EP3230147B1 - Procédé pour faire fonctionner une installation de triage par gravité et système de commande pour une telle installation - Google Patents

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

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Publication number
EP3230147B1
EP3230147B1 EP16700712.9A EP16700712A EP3230147B1 EP 3230147 B1 EP3230147 B1 EP 3230147B1 EP 16700712 A EP16700712 A EP 16700712A EP 3230147 B1 EP3230147 B1 EP 3230147B1
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Prior art keywords
control device
hump
curve
consideration
taking
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EP16700712.9A
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German (de)
English (en)
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EP3230147A1 (fr
Inventor
Holger Gemeiner
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Siemens Mobility GmbH
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Siemens Mobility GmbH
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    • 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
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B1/00—General arrangement of stations, platforms, or sidings; Railway networks; Rail vehicle marshalling systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L17/00—Switching systems for classification yards

Definitions

  • a shunting process system is, for example, from the US-3815508-A1 or EP-1129922-A2 known.
  • the most accurate possible forecast of the running behavior of the individual processes also allows the capacity of the drainage system to be maximized, i.e. maximizing the number of carts that can be sorted by means of the drainage system in a certain period of time.
  • the curve resistance is a frictional resistance that occurs when a rail vehicle drives through a track curve.
  • the reason for this is that in a track curve the wheel on the outside of the curve has to cover a further distance than the wheel on the inside of the curve. Due to the fixed connection of the wheels on the respective axle in rail vehicles however, the two wheels have the same peripheral speed.
  • a certain path difference can be compensated for by the taper of the running surfaces; In tight radii, however, the path differences between the outer and inner rails are so great that they can only be compensated by sliding movements. The resulting friction causes the respective vehicle to brake and thus influences its running.
  • the arc resistance Due to the track topologies in shunting systems, which are also referred to as train formation systems, the arc resistance has a decisive influence on the free running of processes. Consequently, the determination and prognosis of the arc resistance that occurs is of considerable importance for the best possible control for influencing the speed of the processes of the track brakes provided. It must be taken into account that the arc resistances that occur can also be used in the determination and prognosis of the rolling resistances that affect the processes. As a result, the performance and maneuvering quality of the respective drainage system are therefore directly or indirectly influenced by the accuracy of the arc resistance determination. While the performance of a system is essentially determined by the number of processes sorted in a given period of time, the maneuvering quality is measured in particular according to the reliability with which corner joints and processes running at an impermissibly high speed are avoided.
  • the present invention is based on the object of specifying a method for operating a marshalling system which, through improved determination of arc resistance that occurs, enables the performance and / or the quality of the marshalling system to be increased.
  • this object is achieved by a method for operating a shunting system, whereby for the respective processes in the form of running cars or Car groups at least one value for a curve resistance in at least one track curve lying in the route of the respective sequence is determined taking into account at least one drive type of the respective sequence and at least one track brake of the drainage system is controlled taking into account the at least one specific value for the curve resistance.
  • this is initially characterized by the fact that for the respective processes in the form of running cars or groups of cars, at least one value for a curve resistance in at least one track curve located in the route of the respective process, taking into account at least one type of drive of the respective process is determined.
  • the determination of the at least one value for the curve resistance of the at least one curved track lying in the route of the respective course can in principle both at a point in time at which the respective course has already reached or passed the curve in question and at a point in time at which the the respective sequence has not yet reached the curve in question. In both cases it is namely possible to use the determined at least one value for the arc resistance to make a prognosis with regard to the future running behavior of the relevant sequence.
  • the determination of the at least one value for the curve resistance takes place in the at least one track curve lying in the travel path of the respective sequence, taking into account at least one carriage type of the respective sequence. If this consists of a single running carriage, the drive type taken into account is the drive type of this carriage. In the event that the respective process comprises several carriages, the type of drive taken into account can be one drive type or several drive types of the relevant group of wagons, depending on the composition of the process.
  • a drive is understood according to the usual meaning that component of a rail vehicle that guides the rail vehicle on the track and transmits forces between the track and the vehicle.
