EP3230148B1 - Method for operating a shunting hump system and control device for such a system - Google Patents

Description

In shunting systems, wagons or groups of wagons, which are also referred to as processes, are sorted from a mountain track into different directional tracks using the force of gravity acting on the processes. In the interests of efficiency and reliability, the operation of the drainage system is usually largely automated. An automatic control system suitable for this purpose is known, for example, from the company publication "Automation system for train formation systems Trackguard® Cargo MSR32 - More efficiency and safety in freight traffic", order no .: A19100-V100-B981, Siemens AG 2014.

In general, when operating a drainage system, it is desirable to predict the running behavior of the processes as precisely as possible. On the one hand, this applies with regard to the avoidance of catching-up processes of the processes during their run in the direction of the direction tracks, since these can lead to accidents or damage to the processes or the transported goods. In addition, 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 using the drainage system in a certain period of time.

An important influencing variable in the control of a sequence system is the arc resistance that affects the processes in track curves. 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.

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 are prevented from running up at an impermissibly high speed.

From the German patent specification DE 101 55 896 C1 a method for the control-technical integration of gradient compensation brakes in an automatic maneuvering process is known. Here, the route resistance components along a path are determined separately according to inclination, arc resistance and - if available - switch resistance.

The present invention is based on the object of a method for operating a shunting system specify that, through an improved determination of arc resistances that occur, an increase in the performance and / or maneuvering quality of the drainage system is possible.

According to the invention, this object is achieved by a method for operating a shunting process system, with several curve phases being determined for the respective processes in the form of running cars or groups of wagons based on at least one track curve in the route of the respective run, at least one value for a curve resistance in the at least one track curve is determined, with different calculation models being used for the determined curve running phases in the context of determining the at least one value for the curve resistance, 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.

According to the first step of the method according to the invention, this is initially characterized in that several curve phases are determined for the respective processes in the form of running wagons or groups of wagons based on the respective track curve lying in the route of the respective process. Based on extensive studies and investigations, it was recognized that processes generally do not run through a track curve uniformly, but that different curve phases are advantageously to be distinguished here. In the context of the method according to the invention, the corresponding curve running phases are therefore determined in the first step in relation to the at least one track curve lying in the route of the respective sequence.

According to the second step of the method according to the invention, at least one value for a curve resistance in the at least one track curve is then determined, with different calculation models being used for the determined curve running phases. This means that the arc resistance in the different arc travel phases in different ways and way is calculated. In the case of the respective calculation models used, certain knowledge of driving dynamics can advantageously be taken into account, in particular through measurements and multi-body simulations.

According to the third step of the method according to the invention, at least one track brake of the drainage system is controlled taking into account the at least one specific value for the arc resistance. At least one can do this On the one hand, the value for the arch resistance can be taken into account in such a way that it is directly included in the control of the track brake as a parameter. On the other hand, however, it is also possible that 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. As already mentioned, 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. Consequently, 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 rolling resistance can be determined from the available measurement data, for example, in such a way that first the total resistance acting on the respective sequence - for example from recorded 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. Thus, an improvement in the determination of arc resistance that occurs ultimately also leads to more precise estimated values for the rolling resistance and thus contributes to an improvement in the target braking. This enables more efficient and gentler maneuvering, possibly even without a conveyor system.

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 within the framework of the Determination of at least one value for the curve resistance in the relevant track curve, the accuracy in the curve resistance determination can be significantly improved. Since 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. As an alternative or in addition to this, there is also the possibility of improving the maneuvering quality of the drainage system in such a way that accidents or damage to the maneuvered wagons or their load, for example due to corner joints or impermissibly strong impacts between the wagons, can be reliably avoided even under unfavorable operational conditions.

It should be pointed out that 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 in a decentralized manner by the respective track brake control.

