EP3230148A1 - 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

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Publication number
EP3230148A1
EP3230148A1 EP16700713.7A EP16700713A EP3230148A1 EP 3230148 A1 EP3230148 A1 EP 3230148A1 EP 16700713 A EP16700713 A EP 16700713A EP 3230148 A1 EP3230148 A1 EP 3230148A1
Authority
EP
European Patent Office
Prior art keywords
control device
sheet
phases
track
resistance
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP16700713.7A
Other languages
German (de)
English (en)
Other versions
EP3230148B1 (fr
Inventor
Holger Gemeiner
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens Mobility GmbH
Original Assignee
Siemens AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Publication of EP3230148A1 publication Critical patent/EP3230148A1/fr
Application granted granted Critical
Publication of EP3230148B1 publication Critical patent/EP3230148B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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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

Definitions

  • the most accurate prognosis of the running behavior of the processes is desirable when operating a drain system. This applies, on the one hand, with regard to avoiding pick-up operations during their course in the direction of the directional tracks, since these can lead to accidents or damage to the processes or the transported goods.
  • the most accurate prediction possible of the running behavior of the individual processes also permits a maximization of the capacity of the process items, i. maximizing the number of cars that can be sorted by the drainage system over a certain period of time.
  • the sheet resistance is a frictional resistance that occurs when a rail vehicle travels through a curved track.
  • the reason for this is that in a curved track, the outer wheel must travel one more distance than the inner wheel. Due to the solid connection of the wheels with rail vehicles over the respective axis the two wheels, however, the same peripheral speed.
  • a certain path difference can be compensated by the taper of the treads; in narrow radii, however, the path differences between outer and inner rail are so great that they can only be compensated by sliding movements. The resulting friction causes a deceleration of the respective vehicle and thus influences its course.
  • the sheet resistance Due to the Gleistopologien in technical draining systems, which are also referred to as Switzerland Struktursanlagen, the sheet resistance has a significant impact on the free flow of the processes. Consequently, the determination and prognosis of the occurring sheet resistances is of considerable importance for the best possible control for influencing the speed of the processes of provided rail brakes. It should be noted that the occurring bow resistances can also be used in the determination and prognosis of rolling resistances acting on the processes. As a result, the performance and maneuvering quality of the respective run-off system are therefore directly or indirectly influenced by the accuracy of the determination of the resistance to bowing.
  • This object is achieved by a method for operating a ranking technicalfactanläge, wherein for the respective processes in the form of expiring car or At least one value for a Bogenwider- in the at least one track arc is determined based on at least one lying in the path of the respective track track curve several sheet models, for the determined arc running phases different calculation models are used, and at least one track brake of the drain below Considering the at least one specific value for the sheet resistance is controlled.
  • this is initially characterized by the fact that several sheet travel phases are determined for the respective processes in the form of running cars or groups of wagons with respect to the respective track curve lying in the travel path of the respective process.
  • the corresponding sheet travel phases are determined based on the at least one track curve lying in the travel path of the respective sequence.
  • At least one value for an arc resistance in the at least one track arc is then determined, wherein different calculation models are used for the determined sheet travel phases. This means that the sheet resistance is calculated differently in the different sheet travel phases. In the case of the respectively used calculation models, particular driving dynamics knowledge can advantageously be taken into account in particular by measurements and multi-body simulations.
  • at least one track brake of the drainage system is controlled taking into account the at least one specific value for the sheet resistance. In doing so, the at least one true value for the arc resistance on the one hand be taken into account so that it enters directly into the control of the track brake as a parameter.
  • the at least one specific value for the arc resistance is also possible for the at least one specific value for the arc resistance to be used to calculate further variables or parameters and then to include these in the control of the at least one track brake.
  • the rolling resistance of the respective sequence is an important influencing variable in the control of a sequence engineering process.
  • the rolling resistance of a sequence can not be measured directly with sufficient accuracy. Consequently, it is an object of a control device of a ranking procedure to determine the rolling resistance of a sequence of available measurement data and to estimate it by a suitable prognosis method for a subsequent route section.