  • Running gear usually includes the wheel sets, the wheel set bearings and the suspension. Since freight wagons sorted in marshalling systems usually do not have their own drive, the gears of the processes usually only have non-drive axles. Examples of common drives in Europe are the double-hook drive and the Y25 bogie. In this case, bogies are those running gear of rail vehicles in which two or more wheel sets are mounted in a frame that can be rotated with respect to the car body.
  • At least one track brake of the drainage system is then controlled taking into account the at least one specific value for the arc resistance.
  • the at least one specific value for the arc resistance can be taken into account in such a way that it is directly included as a parameter in the control of the track brake.
  • the at least one specific value for the arc resistance is used to calculate further variables or parameters and these are then included in the control of the at least one track brake.
  • the rolling resistance of the respective process is an important influencing variable in the control of a shunting system. In practice, the problem here is that the rolling resistance of a process cannot be measured directly with sufficient accuracy.
  • one task of a control device of a shunting system is to determine the rolling resistance of a process from available measurement data and to estimate it for a subsequent route section using a suitable prognosis method.
  • the determination of the rolling resistance from the available measurement data can, for example done in such a way that first the total resistance acting on the respective sequence - for example from detected speed differences - is determined and then other resistance components, such as air resistance, switch resistance and in particular arc resistance, are subtracted from this total resistance. The remainder after the corresponding difference formation is assumed as the rolling resistance of the respective sequence or used as an input value for a corresponding rolling resistance prognosis.
  • the method according to the invention is based on the fundamental knowledge that by taking into account the drive type or the drive types of the respective sequence, the accuracy in the determination of the arc resistance in comparison to a sole consideration of other parameters of the sequences, such as the number of their axes, their center distance or their length, can be vastly improved.
  • the arc resistances that occur depend to a considerable extent on the type of drive of the respective process.
  • the drive type of the respective sequence it is thus possible to significantly improve the accuracy of the determination of arc resistances.
  • the at least one value determined in this way for the arc resistance is taken into account in the control of at least one track brake of the drainage system, this advantageously results in an increase in the performance of the drainage system.
  • the determination of the at least one value for the curve resistance in the at least one track curve lying in the travel path of the respective sequence can take place both during the sequence process and before it. This means that the determination or prognosis of the arc resistance that occurs can also be carried out and completed in full before the respective sequence is printed. Depending on the architecture of the control system used, however, it can also be expedient that the corresponding arc resistance determination is only carried out during the sequence process, for example by the respective track brake control.
  • the at least one drive type of the respective sequence is determined taking into account prior notification data of a disposition system.
  • the pre-notification data provided by the disposition system can either directly contain the at least one drive type of the respective process or the car number or numbers of the respective process, so that a drive allocation is possible via a corresponding car database.
  • the method according to the invention can preferably also be developed in such a way that axis data of the respective sequence are recorded and the at least one drive type of the respective sequence is determined taking into account the recorded axis data.
  • axis data of the respective sequence are recorded and the at least one drive type of the respective sequence is determined taking into account the recorded axis data.
  • the axis data of the The respective sequence taken in and of itself, may not be sufficient to reliably determine the drive type or the drive types of the respective sequence. The reason for this is that there are bogies with the same axle pattern, at least with regard to the freight wagon bogies commonly used in Europe.
  • the Y25 bogie and the BA 665 bogie both have a bogie center distance of 1.8 m.
  • recorded axle data can in any case be taken into account in the sense of a plausibility check or check in the context of determining the at least one drive type of the respective sequence.
  • the at least one drive type of the respective sequence can be determined taking into account pre-notification data of a disposition system as well as taking additional account of recorded axis data.
  • the recorded axis data allow the pre-notification data of the disposition system to be checked, for example to identify errors in the sequence or at the separation points.
  • the method according to the invention can also be designed in such a way that at least one parameter specific to the respective sequence is recorded and the at least one drive type of the respective sequence is determined taking into account the at least one recorded parameter.
  • the specific parameter for the respective process which can be detected optically by means of a video camera or by reading out RFID tags from the freight wagons of the processes, can be at least a wagon number, the type of wagon or wagons and / or the drive type of the car or the car of the respective sequence.
  • the at least one recorded parameter can be used on its own or in combination with further information to determine the drive type or the drive types of the respective sequence.