According to a particularly preferred embodiment of the method according to the invention, the sheet travel phases are determined specifically for the respective sequence. By determining the curve running phases specifically for the respective sequence, ie by taking properties of the respective concrete sequence into account, the accuracy of the determination of the at least one value for the curve resistance in the at least one track curve can advantageously be increased further. So it has been shown that there are different types of freight wagons behave differently at the same points on a curved track and it is therefore advantageous to determine the curved path phases specifically for the respective sequence. Advantageously, both the type of the respective sheet travel phase and the length of the respective sheet travel phase are determined specifically for the respective sequence. As an alternative to this, however, it is in principle also conceivable that a determination specific to the respective sequence takes place only with regard to the type or length of the sheet travel phases.

The method according to the invention can preferably also be developed in such a way that at least the following sheet travel phases are determined: sheet entry, quasi-static sheet travel, sheet exit. This is advantageous because it has been shown that conditions arise, especially at the entry and exit from a track curve, which result in significant differences in terms of the effective curve resistance compared to a quasi-static curve between these two phases. Already by differentiating or determining the aforementioned three curve travel phases, the accuracy of the determination of the curve resistance of the relevant curve can advantageously be significantly improved, whereby an increase in the performance and / or maneuvering quality of the drainage system is ultimately achieved in accordance with the above explanations.

According to a further particularly preferred embodiment of the method according to the invention, at least one of the following further arc running phases is additionally determined: change in the arc radius, change in the arc direction, transition arc, intermediate straight line. In this context, a transition curve is understood, in accordance with the usual use of the term, to mean a routing element that is used as a connecting element between two circular arcs or between a straight line and a circular arc. A transition curve is characterized by the fact that it has a different radius of curvature at each point having. An intermediate straight 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. 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 description of the present invention. By additionally taking into account at least one of the above-mentioned curve travel phases, a further improvement can advantageously be achieved in the determination of the at least one value for the curve resistance in the at least one track curve, depending on the respective sequence.

The method according to the invention can advantageously also be designed in such a way that at least one parameter characterizing the respective sequence is taken into account when selecting the respective calculation model. The at least one parameter characterizing the respective sequence can be, for example, at least one type of running gear, a center distance, a parameter characterizing the running gear rigidity or a pivot spacing of the respective course. The fact that at least one such parameter characterizing the respective sequence is taken into account when selecting the calculation model for the respective sheet travel phase, it is advantageously made possible, for example, when calculating the at least one value for the sheet resistance, drive-specific properties, such as the rotation inhibition of bogies or the The rigidity of double-hook drives must be taken into account. In the case of the respective calculation models used, certain knowledge of driving dynamics can advantageously be taken into account, in particular through measurements and multi-body simulations.

As an alternative or in addition to the embodiment described above, the method according to the invention can preferably also be developed in such a way that at least one parameter characterizing the respective environmental conditions is taken into account when the respective calculation model is selected. By means of the at least one parameter characterizing the respective environmental conditions, for example, the respective weather conditions, i.e. the presence of moisture, snow and / or ice, can be taken into account, whereby the accuracy of the determination of arc resistances can be further improved if necessary.

According to a further particularly preferred development of the method according to the invention, 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.

With regard to the control device, the present invention is based on the object of specifying a control device for a marshalling drainage system, which enables an increase in the performance and / or the maneuvering quality of the drainage system through improved determination of arc resistances that occur.

This object is achieved according to the invention by a control device for a shunting process system, the control device being designed to determine, at least, several curve phases for the respective processes in the form of running cars or groups of wagons based on at least one track curve lying in the route of the respective process to determine a value for a curve resistance in the at least one track curve, different calculation models being used for the determined curve running phases within the scope of determining the at least one value for the curve resistance, and at least one track brake of the drainage system taking into account the at least one specific value for the curve resistance to control.

In addition to hardware components, for example in the form of corresponding processors and storage means, the control device according to the invention can also have software components, for example in the form of program code for simulating the running behavior of the processes. From a hardware point of view, the control device can be both a central control device of the shunting system and a decentralized control device, for example in the form of a downhill brake control or a directional track brake control. In addition, 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.