  • the determination of the rolling resistance from the available measurement data can be done, for example, by first determining the total resistance acting on the respective sequence-for example, from detected speed differences-and then determining other resistance components, such as air resistance, switch resistance and, in particular, arc resistance, from this total resistance subtracted from. The remainder remaining after the corresponding difference is called
  • the method according to the invention is based on the fundamental knowledge that by determining different sheet travel phases and using different calculation models for these sheet travel phases in the context of Determining at least one value for the sheet resistance in the relevant track arc, the accuracy in the Bogenwi-standsbestbeées can be significantly improved.
  • the at least one value for the arc resistance determined in this way in the control of at least one track brake of the drainage system, there is thus advantageously an increase in the efficiency of the drainage system.
  • the Rangiertown theracanläge is improved so that accidents or damage to the car or their ranked, for example, by corner joints or inadmissibly strong casserole of the car with each other, even under unfavorable operating conditions reliably avoided ,
  • the determination of the at least one value for the arc resistance can take place in the at least one track curve lying in the travel path of the respective sequence, both during the operation and also before it. This means that the determination or prognosis of the occurring sheet resistances can also be completely executed and completed before the respective process is printed off. Depending on the architecture of the control system used, however, it may also be expedient that the corresponding determination of the resistance to bowing is carried out, for example, decentrally by the respective track brake control during the process of operation. According to a particularly preferred embodiment of the method according to the invention, the sheet travel phases are determined specifically for the respective sequence.
  • the accuracy of the determination of the at least one value for the sheet resistance in the at least one curve can advantageously be further increased. It has been shown that different species of freight wagons behave differently at the same points of a track curve and it is therefore advantageous to determine the sheet travel phases specific to the respective process.
  • both the type of the respective sheet running phase and the length of the respective sheet running phase are determined specifically for the respective sequence. As an alternative to this, however, it is basically also conceivable that a determination specific to the respective sequence takes place only in relation to the type or the length of the sheet travel phases.
  • the method according to the invention can also be developed in such a way that at least the following sheet travel phases are determined: sheet feed, quasi-static sheet run, sheet discharge.
  • sheet travel phases are determined: sheet feed, quasi-static sheet run, sheet discharge.
  • At least one of the following further sheet travel phases is additionally determined: change of the radius of curvature, change of the arc direction, transition arc, intermediate straight line.
  • a transitional arc according to the usual use of terms is understood to mean a routing element which is used as a connecting element between two circular arcs or between a straight line and a circular arc.
  • a transitional arc is distinguished by the fact that it has a different curvature at each point. has radius.
  • An intermediate straight line describes the situation that, after the first bogie has left the first bog, a short discharge phase with the length of the intermediate straight first follows.
  • the method according to the invention can also be configured in such a way that at least one parameter characterizing the respective sequence is taken into account in the selection of the respective calculation model.
  • the at least one parameter characterizing the respective sequence may be, for example, at least one type of drive, a center distance, a parameter characterizing the drive stiffness or a pivot distance of the respective sequence. Due to the fact that at least one such parameter characterizing the respective sequence is taken into account in the selection of the calculation model for the respective sheet travel phase, it is advantageously possible, for example in the calculation of the at least one value for the sheet resistance, to have drive-specific properties, such as rotational inhibition of bogies or the stiffness of double-hook drives, to be considered.
  • the method according to the invention can preferably also be developed in such a way that at least one respective environmental condition characterizing parameters is taken into account in the selection of the respective calculation model.
  • at least one parameter characterizing the respective environmental conditions for example, a consideration of the respective weather conditions, ie, the presence of moisture, snow and / or ice, can take place, whereby the accuracy of the determination of occurring sheet resistances can optionally be further improved.
  • the selection of the respective calculation model takes place by means of a decision tree.
  • the use of a decision tree in the selection of the respective calculation model is advantageous because this allows the selection of the appropriate for the respective situation calculation model can be done in a simple, well-defined and fast manner.
  • the invention further relates to a control device for a ranking technicalfactanläge.
  • the present invention is based on the object of specifying a control device for a waste disposal system which, by improving the determination of occurring sheet resistances, makes it possible to increase the performance and / or the marshalling quality of the outlets.
  • control device for a rangiertechnische Stammanläge, wherein the control device is designed to determine for the respective processes in the form of expiring cars or groups of cars based on at least one lying in the path of the respective track curve arc several arc phases, at least at least to determine a value for an arc resistance in the at least one track curve, wherein different calculation models are used for the ascertained arc run, and to control at least one track brake of the run plant taking into account the at least one specific value for the arc resistance.