  • the at least one drive type is read from a car database on the basis of the at least one recorded parameter.
  • the at least one drive type of the car or the car of the respective sequence is read from the car database on the basis of a recorded parameter in the form of the car number.
  • the method according to the invention can preferably also be designed in such a way that specific curve running phases are determined for the respective sequence in relation to the respective track curve lying in the route of the respective sequence.
  • specific curve running phases are determined for the respective sequence in relation to the respective track curve lying in the route of the respective sequence.
  • the method according to the invention can preferably also be developed in such a way that the sheet travel phases are determined taking into account the at least one drive type of the respective sequence. It has been shown that freight wagons with different carriage types behave differently at the same points on a curved track and it is therefore advantageous to determine different curve running phases for different carriage types.
  • different calculation models are used in the context of determining the at least one value for the sheet resistance for the sheet travel phases determined.
  • the arc resistance in is calculated in different ways for the various sheet travel phases.
  • certain knowledge of driving dynamics can advantageously be taken into account, in particular through measurements and multi-body simulations.
  • the method according to the invention can preferably also be developed in such a way that at least one further parameter characterizing the respective sequence and / or respective environmental conditions is taken into account when determining the sheet travel phases and / or selecting the respective calculation model.
  • the at least one further parameter characterizing the respective process can be, for example, the center distance or the center distances of the respective process, since freight wagons of the same running gear type can also have different center distances.
  • Another parameter characterizing the respective process can be, for example, a parameter characterizing the running gear rigidity or, in the case of a process with a Y25 bogie, the pivot spacing of the Y25 bogie.
  • the method according to the invention can preferably also be implemented in such a way that the respective calculation model is selected using a decision tree.
  • the use of a decision tree for the selection of the respective calculation model is advantageous, since this allows the selection of the calculation model suitable for the respective situation to be carried out in a simple, well-defined and fast manner.
  • the invention also relates to a control device for a shunting system.
  • the present invention is based on the object of specifying a control device for a marshalling drainage system, which enables the performance and / or the maneuvering quality of the drainage system to be increased through improved determination of arc resistances that occur.
  • this object is achieved by a control device for a shunting system, the control device being designed to have at least one value for a curve resistance in at least one curve in the route of the respective sequence, taking into account at least one value for the respective processes in the form of running cars or groups of cars To determine the type of drive of the respective sequence and to control at least one track brake of the sequence system taking into account the at least one specific value for the arc resistance.
  • control device can also have software components, for example in the form of program code for simulating the running behavior of the processes.
  • the control device can be both a central control device of the marshalling system and a decentralized control device, for example in the form of a downhill brake control or directional track brake control.
  • the control device according to the invention can advantageously also be designed as a distributed control system, i.e., for example, comprise a central control device and decentralized track brake controls.
  • 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 it is designed to determine the at least one drive type of the respective sequence, taking into account advance notification data of a disposition system.
  • control device is designed to acquire axis data of the respective sequence and to determine the at least one drive type taking into account the acquired axis data.
  • control device can also be developed to detect at least one characteristic variable specific to the respective process and to determine the at least one drive type of the respective process taking into account the at least one recorded characteristic variable.
  • control device is designed to read out the at least one drive type of the respective sequence on the basis of the at least one recorded parameter from a car database.
  • control device can also be designed to determine specific curve running phases for the respective sequence in relation to the respective track curve lying in the route of the respective sequence.
  • control device can advantageously also be designed in such a way that it determines the sheet travel phases taking into account the at least one drive type of the respective sequence.
  • control device it is designed to use different calculation models for the determined sheet travel phases in the context of determining the at least one value for the sheet resistance.
  • control device can preferably also be designed to take into account at least one further parameter characterizing the respective sequence and / or respective environmental conditions when determining the sheet travel phases and / or selecting the respective calculation model.
  • control device can advantageously also be developed in such a way that it is designed to select the respective calculation model by means of a decision tree.
  • Figure 1 shows in a schematic sketch an embodiment of a drainage 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 system 10 and the lower part of the figure the profile or a longitudinal section of the drainage system 10.
