional rail brake controller 220 are each connected to a central control device 230 of the hump system 10 via communication links 231 and 232, respectively.
  • the components 200, 220 and 230 together form a control device for controlling the track brakes in the form of the valley brakes 60 and 61 and the directional track brakes 70 to 77 in the form of a distributed control system.
  • the valley brakes 60, 61 and the directional track brakes 70 to 77 it would of course also be possible, for example, for the valley brakes 60, 61 and the directional track brakes 70 to 77 to be connected directly to the central control device 230.
  • the track brakes in the form of the valley brakes 60, 61 and the directional track brakes 70 to 77 of the hump system 10 are now controlled according to an exemplary embodiment of the method according to the invention in such a way that the respective speeds of the humps 100, 101 are considered or optimized across the brakes.
  • the sequence 100 is intended for the siding 50 and therefore first passes or will pass the valley brake 60 and then the siding brake 70 on its route.
  • the directional track brake 70 Beginning with the track brake located furthest down the valley in the planned route of the sequence 100, ie the directional track brake 70, at least one value for an entry speed into the directional track brake is now calculated for this based on a target exit speed from the directional track brake 70 70 determined.
  • the setpoint run-out speed from the directional rail brakes 70 to 77 is set or predetermined to a uniform value of, for example, 1.5 m/s.
  • At least one value for the entry speed in the directional rail brake 70 is determined or predicted.
  • the values determined in this way for the entry speed are preferably a group of speed values or a range of values for the entry speed that is delimited by a lower and an upper value.
  • the at least one determined value for the entry speed in the directional retarder 70 is preferably selected specifically for the process 100, i.e.
  • the lower limit value is advantageously determined by a minimum speed at which the process 100 leaves the directional rail brake 70 at the setpoint run-out speed without any braking work being performed by it.
  • the upper limit value corresponds to a maximum speed at which it is just still reliably possible to decelerate the process 100 to the setpoint exit speed using the directional rail brake 70 .
  • a work capacity that is reduced compared to the maximum working capacity of the directional siding brake 70 can be applied or taken into account .
  • measured values can be recorded, for example in the form of the entry speed and the exit speed from the rail brake in the form of the directional rail brake 70 . This makes it possible, for example based on a statistical analysis taking into account the braking stages logged over time, for a large number of processes to carry out an adaptive tracking of the work capacity of the directional rail brake 70 taken into account when determining the entry speed into the directional rail brake 70 .
  • At least one value for an exit speed from the second track brake is now determined for the second track brake located uphill in relation to directional track brake 70 in the form of valley brake 60. This means that, in turn, taking into account the properties of the process 100 in question, such values are determined for the exit speed from the valley brake 60 that it is ensured that the entry speed into the directional track brake 70 is in the range of the at least one value determined for the entry speed or in the range If a determined maximum value for the infeed speed is not exceeded.
  • the valley brake 60 can be controlled by considering the entire brake, taking into account the at least one value for the run-out speed from the valley brake.
  • the properties of the respective effluent are preferably measured in the area of the hump or determined from corresponding measured variables.
  • the control device formed by the central control device 230, the valley brake control 200 and the directional rail brake control 220 has, in addition to hardware components, for example in the form of corresponding processors and storage means, also software components, for example in the form of program code for simulating the running behavior of the processes 100, 101, on.
  • the valley brakes 60, 61 and the directional rail brakes 70 to 77 the sequence 101 following the sequence 100 and a sequence that may precede or precede the sequence 100 are preferably taken into account.
  • the respective common route of the processes 100, 101 must be considered in particular in order to avoid catching-up processes and to enable the distribution switches 80 to 86 in the distribution zone 40 to be switched over safely.
  • other boundary conditions such as maximum travel speeds on the route, can also be taken into account as part of the process.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)
  • Transmission Of Braking Force In Braking Systems (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Claims (11)