  • control device can also have software-technical components, for example in the form of program code for simulating the running behavior of the sequences.
  • the control device may be both a central control device of the technical waste water treatment plant and a decentralized control device, for example in the form of a valley 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. For example, include a central control device and decentralized rail brake controls.
  • 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 is designed to determine the arc running phases specifically for the respective sequence.
  • control device is designed to determine at least the following sheet phase phases: sheet inlet, quasi-static sheet travel, sheet outlet.
  • control device can also be designed to additionally determine at least one of the following further phases: change of the radius of curvature, change of the arc direction, transition arc, intermediate straight line.
  • control device can also be designed such that, when selecting the respective calculation model, it takes into account at least one parameter characterizing the respective sequence.
  • control device is designed to take into account at least one parameter characterizing respective environmental conditions when selecting the respective calculation model.
  • control device can also be designed to select the respective calculation model by means of a decision tree.
  • FIG. 1 shows, in a schematic sketch, an embodiment of a drain installation with an exemplary embodiment of the control device according to the invention
  • FIG. 2 shows a schematic illustration of an embodiment of a decision tree used in the context of an embodiment of the method according to the invention
  • FIG. 3 shows a first schematic representation of the arc resistance as a function of the location, with reference to a first arc and a first sequence;
  • FIG. 4 shows a second schematic representation of the arc resistance as a function of the location with respect to a second track arc and a second sequence
  • FIG. 5 is a first diagram of the location coordinates x and y with respect to a first sequence, a first embodiment of different leaf phases and FIG
  • FIG. 6 shows in a second diagram of the location coordinates x and y with respect to a second sequence, a second embodiment of different sheet travel phases.
  • FIG. 1 shows a schematic sketch of an exemplary embodiment of a drainage system 10 with an exemplary embodiment of the control device according to the invention.
  • the upper part of Figure 1 the track diagram of the system 10 and the lower part of the figure, the profile or a longitudinal section of the professionanläge 10 represents.
  • the drainage system 10 which is part of a technical ranking system of the rail-bound traffic, a drain ramp 20, to which in the running direction an intermediate slope 30, a
  • exemplary flows 100 and 101 are shown in the figure, which have been pushed or pushed by a Abdrücklokomotive 110 on the Schwarzberg and driven in the sequence by the acting gravity along the drainage system 10 move.
  • the further illustration concentrates on the forward direction 100 in the running direction, it being assumed with reference to this that it is intended for the directional track 50 and therefore the track brakes 60 and 70 pass on its path.
  • a valley brake control 200 is further indicated in FIG. 1, which is connected to the valley brakes 60, 61 via communication links 210 and 211, which may be wired or wireless.
  • the directional track brakes 70 to 77 are connected to a directional track brake controller 220 for communication purposes.
  • FIG. 1 shows only by way of example a corresponding communication connection 221 between the directional track brake 77 and the directional track brake control 220.
  • the valley brake control 200 and the directional track brake control 220 are each connected via communication links 231 and 232 to a central control device 230 of the drainage system 10. This means that the components 200, 220 and 230 overall form a control device for controlling the rail 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 may be connected directly to the central control device 230.
  • the control of the rail brakes in the form of the valley brakes 60, 61 and the directional track brakes 70 to 77 of the drainage system 10 is carried out according to an embodiment of the inventive method with respect to the sequence 100 such that for this in a first method step based on at least one in the path of the process 100 lying track curves several sheet hare be determined.
  • the track curve may, for example, be that between the diverter 82 and the directional track brake 70.
  • the sheet travel phases are determined specifically for the process 100.
  • At least one parameter of the sequence 100 is taken into account when determining the lengths and / or the type of sheet travel phases. This may be, for example, the number of carriages, the number of axles, a pivot distance and / or at least one drive type of the sequence 100.
  • a phase of a quasi-static sheet travel which is arranged between these two phases is taken into account as sheet phase phases in addition to a phase of run-in or run-down of the run 100 from the respective track arc.
  • a phase of a quasi-static sheet travel which is arranged between these two phases is taken into account as sheet phase phases in addition to a phase of run-in or run-down of the run 100 from the respective track arc.