  • the drainage system 10 which is part of a shunting system for rail-bound traffic, has a drainage ramp 20, which is followed in the direction of travel by an intermediate slope 30, a distribution zone 40 with distribution switches 80 to 86 and directional tracks 50 to 57.
  • a drainage ramp 20 which is followed in the direction of travel by an intermediate slope 30, a distribution zone 40 with distribution switches 80 to 86 and directional tracks 50 to 57.
  • Track brakes in the form of valley brakes 60 and 61 and directional track brakes 70 to 77 can be seen.
  • the figure shows processes 100 and 101 as examples, which have been pushed or pushed over the drainage mountain by a push-pull locomotive 110 and then move along the drainage system 10, driven by the force of gravity.
  • the rest of the illustration focuses on the front flow 100 in the running direction, it being assumed with reference to this that it is intended for the directional track 50 and therefore passes the track brakes 60 and 70 on its way.
  • a valley brake control 200 is indicated, which is connected to the valley brake 60, 61 via communication connections 210 and 211, which can be wired or wireless.
  • the directional track brakes 70 to 77 are connected to a directional track brake controller 220 in terms of communication technology.
  • a corresponding communication link 221 between the directional track brake 77 and the directional track brake controller 220 is shown merely as an example.
  • the lower brake control 200 and the directional track brake control 220 are each connected to a central control device 230 of the sequential system 10 via communication connections 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 control of the track brakes in the form of the valley brakes 60, 61 and the directional track brakes 70 to 77 of the sequence system 10 is now carried out according to an exemplary embodiment of the method according to the invention in relation to the sequence 100 in such a way that for this is determined in a first method step at least one value for a curve resistance in at least one track curve lying in the route of the sequence 100, taking into account a drive type of the sequence 100.
  • the curve of the track can be, for example, that between the distribution switch 82 and the directional track brake 70.
  • the drive type of the sequence 100 taken into account in the determination of the at least one value for the curve resistance in the track curve under consideration can be determined, for example, taking into account advance notification data of a disposition system.
  • axis data of process 100 are recorded and the drive type of process 100 is determined taking into account the recorded axis data. If the drive type of the process 100 is determined taking into account pre-notification data of a disposition system, the recorded axle data can be used to check or validate this pre-notification data. If the drive type of the freight wagons treated in the process system 10 is clearly determined by the recorded axle data, these can also be used individually to determine the drive type of the process 100.
  • the shunting system 10 could also be designed in such a way that at least one characteristic variable specific to the process 100 is recorded using a corresponding video camera and the drive type of the process 100 is determined taking into account the at least one recorded characteristic variable becomes.
  • the at least one characteristic variable specific to the process 100 can be, for example, the respective car number, in which case the drive type of the respective process can be read from a car database using the recorded characteristic value in the form of the wagon number.
  • the sequence 100 is an individual carriage, which consequently only has one type of drive. If, on the other hand, the respective sequence concerned a running car group, at least one drive type would be determined for this car group. In the case of carriages of a uniform drive type, it is obviously sufficient here to identify this drive type; in the case of car groups that consist of cars with different drive types, it is useful or necessary that the drive type of each individual car is determined.
  • the determination of the value for the curve resistance of the track curve lying in the route of the sequence 100 takes place within the scope of the described exemplary embodiment of the method according to the invention on the basis of empirically determined calculation formulas or calculation models. These can be derived, for example, on the basis of measured values recorded in the course of series of measurements, taking into account multi-body simulations and properties specific to the respective drive type.
  • the calculation models can be parameterized using adaptive methods, for example.
  • the at least one value for the arc resistance of the sequence 100 can in principle take place both in relation to track curves ahead in the route and in relation to track curves in the back in the route.
  • the resistance components which are known or can be estimated with sufficient accuracy, such as, for example, the air resistance, switch resistance and the arc resistance that occurs, subtracted from this total resistance.
  • the remainder is assumed as rolling resistance or used as an input value for a rolling resistance forecast in a subsequent section of the route.
  • At least one track brake of the drainage system 10 is now controlled taking into account the at least one specific value for the arc resistance.