The advantages of the control device according to the invention correspond to those of the method according to the invention, so that reference is made in this regard to the corresponding statements above. The same applies to the preferred developments of the control device according to the invention mentioned below in relation to the corresponding preferred developments of the method according to the invention, so that reference is also made in this regard to the corresponding explanations above.

According to a particularly preferred embodiment of the control device according to the invention, it is designed to determine the sheet travel phases specifically for the respective sequence.

According to a further particularly preferred development, the control device according to the invention is designed to determine at least the following sheet travel phases: sheet entry, quasi-static sheet travel, sheet exit.

According to a further particularly preferred embodiment, the control device according to the invention can also be designed to additionally determine at least one of the following further phases: change in the radius of the arc, change in the direction of the arc, transition arc, intermediate straight line.

The control device according to the invention can advantageously also be designed in such a way that it takes into account at least one parameter characterizing the respective sequence when selecting the respective calculation model.

According to a preferred development of the control device according to the invention, it is designed to take into account at least one parameter characterizing respective environmental conditions when selecting the respective calculation model.

The control device according to the invention can preferably also be designed to select the respective calculation model by means of a decision tree.

Figur 1

in einer schematischen Skizze ein Ausführungsbeispiel einer Ablaufanlage mit einem Ausführungsbeispiel der erfindungsgemäßen Steuereinrichtung,

Figur 2

in einer schematischen Darstellung ein Ausführungsbeispiel eines im Rahmen eines Ausführungsbeispiels des erfindungsgemäßen Verfahrens verwendeten Entscheidungsbaums,

Figur 3

bezogen auf einen ersten Gleisbogen und einen ersten Ablauf eine erste schematische Darstellung des Bogenwiderstands als Funktion des Ortes,

Figur 4

bezogen auf einen zweiten Gleisbogen und einen zweiten Ablauf eine zweite schematische Darstellung des Bogenwiderstands als Funktion des Ortes,

Figur 5

in einem ersten Diagramm der Ortskoordinaten x und y bezogen auf einen ersten Ablauf ein erstes Ausführungsbeispiel unterschiedlicher Bogenlaufphasen und

Figur 6

in einem zweiten Diagramm der Ortskoordinaten x und y bezogen auf einen zweiten Ablauf ein zweites Ausführungsbeispiel unterschiedlicher Bogenlaufphasen.

The invention is explained in more detail below with the aid of exemplary embodiments. This shows

Figure 1

in a schematic sketch an exemplary embodiment of a drainage system with an exemplary embodiment of the control device according to the invention,

Figure 2

in a schematic representation an embodiment of a decision tree used in the context of an embodiment of the method according to the invention,

Figure 3

based on a first track curve and a first sequence, a first schematic representation of the curve resistance as a function of the location,

Figure 4

a second schematic representation of the arc resistance as a function of the location, based on a second track curve and a second sequence,

Figure 5

in a first diagram of the location coordinates x and y, based on a first sequence, a first exemplary embodiment of different sheet travel phases and

Figure 6

in a second diagram of the spatial coordinates x and y in relation to a second sequence, a second exemplary embodiment of different sheet travel phases.

Corresponding components and sizes are identified by identical reference symbols in the figures.

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.

According to the representation of the Figure 1 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. In addition, in Figure 1 Track brakes in the form of valley brakes 60 and 61 and directional track brakes 70 to 77 can be seen.

In addition to the components of the drainage system 10 mentioned, the figure shows processes 100 and 101 as examples, which have been pushed or pulled 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.