  • the determination of the sheet travel phases is carried out in the context of the described embodiment of the method according to the invention both in relation to the occurrence of certain sheet travel phases as well as in relation to the length of the respective sheet travel phase, taking into account the respective Gleistopo- logy, ie based on the known track layout of the respective track.
  • empirically determined calculation formulas or calculation models can be used which, for example, can be used on the basis of Regulated measured values can be derived taking into account multi-body simulations as well as specific properties for the respective sequence.
  • the parameterization of the calculation models can take place, for example, using adaptive methods.
  • At least one value for an arc resistance is determined in the at least one track arc, wherein different calculation models are used for the determined sheet travel phases.
  • at least one parameter characterizing the respective sequence can be taken into account.
  • the corresponding parameters characterizing the respective sequence may, for example, be the number of carriages, the number of axes, a pivot distance and / or at least one type of drive of the sequence 100.
  • at least one parameter characterizing the respective environmental conditions can also be taken into account in the selection of the respective calculation model.
  • the at least one value for the arc resistance of the sequence 100 can basically be carried out both in relation to the track lying ahead in the roadway and in relation to track curves lying in the roadway.
  • the arc resistance is determined in at least one track curve lying in the travel path of the sequence 100 and taken into account in a calculation or estimation of the rolling resistance of the relevant sequence becomes.
  • this can be done, for example, with reference to the track curve arranged between the first diverter and the valley brake 60.
  • this can for example be such that on the part of the Talbremsen Griffinung 200 first the total resistance is determined, which acts on the process 100. This can for example be done based on the energy conservation law using signals from wheel sensors or speed differences determined by means of trackside radar instruments.
  • the resistance components that are known or can be estimated with sufficient accuracy such as the air resistance standstill resistors as well as the occurring bow resistors, deducted from this total resistance.
  • the remaining remainder is assumed as a rolling resistance or used as an input value for a rolling resistance prognosis in a subsequent section.
  • At least one track brake of the drainage system 10 is now controlled taking into account the at least one specific value for the sheet resistance.
  • this may be the valley brake 60 and / or the directional track brake 70 in relation to the outlet 100 and its intended travel. Due to the determination of the sheet travel phases and the associated higher accuracy in the determination or prognosis of the occurring bow resistances and the resulting more accurate rolling resistance estimates, the result is an improvement of the running target braking.
  • control device comprising at least one of the components central control device 230, Talbremsengnaung 200 or directional track brake control 220, in addition to hardware components, such as in the form of corresponding processors and memory means, further software components, such as in the form of program code for Simulation of the running behavior of the processes 100, 101, on.
  • control of brakes 60, 61 and the directional track brakes 70 to 77 preferably the sequence 100 following the sequence 100 as well as possibly the sequence 100 preceding or preceding sequence are taken into account.
  • the respective common path of the processes 100, 101 is to be considered in order to avoid pick-up operations and to allow a safe changeover of the distribution points 80 to 86 in the distribution zone 40.
  • further boundary conditions such as, for example, maximum travel speeds in the route, can also be taken into account.
  • FIG. 2 shows a schematic representation of an exemplary embodiment of a decision tree used in the context of an exemplary embodiment of the method according to the invention.
  • the selection of the respective calculation model preferably takes place by means of a decision tree.
  • the particular calculation model to be used advantageously also depends on at least one further parameter characterizing the respective sequence and / or at least one further parameter characterizing other environmental conditions, in addition to the respective leaf running phase.
  • this leads to the situation-dependent selection of a suitable calculation model for the arc resistance. This is advantageously done by means of a decision tree, as shown by way of example in FIG.
  • Figure 2 shows a decision tree having three levels LI, L2 and L3. For reasons of simpler representation, only a part of an overall decision tree is shown, specifically that part which, according to the situation in FIG. 1, is used for processes in the form of individual wagons. tion finds. Accordingly, at the level LI of the decision tree, branching into the branch 300 occurs when the decision criterion "single wagon" is met, on the basis of which, on the level L2 of the decision tree, differentiation takes place according to a parameter characterizing the respective wagon, according to the above By way of example, two branches 310 and 320 are distinguished in FIG.
  • branch 310 could correspond, for example, to the decision criterion "two-axis” and the branch 320 to the decision criterion "four-axis".