  • it can be the valley brake 60 and / or the directional track brake 70. Due to the consideration of the drive type of the sequence 100 and the associated higher accuracy in the determination or prognosis of the arc resistances that occur and the more precise rolling resistance estimated values resulting therefrom, the result is an improvement in the target braking.
  • the control device which comprises at least one of the components central control device 230, valley brake control 200 or directional track brake control 220, in addition to hardware components, for example in the form of corresponding processors and storage means, also has software components, for example in the form of program code for simulating the Running behavior of the processes 100, 101.
  • the sequence 101 following sequence 100 and any sequence that precedes or precedes sequence 100 are preferably taken into account.
  • the respective common path of the processes 100, 101 is to be considered in order to avoid catching-up processes and to enable a reliable changeover of the distribution switches 80 to 86 in the distribution zone 40.
  • other boundary conditions such as maximum travel speeds in the path, can also be taken into account as part of the method.
  • Figure 2 shows in a schematic representation an embodiment of a decision tree used in the context of an embodiment of the method according to the invention.
  • specific curve running phases are preferably determined for the respective sequence in relation to the respective track curve lying in the route of the respective sequence.
  • the sheet travel phases are advantageously determined taking into account the at least one drive type of the respective sequence.
  • different calculation models are advantageously used in the context of determining the at least one value for the sheet resistance for the determined sheet travel phases.
  • at least one further parameter characterizing the respective sequence and / or respective environmental conditions can be taken into account.
  • Figure 2 shows a decision tree which has three levels L1, L2 and L3. For the sake of simplicity, only part of an entire decision tree is shown here, namely that part that corresponds to the situation in Figure 1 for processes in the form of single wagons is used. Accordingly, a branching to branch 300 takes place at level L1 of the decision tree when the decision criterion “single wagon” is met. On the basis of this, a differentiation takes place on level L2 of the decision tree according to the type of drive of the individual car in question. Examples are in Figure 2 two branches 310 and 320 are distinguished, it being assumed in the context of the exemplary embodiment described that branch 310 corresponds to the decision criterion "double hook drive” and branch 320 corresponds to the decision criterion "Y25 bogie". As in Figure 2 indicated, further branches can also be provided depending on the particular circumstances and requirements for further drive types.
  • decision criterion 311 corresponds to a sheet running phase "sheet entry”
  • decision criterion 312 corresponds to a sheet running phase "quasi-static sheet running”
  • decision criterion 313 corresponds to a sheet running phase "sheet run-out”.
  • decision criterion 321 corresponds to a sheet running phase "sheet entry”
  • decision criterion 322 corresponds to a sheet running phase "quasi-static sheet running”
  • decision criterion 323 corresponds to a sheet running phase "Sheet run-out” and the decision criterion 324 of an additional sheet run phase "change in sheet direction”.
  • Figure 3 shows a first schematic representation of the arc resistance as a function of the location, based on a first track curve and a sequence with a first type of running gear. It is assumed here that the sequence is a single carriage and that the first type of drive in the context of the exemplary embodiment described is a double-hook drive.
  • the run-in phase P1 begins with the run-in of the first axis of the sequence in the sheet.
  • the maximum value of the arc resistance w b in the run-in phase P1 is reached at location s 2 and is in Figure 1 referred to as w max .
  • the arc resistance w b then decreases in the further course up to a location s 3 to a resistance value w q , which is the resistance value in a subsequent arc travel phase P2, which is also referred to as the quasi-static phase.
  • w max w q applies.
  • the running-in phase P1 is ended after a distance which corresponds to twice the center distance l ax of the freight wagon with double-hook drive.
  • the quasi-static phase P2 begins.
  • a phase-out phase P5 beginning at location s 4 with the first axle of the carriage running out of the curved track.
  • the arc resistance w b now drops continuously to 0, with the arc resistance w b at location s 5 , that is to say after approximately half a car length, has subsided.
  • the representation in the Figures 3 and 4 In relation to the location information s, it relates to the first axis of the respective sequence in the running direction.
  • the length of the quasi-static phase P2 extending between the route points s 3 and s 4 results according to Figure 3 from the difference between the arc length l b and twice the center distance l ax .
  • Figure 4 shows, based on a second curved track and a sequence with a second type of running gear, a second schematic representation of the curve resistance as a function of location.