To control the bottom brakes 60 and 61 is in Figure 1 Furthermore, 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. In a corresponding manner, the directional track brakes 70 to 77 are connected to a directional track brake controller 220 in terms of communication technology. For the sake of clarity, in Figure 1 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. This means that 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. As an alternative to this, 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 in a first method step related to at least one in the route of the sequence 100 lying track curves, several curve running phases can be determined. In the context of the present exemplary embodiment, the curve of the track can be, for example, that between the distribution switch 82 and the directional track brake 70. The sheet travel phases are advantageously determined specifically for the sequence 100. This means that when determining the lengths and / or the type of sheet travel phases, at least one parameter of the sequence 100 is taken into account. This can be, for example, the number of carriages, the number of axles, a pivot spacing and / or at least one type of drive of the sequence 100.

In the context of the exemplary embodiment described, it is assumed that a phase of a quasi-static arc that is arranged between these two phases is taken into account as the arc running phases in addition to a phase of entry or exit of the drain 100 from the respective track curve. Depending on the characteristics of the respective track curve, it is also possible to take into account a change in the curve radius, a change in the direction of the curve, a transition curve and an intermediate straight as possible independent curve phases.

The determination of the sheet travel phases takes place within the scope of the described embodiment of the method according to the invention both with regard to the occurrence of certain sheet travel phases and with regard to the length of the respective sheet travel phase taking into account the respective track topology, ie based on the known track course of the respective route. In this case, empirically determined calculation formulas or calculation models can be used, which are based on, for example, series of measurements recorded measured values can be derived taking into account multi-body simulations as well as specific properties for the respective process. The calculation models can be parameterized, for example, using adaptive methods.

In a second method step of the described exemplary embodiment of the method according to the invention, at least one value for a curve resistance in the at least one track curve is determined, with different calculation models being used for the curve running phases determined. When selecting the respective calculation model, at least one parameter characterizing the respective sequence can advantageously be taken into account. The corresponding parameter characterizing the respective sequence can in turn be, for example, the number of carriages, the number of axles, a pivot spacing and / or at least one type of drive of the sequence 100. As an alternative or in addition to taking into account at least one parameter characterizing the respective sequence, at least one parameter characterizing the respective environmental conditions can also be taken into account when selecting the respective calculation model.

The determination of values for the curve resistance in routes of runs of curved track curves is of fundamental importance in shunting systems, since the corresponding curve resistance has a significant influence on the running behavior of the processes. The freight wagons in automated train formation systems with a drainage mountain run autonomously through the system due to gravity and are guided to their predetermined direction with the help of automatically set points. The free movement of the freight wagons or processes must be checked at all times for safety reasons. Since freight wagons that run independently usually have no technical means of continuously regulating their speed, the speed can only be adjusted using the ones that are installed at certain points in the route Track brakes are influenced. As a result, the free running of the car between the brakes must be predicted in order to be able to recognize possible dangerous situations at an early stage.

It should be pointed out that, within the scope of the method described, 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.

In relation to a curved track lying ahead in the path, as in the in Figure 1 For example, the above-mentioned curve of track between the distribution switch 82 and the directional track brake 70, this means that a prognosis of the curve resistance is made for this track curve in order to control a track brake located in front of the respective track curve, i.e. the valley brake 60 in the present case consider.

Since there are hardly any suitable estimation models for the rolling resistance of a sequence, there is also the option of determining the curve resistance in at least one track curve in the path of the sequence 100 and taking this into account when calculating or estimating the rolling resistance of the sequence in question. In the in Figure 1 This can be done, for example, in relation to the curved track arranged between the first switch and the valley brake 60. Specifically, this can take place, for example, in such a way that the bottom brake control 200 initially determines the total resistance that acts on the sequence 100. This can be done, for example, based on the law of conservation of energy using signals from wheel sensors or speed differences determined by means of trackside radar measuring devices. Then the resistance components that are known or can be estimated with sufficient accuracy, such as the air resistance, Switch resistances and the arc resistances that occur are deducted 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.