  • branch 310 could also correspond to the decision criterion "double-hook drive” and the branch 320 to the decision criterion "Y25 bogie.”
  • FIG. 2 moreover, depending on the particular circumstances and requirements be provided for other different types of cars more branches.
  • different branches are provided for different sheet travel phases. It can be seen that a different number of sheet travel phases is taken into account for the two different car or drive types.
  • the decision criterion 321 of a sheet phase "sheet feed”, the decision criterion 322 of a sheet phase "quasi-static sheet run”, the decision criterion 323 of a sheet phase "sheet discharge and the decision criterion 324 corresponds to an additional sheet phase "change of sheet direction”.
  • Examples of corresponding parameters are the center distance in freight wagons with Doppelschaken- drives, the pivot distance in freight wagons with Y25 bogies or about the environmental conditions, for example in the form of weather conditions, ie, for example, wet or snow, characterizing parameters.
  • FIG. 3 shows a first schematic representation of the arc resistance as a function of the location with respect to a first track curve and a first sequence. It is assumed that the sequence is once again an individual car with a double-hook drive.
  • the curve of the considered track arc is indicated as a function of the location s, where it becomes clear that the track arc extends between the locations Si and s 4. It can be seen in the upper part of FIG. 3 that in the context of determining the sheet resistance w b of the track curve, three soil genlaufphasen PI, P2 and distinguished P5.
  • the run-in phase PI begins with the inlet of the The maximum value of the arc resistance w b in the break-in phase PI is determined at location s 2. ranges and is referred to in Figure 1 as w max .
  • the arc resistance w b drops further down to a location s 3 to a resistance value w q , which is the resistance value in a subsequent sheet phase P2, which is also referred to as a quasi-static phase.
  • FIG. 4 shows a second schematic representation of the blade resistance as a function of the location with respect to a second track curve and a second sequence. It should be assumed in the context of the embodiment of Figure 4, that it is the relevant process is a four-axle single car with Y25 bogie.
  • the running-in phase PI begins at the location Si with entry of the first bogie of the freight wagon in the curve and stops until the second bogie enters the bow. At this time, the foremost axle of the car is at location s 2 . This is followed by the quasi-static sheet phase P2, which ends as soon as the radius changes on the first bogie.
  • the direction change phase P3 is defined by the fact that the two bogies of the considered sequence are located in track curves of different curvature direction. Both in the case of a change in direction and in the case of a change in radius while the direction of the arc is constant, there is an increased arc resistance, which is to be taken into account when determining the sheet resistance w b .
  • the run-in phase PI limited by the locations Si and s 2 , the direction change phase P3 bounded 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. which corresponds to the pivot distance l dz of the process.
  • the length of the quasi-static phases P2 and P4 in each case is the arc length l b minus the pivot distance dz ⁇ l According to the illustration of Figure 4, this results in respect to the sheet resistance w b in the context of modeling a step-like Course, wherein the value of the arc resistance w b in the break-in phase PI with w e , in the quasi-static phases P2 and P4 with w q , in the direction change phase P3 with w w and in the phase-out phase P5 with w a is designated.
  • FIG. 5 shows, in a first diagram of the location coordinates x and y with respect to a first sequence, a first exemplary embodiment of different sheet travel phases. It is assumed that the process in question is a single wagon with a Y25 bogie, which has a pivot distance of 7 m.
  • the sheet phase a ⁇ is an entry phase, which merges into a quasistatic sheet phase a 2 . As shown in FIG. 5, this is followed by a phase of the change in radius or direction a 3 , which in turn merges into a quasi-static sheet phase a 4 .
  • An outflow phase a 5 is followed by a so-called intermediate straight a 6 .
  • An intermediate straight line here describes the situation that follows after the first bogie from a first arc initially a short phase-out with the length of the intermediate straight. There- According to, with the first bogie in the second sheet, there is a special bow phase to the effect that the intermediate line is under the car and the second bogie still runs in the first arc. This bowing 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 an entry phase a 7 , which in turn merges into a phase of the quasi-static sheet pass a 8 .
  • This is completed by an outflow phase a 9 , to which, according to the representation of FIG. 5, a straight line a i0 follows.