  • the Figure 4 assumed that the sequence concerned is a four-axle single wagon with a Y25 bogie.
  • the run-in phase P1 begins at location s 1 with the entry of the first bogie of the freight wagon into the curved track and continues until the second bogie also enters the curve. At this point in time, the foremost axle of the car is at location s 2 .
  • the change of direction phase P3 is defined by the fact that the two bogies of the sequence under consideration are located in curved tracks with different directions of curvature. Both in the case of a change of direction and in the case of a change in radius with the arc direction remaining the same, there is an increased arc resistance, which is preferably to be taken into account when determining the arc resistance w b.
  • the pivot spacing has a decisive influence on the length of the Has arc running phases.
  • the run-in phase P1 limited by the locations s 1 and s 2 , the change-of-direction phase P3 limited by the locations s 3 and s 4 and the run-out phase P5 limited by the locations s 5 and s 6 each have a length that corresponds to the pivot spacing l dz of the sequence corresponds to.
  • the length of the quasi-static phases P2 and P4 is in each case the arc length l b minus the pivot distance l dz .
  • Figure 5 in a first diagram of the spatial coordinates x and y in relation to a first sequence, a first exemplary embodiment of different sheet travel phases. It is assumed that the sequence in question is a single wagon with a Y25 bogie with a pivot spacing of 7 m.
  • the representation of the sheet running phases a 1 to a 10 in this xy diagram showing the course of the running path corresponds to an imaginary movement of the respective course through the relevant route section, identifying the sheet running phase prevailing at the corresponding location xy.
  • the sheet running phase a 1 is a running-in phase which is converted into a quasi-static sheet running phase a 2 transforms.
  • a phase of the change in radius or direction a 3 which in turn merges into a quasi-static arc travel phase a 4.
  • a so-called intermediate straight line a 6 follows a run-out phase a 5 .
  • An intermediate straight line describes the situation that after the first bogie has left a first arc, there is initially a short run-out phase with the length of the intermediate straight line. Then, when the first bogie enters the second curve, there is a special curve running phase in that the intermediate straight is under the carriage and the second bogie is still running in the first curve.
  • This arc running phase is referred to as an intermediate straight line in the context of the present description.
  • the intermediate straight line a 6 is followed by a running- in phase a 7 , which in turn merges into a phase of the quasi-static sheet travel a 8.
  • This is completed by a run-out phase a 9 , to which, according to the illustration of the Figure 5 a straight line a 10 connects.
  • a 10 is not actually a curve running phase, since, based on the illustrated embodiment, at this point or at this point in time all axes of the sequence have already completely passed through the curve of the path.
  • Figure 6 shows in a second diagram of the spatial coordinates x and y related to a second sequence a second embodiment of different sheet travel phases. It is assumed here that it is again a single freight wagon with a Y25 bogie, but in this case with a significantly longer pivot spacing of 19 m.
  • a run-out phase a 16 is in turn followed by a sheet run phase in the form of an intermediate straight line a 17 , which is followed by a run-in phase a 18 .
  • a run-in phase a 18 is followed by a run-in phase a 18 .
  • a run-out phase a 20 After a further quasi-static sheet travel phase a 19 and a run-out phase a 20 , the illustration of FIG Figure 6 with a section a 21 in the form of a straight line.
  • the exemplary embodiments described above make it clear that processes of different drive types result in significantly different arc resistances.
  • the performance and maneuvering quality of a marshalling system can be significantly increased by taking into account the type of drive of the respective process when determining arch resistance and the subsequent control of at least one track brake of the system, taking into account the at least one specific value for the arch resistance.
  • a distinction can preferably be made between different sheet travel phases, by means of which the accuracy of the calculation or prognosis of the sheet resistances can be further improved. The same applies depending on the particular circumstances also ensure that at least one further parameter characterizing the respective sequence and / or respective environmental conditions is taken into account when determining the sheet travel phases and / or selecting the respective associated calculation model.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
  • Regulating Braking Force (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Claims (20)

  1. Procédé pour faire fonctionner une installation (10) de triage par gravité, dans lequel pour chaque débranchement (100, 101) sous la forme de voitures ou de groupes de voitures débranchées
    - on détermine au moins une valeur d'une résistance en courbe dans au moins une courbe de voie se trouvant dans le trajet de la dérivation (100, 101) respective, en tenant compte d'au moins un type de train de roulement de la dérivation (100, 101) respective, et
    - on commande au moins un frein (60, 70) de voie de l'installation (10) de triage par gravité, en tenant compte de la au moins une valeur déterminée de la résistance en courbe.