  1. Procédé pour faire fonctionner une installation (10) de triage par gravité, dans laquelle, pour les triés (100, 101) respectifs sous la forme de voitures ou de groupes de voitures en triage par gravité,
    - on détermine pour un premier frein (70) de voie à partir d'une vitesse de consigne de sortie du premier frein (70) de voie et en tenant compte du pouvoir de travail du premier frein (70) de voie ainsi qu'en tenant compte de propriétés du trié (100, 101), au moins une valeur de vitesse d'entrée dans le premier frein (70) de voie,
    - pour un deuxième frein (60) de voie mis du côté de la bosse par rapport au premier frein (70) de voie, on détermine, à partir de la au moins une valeur déterminée pour la vitesse d'entrée dans le premier frein (70) de voie une valeur d'une vitesse de sortie du deuxième frein (60) de voie et
    - on commande le deuxième frein (60) de voie en tenant compte de la au moins une valeur déterminée de la vitesse de sortie, caractérisé en ce que
    - à partir de la au moins une valeur déterminée de la vitesse de sortie du deuxième frein (60) de voie, on détermine au moins une valeur de la vitesse d'entrée dans le deuxième frein (60) de voie,
    - pour un troisième frein de voie mis du côté de la bosse par rapport au deuxième frein (60) de voie, on détermine à partir de la au moins une valeur déterminée de la vitesse d'entrée dans le deuxième frein (60) de voie au moins une valeur d'une vitesse de sortie du troisième frein de voie et
    - on commande le troisième frein de voie en tenant compte de la au moins une valeur déterminée de la vitesse de sortie du troisième frein de voie.
  2. Procédé suivant la revendication 1,
    caractérisé en ce que
    on prend en compte, comme propriétés du trié (100, 101), la masse, le nombre d'essieux, la répartition de la masse sur les essieux et/ou la résistance au roulement.
  3. Procédé suivant l'une des revendications 1 ou 2, caractérisé en ce que
    - rapporté aux triés (100, 101) respectifs on détermine respectivement au moins une valeur de mesure et
    - lors de la détermination de la au moins une valeur de la vitesse d'entrée dans le premier frein (70) de voie, on suit le pouvoir de travail pris en compte du premier frein (70) de voie d'une manière adaptative à l'aide de la au moins une valeur de mesure détectée.
  4. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que, lors de la détermination de la au moins une valeur de la vitesse d'entrée dans le premier frein (70) de voie, on tient compte d'un pouvoir de travail réduit par rapport au pouvoir de travail maximum du premier frein (70) de voie.
  5. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que, pour un premier frein (70) de voie sous la forme d'un frein de voie secondaire, on commande un deuxième frein (60) de voie sous la forme d'un frein de voie primaire.
  6. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que, lors de la commande du deuxième frein (60) de voie, on tient compte d'un trié (101) précédent le trié (par exemple 100) respectif et/ou d'un trié (101) suivant le trié respectif.
  7. Dispositif (200, 220, 230) de commande d'une installation (10) de triage par gravité, le dispositif (200, 220, 230) de commande étant constitué, pour les triés (100, 101) sous la forme de voitures ou de groupes de voitures en triage,
    - pour déterminer pour un premier frein (70) de voie, en partant d'une vitesse de consigne de sortie du premier frein (70) de voie et en tenant compte du pouvoir de travail du premier frein (70) de voie ainsi qu'en tenant compte de propriétés du trié, au moins une valeur d'une vitesse d'entrée dans le premier frein (70) de voie,
    - pour, pour un deuxième frein (60) de voie mis du côté de la bosse par rapport au premier frein (70) de voie, déterminer à partir de la au moins une valeur déterminée de la vitesse d'entrée dans le premier frein (70) de voie au moins une valeur d'une vitesse de sortie du deuxième frein (50) et
    - pour commander le deuxième frein (60) de voie en tenant compte de la au moins une valeur déterminée de la vitesse de sortie,
    caractérisé en ce que le dispositif (200, 220, 230) de commande est constitué
    - pour, à partir de la au moins une valeur déterminée de la vitesse de sortie du deuxième frein (60) de voie, déterminer au moins une valeur de la vitesse d'entrée dans le deuxième frein (60) de voie.
    - pour, pour un troisième frein de voie mis du côté de la bosse par rapport au deuxième frein (60) de voie, déterminer à partir de la au moins une valeur déterminée de la vitesse d'entrée dans le deuxième frein (60) de voie, au moins une valeur de la vitesse de sortie du troisième frein de voie et
    - pour commander le troisième frein de voie en tenant compte de la au moins une valeur déterminée de la vitesse de sortie du troisième frein de voie.
  8. Dispositif (200, 220, 230) de commande suivant la revendication 7,
    caractérisé en ce que le dispositif (200, 220, 230) de commande est constitué pour tenir compte comme propriétés du trié (100, 101) respectif de la masse, du nombre d'essieux, de la répartition de la masse sur les essieux et/ou de la résistance au roulement.
  9. Dispositif (200, 220, 230) de commande suivant l'une des revendications 7 ou 8,
    caractérisé en ce que le dispositif (200, 220, 230) de commande est constitué
    - pour détecter, en ce qui concerne les triés (100, 101) respectifs, respectivement au moins une valeur de mesure et
    - pour suivre d'une manière adaptative, à l'aide de la au moins une valeur de mesure détectée, le pouvoir de travail du premier frein (70) de voie pris en compte, lors de la détermination de la au moins une valeur de la vitesse d'entrée dans le premier frein (70) de voie.
  10. Dispositif (200, 220, 230) de commande suivant l'une des revendications 7 à 9,
    caractérisé en ce que le dispositif (200, 220, 230) de commande est constitué pour prendre en compte lors de la détermination de la au moins une valeur de la vitesse d'entrée dans le premier frein (70) de voie, un pouvoir de travail réduit par rapport au pouvoir de travail maximum du premier frein (70) de voie.
  11. Dispositif (200, 220, 230) de commande suivant l'une des revendications 7 à 10,
    caractérisé en que le dispositif de commande est constitué pour prendre en compte, lors de la commande du deuxième frein (60) de voie, un trié (101) précédent le trié (par exemple 100) respectif et/ou un trié (101) suivant le trié respectif.
EP12734887.8A 2011-07-20 2012-07-04 Procédé pour faire fonctionner une installation de triage par gravité et système de commande pour une installation de triage par gravité Active EP2720926B2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE201110079501 DE102011079501A1 (de) 2011-07-20 2011-07-20 Verfahren zum Betreiben einer rangiertechnischen Ablaufanlage sowie Steuereinrichtung für eine rangiertechnische Ablaufanlage
PCT/EP2012/063017 WO2013010796A1 (fr) 2011-07-20 2012-07-04 Procédé pour faire fonctionner une installation de triage par gravité et système de commande pour une installation de triage par gravité