  • a i0 is not in the actual sense a sheet phase , because based on the illustrated embodiment at this location or at this time all the axes of the process has already completed the track curves of the route.
  • FIG. 6 shows, in a second diagram of the location coordinates x and y with respect to a second sequence, a second embodiment of different sheet travel phases. It is assumed that this is again a single freight wagon with Y25 bogie, but in this case with a much longer pivot distance of 19 m.
  • a run-in phase a 18 After another quasi-static sheet phase a 19 and a phase-out phase a 2 o, the representation of FIG. 6 also concludes with a section a 2 ⁇ in the form of a straight line.
  • the sheet travel phases are preferably determined specifically for the respective process, wherein, within the framework of the selection of the respective calculation model, at least one parameter characterizing the respective process and / or at least one respective environmental characterizing parameter is taken into account.

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

Abstract

La présente invention concerne un procédé pour faire fonctionner une installation de triage par gravité (10), selon lequel une détermination plus précise d'éventuelles résistances à des courbes de voies permet d'augmenter les performances de l'installation de triage (10). A cet effet, le procédé selon l'invention se déroule de sorte que plusieurs phases de la trajectoire (P1, P2, P3, P4, P5) d'une courbe de voie sont déterminées pour les triages (100, 101) respectifs se présentant sous forme de wagons ou de groupes de wagons, dans au moins une courbe de voie se trouvant dans le parcours du triage (100, 101) respectif, en tenant compte d'au moins un type de train roulant du triage (100, 101) respectif, qu'au moins une valeur concernant une résistance à une courbe de voie (wb) dans ladite au moins une courbe de voie est déterminée, différents modèles de calcul étant utilisés pour déterminer les phases de la trajectoire (P1, P2, P3, P4, P5) de la courbe de voie, et qu'au moins un frein de voie (60, 70) de l'installation de triage (10) est commandé en tenant compte de ladite moins une valeur déterminée concernant la résistance à la courbe de voie (wb). L'invention concerne par ailleurs un dispositif de commande (200, 220, 230) pour une installation de triage par gravité (10).
EP16700713.7A 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 EP3230148B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015202432.6A DE102015202432A1 (de) 2015-02-11 2015-02-11 Verfahren zum Betreiben einer rangiertechnischen Ablaufanlage sowie Steuereinrichtung für eine solche Anlage
PCT/EP2016/050656 WO2016128168A1 (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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EP3230148A1 true EP3230148A1 (fr) 2017-10-18
EP3230148B1 EP3230148B1 (fr) 2021-04-14

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EP (1) EP3230148B1 (fr)
DE (1) DE102015202432A1 (fr)
LT (1) LT3230148T (fr)
RU (1) RU2673913C1 (fr)
WO (1) WO2016128168A1 (fr)

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CN110293992A (zh) * 2019-07-09 2019-10-01 哈尔滨铁路减速顶调速研究有限公司 一种铁路客车自动防溜系统及停车顶数量计算方法
DE102020135149B3 (de) 2020-12-30 2021-10-14 Deutsche Bahn Aktiengesellschaft Verfahren zum betreiben einer rangiertechnischen ablaufanlage sowie rangiertechnische ablaufanlage
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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EP1129922B1 (fr) * 2000-03-03 2007-04-18 Tiefenbach GmbH Procédé pour commander le triage par gravité de wagons d'un train ferroviaire d'être débranché d'une rampe de triage d'une gare de triage
DE10155896C1 (de) * 2001-11-14 2002-10-24 Deutsche Bahn Ag Verfahren zur steuerungstechnischen Einbindung von Gefälleausgleichsbremsen in einen automatischen Rangierablauf
RU87132U1 (ru) * 2008-02-12 2009-09-27 Александр Григорьевич Савицкий Система управления вагонным замедлителем
DE102010041183A1 (de) * 2010-09-22 2012-03-22 Siemens Aktiengesellschaft Verfahren zum Betreiben einer Ablaufanlage des schienengebundenen Verkehrs sowie Steuer-Einrichtung für eine solche Ablaufanlage

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RU2673913C1 (ru) 2018-12-03
EP3230148B1 (fr) 2021-04-14
LT3230148T (lt) 2021-07-26
WO2016128168A1 (fr) 2016-08-18
DE102015202432A1 (de) 2016-08-11

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