  2. Procédé suivant la revendication 1,
    caractérisé en ce que
    on détermine le au moins un train de roulement de la dérivation (100, 101) respective, en tenant compte de données annoncées d'un système de regroupement.
  3. Procédé suivant l'une des revendications 1 ou 2, caractérisé en ce que
    - on relève des données d'essieu de la dérivation (100, 101) respective et
    - on détermine le au moins un type de train de roulement de la dérivation (100, 101) respective, en tenant compte des données d'essieu relevées.
  4. Procédé suivant l'une des revendications précédentes, caractérisé en ce que
    - on relève au moins une grandeur caractéristique spécifique de la dérivation (100, 101) respective et
    - on détermine le au moins un type de train de roulement de la dérivation (100, 101) respective, en tenant compte de la grandeur caractéristique relevée.
  5. Procédé suivant la revendication 4,
    caractérisé en ce que
    on lit le au moins un type de train de roulement dans une base de données de voiture à l'aide de la au moins une grandeur caractéristique relevée.
  6. Procédé suivant l'une des revendications précédentes, caractérisé en ce que
    on détermine des phases spécifiques de parcours en courbe pour la dérivation (100, 101) respective rapportée à la courbe de voie respective se trouvant dans le trajet de la dérivation (100, 101) respective.
  7. Procédé suivant la revendication 6,
    caractérisé en ce que
    on détermine les phases de passage sur la courbe, en tenant compte du au moins un type de train de roulement de la dérivation (100, 101) respective.
  8. Procédé suivant la revendication 6 ou 7,
    caractérisé en ce que
    dans le cadre de la détermination de la au moins une valeur de la résistance en courbe, on utilise des modèles de calcul différents pour les phases de passage sur la courbe déterminées.
  9. Procédé suivant la revendication 7 ou 8,
    caractérisé en ce que
    dans la détermination des phases de passage sur la courbe et/ou du choix du modèle de calcul respectif, on tient compte au moins d'un autre paramètre, caractérisant la dérivation (100, 101) respective et/ou les conditions ambiantes respectives.
  10. Procédé suivant la revendication 8 ou 9,
    caractérisé en ce que
    le choix du modèle de calcul respectif s'effectue au moyen d'un arbre de décision.
  11. Dispositif (200, 220, 230) de commande d'une installation (10) de triage par gravité, dans lequel le dispositif (200, 220, 230) de commande est constitué pour, pour les dérivations (100, 101) respectives sous la forme de voitures ou de groupes de voitures dérivées
    - déterminer au moins une valeur d'une résistance en courbe dans au moins une courbe de voie se trouvant dans le trajet de la dérivation (100, 101) respective en tenant compte d'au moins un type de train de roulement de la dérivation (100, 101) respective et
    - commander au moins un frein (60, 70) de voie de l'installation (10) de triage par gravité, en tenant compte de la au moins une valeur déterminée de la résistance en courbe.
  12. Dispositif de commande suivant la revendication 11, caractérisé en ce que
    le dispositif (200, 220, 230) de commande est constitué pour déterminer le au moins un train de roulement de la dérivation (100, 101) respective, en tenant compte de données annoncées d'un système de regroupement.
  13. Dispositif de commande suivant la revendication 11 ou 12, caractérisé en ce que
    le dispositif (200, 220, 230) de commande est constitué pour
    - relever des données d'essieu de la dérivation (100, 101) respective et
    - déterminer le au moins un type de train de roulement, en tenant compte des données d'essieu relevées.
  14. Dispositif de commande suivant l'une des revendications 11 à 13,
    caractérisé en ce que
    le dispositif (200, 220, 230) de commande est constitué pour
    - relever au moins une grandeur caractéristique spécifique de la dérivation (100, 101) respective et
    - déterminer le au moins un type de train de roulement de la dérivation (100, 101) respective, en tenant compte de la grandeur caractéristique relevée.