Publications (3)

Publication Number Publication Date
EP2720926A1 EP2720926A1 (fr) 2014-04-23
EP2720926B1 EP2720926B1 (fr) 2017-02-22
EP2720926B2 true EP2720926B2 (fr) 2022-04-13

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EP12734887.8A Active EP2720926B2 (fr) 2011-07-20 2012-07-04 Procédé pour faire fonctionner une installation de triage par gravité et système de commande pour une installation de triage par gravité

Country Status (6)

Country Link
US (1) US9126606B2 (fr)
EP (1) EP2720926B2 (fr)
DE (1) DE102011079501A1 (fr)
LT (1) LT2720926T (fr)
RU (1) RU2574039C2 (fr)
WO (1) WO2013010796A1 (fr)

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JP6087805B2 (ja) * 2013-12-26 2017-03-01 株式会社東芝 運転曲線作成装置、運転支援装置、運転制御装置および運転曲線作成方法
DE102018200867A1 (de) * 2018-01-19 2019-07-25 Siemens Aktiengesellschaft Verfahren zum Betreiben einer rangiertechnischen Ablaufanlage sowie Steuereinrichtung für eine rangiertechnische Ablaufanlage
CN110126886B (zh) * 2019-04-30 2021-01-15 中国铁道科学研究院集团有限公司 驼峰安全防护信息系统
DE102020109376B3 (de) 2020-04-03 2021-09-09 Deutsche Bahn Aktiengesellschaft Verfahren zum betreiben einer rangiertechnischen ablaufanlage sowie rangiertechnische ablaufanlage
EP4328113A1 (fr) * 2022-08-26 2024-02-28 Siemens Mobility GmbH Procédé de fonctionnement d'une installation de triage par gravité et dispositif de commande pour une installation de triage par gravité
EP4328112A1 (fr) 2022-08-26 2024-02-28 Siemens Mobility GmbH Procédé de fonctionnement d'une installation de triage par gravité et dispositif de commande pour une installation de triage par gravité

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RU2014106220A (ru) 2015-08-27
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LT2720926T (lt) 2017-04-25
WO2013010796A1 (fr) 2013-01-24
DE102011079501A1 (de) 2013-01-24
US20140144345A1 (en) 2014-05-29
RU2574039C2 (ru) 2016-01-27
US9126606B2 (en) 2015-09-08

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