  15. Dispositif de commande suivant la revendication 14, caractérisé en ce que
    le dispositif (200, 220, 230) de commande est constitué pour lire le au moins un type de train de roulement dans une base de données de voiture à l'aide de la au moins une grandeur caractéristique relevée.
  16. Dispositif de commande suivant l'une des revendications 11 à 15,
    caractérisé en ce que
    le dispositif (200, 220, 230) de commande est constitué pour, rapporté à la courbe de voie respective se trouvant dans le trajet de la dérivation (100, 101) respective, déterminer des phases spécifiques de parcours en courbe pour la dérivation (100, 101) respective.
  17. Dispositif de commande suivant la revendication 16, caractérisé en ce que
    le dispositif (200, 220, 230) de commande est constitué pour déterminer les phases de passage sur la courbe, en tenant compte du au moins un type de train de roulement de la dérivation (100, 101) respective.
  18. Dispositif de commande suivant la revendication 16 ou 17, caractérisé en ce que
    le dispositif (200, 220, 230) de commande est constitué pour, dans le cadre de la détermination de la au moins une valeur de la résistance en courbe, utiliser pour les phases de passage sur courbe déterminées, des modèles de calcul différents.
  19. Dispositif de commande suivant la revendication 17 ou 18, caractérisé en ce que
    le dispositif (200, 220, 230) de commande est constitué pour, dans la détermination des phases de passage sur la courbe et/ou du choix du modèle de calcul respectif, tenir compte au moins d'un autre paramètre, caractérisant la dérivation (100, 101) respective et/ou les conditions ambiantes respectives.
  20. Dispositif de commande suivant la revendication 18 ou 19, caractérisé en ce que
    le dispositif (200, 220, 230) de commande est constitué pour choisir le modèle respectif de calcul au moyen d'un arbre de décision.
EP16700712.9A 2015-02-11 2016-01-14 Procédé pour faire fonctionner une installation de triage par gravité et système de commande pour une telle installation Active EP3230147B1 (fr)

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Application Number Priority Date Filing Date Title
DE102015202429.6A DE102015202429A1 (de) 2015-02-11 2015-02-11 Verfahren zum Betreiben einer rangiertechnischen Ablaufanlage sowie Steuereinrichtung für eine solche Anlage
PCT/EP2016/050655 WO2016128167A1 (fr) 2015-02-11 2016-01-14 Procédé pour faire fonctionner une installation de triage par gravité et système de commande pour une telle installation

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EP3230147B1 true EP3230147B1 (fr) 2021-03-10

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EP (1) EP3230147B1 (fr)
DE (1) DE102015202429A1 (fr)
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CN106394622B (zh) * 2016-11-22 2018-06-22 中车株洲电力机车有限公司 一种推峰机车在驼峰调车模式下的制动控制方法
DE102017201266A1 (de) 2017-01-26 2018-07-26 Siemens Aktiengesellschaft Verfahren zum Betreiben einer rangiertechnischen Ablaufanlage sowie Steuereinrichtung für eine solche Anlage
RU2698605C2 (ru) * 2017-09-28 2019-08-28 Акционерное общество "Научно-внедренческий центр "Вагоны" (АО "НВЦ "Вагоны") Способы проведения испытаний вагонов и испытательный комплекс для их осуществления
DE102018200867A1 (de) * 2018-01-19 2019-07-25 Siemens Aktiengesellschaft Verfahren zum Betreiben einer rangiertechnischen Ablaufanlage sowie Steuereinrichtung für eine rangiertechnische Ablaufanlage
CN112215312B (zh) * 2020-09-17 2024-05-14 北京卫星制造厂有限公司 一种在轨多目标体射频身份识别与位姿测量系统

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RU2677546C1 (ru) 2019-01-17
EP3230147A1 (fr) 2017-10-18
WO2016128167A1 (fr) 2016-08-18
LT3230147T (lt) 2021-07-26
DE102015202429A1 (de) 2016-08-11

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