According to the third step of the described exemplary embodiment of the method according to the invention, 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. According to the representation of the Figure 1 In relation to the sequence 100 and its intended path, it can be the valley brake 60 and / or the directional track brake 70. Due to the determination of the arc travel phases and the associated higher accuracy in the determination or prognosis of the arc resistance that occurs and the more precise rolling resistance estimated values resulting from this, the result is an improvement in the target braking. On the one hand, this leads to more efficient and gentler maneuvering even without a conveyor system; on the other hand, owing to the improved prognosis of the running behavior of the processes 100, 101, recovery operations or corner joints of the processes 100, 101 can also be avoided, which leads to an improvement in the maneuvering quality of the process system 10. As a result, through the improved determination of the arc resistances that occur, the performance and the maneuvering quality of the marshalling system 10 can be increased overall.

In order to carry out the method described above, 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. In this context, it should be noted that when controlling the valley brakes 60, 61 as well as the directional track brakes 70 to 77, preferably the sequence 101 following the sequence 100 as well as any sequence that precedes or precedes the sequence 100, if applicable. In particular, 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. In addition, other boundary conditions, such as maximum travel speeds in the path, can also be taken into account as part of the method.

In the following, exemplary embodiments of the method according to the invention will be described in greater detail using Figures 2 to 6 explained.

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.

In the context of the method described, the respective calculation model is preferably selected using a decision tree. The respective calculation model to be used depends advantageously not only on the respective sheet travel phase but also on at least one further parameter characterizing the respective sequence and / or at least one further parameter characterizing respective environmental conditions. Ultimately, this means that a suitable calculation model for the arc resistance is selected depending on the situation. This is advantageously done using a decision tree, as exemplified in Figure 2 is shown.

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 finds. 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 at level L2 of the decision tree according to a parameter characterizing the respective car, which, according to the above explanations, can be, for example, a type of carriage of the car or the number of its axles. Examples are in Figure 2 a distinction is made between two branches 310 and 320, where branch 310 could, for example, correspond to the decision criterion “two-axis” and branch 320 could correspond to the decision criterion “four-axis”. As an alternative to this, branch 310 could also correspond to the decision criterion “double hook drive” and branch 320 could correspond 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 different types of car.

In a further level L3 of the decision tree, different branches are provided for different sheet travel phases. It can be seen here that a different number of sheet travel phases is taken into account for the two different types of carriage or carriage. It is assumed that for processes that meet the decision criterion 310 on the second level L2, the decision criterion 311 corresponding to a sheet running phase "sheet entry", the decision criterion 312 corresponding to a sheet running phase "quasi-static sheet run" and the decision criterion 313 corresponding to a sheet run phase Sheet run phase "sheet run-out" are provided. On the other hand, it is assumed that in the case of a carriage which fulfills the decision criterion 320, the decision criterion 321 of a sheet running phase "sheet entry", the decision criterion 322 of a sheet running phase "quasi-static sheet running", the decision criterion 323 of a sheet running phase "sheet run-out" and the decision criterion 324 of an additional sheet running phase "Change of arc direction" corresponds. That is where the knowledge lies based on the fact that different curve travel phases are relevant for different types of freight wagons due to different driving dynamics properties.

It should be noted that, depending on the respective circumstances, decision trees with additional levels can be used in practice. In this way, one or more further parameters characterizing the respective sequence and / or respective environmental conditions can be taken into account. Examples of such parameters are the axle spacing for freight wagons with double-hook drives, the pivot spacing for freight wagons with Y25 bogies or a parameter that characterizes the environmental conditions, for example in the form of weather conditions, i.e. wet or snow, for example.

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 first sequence. It is assumed here that the sequence is again a single wagon with a double hook drive.

In the upper part of the Figure 3 the arc resistance w _{b is shown} as a function of the path or location s. In the lower part of the Figure 3 is also indicated in the form of a "curved band" B, the course of the track curve under consideration as a function of the location s. It becomes clear that the track curve extends _{between the locations s 1} and s _4.

In the upper part of the Figure 3 it can be seen that in the context of the determination of the curve resistance w _{b of} the track curve, a distinction is made between three curve phases P1, P2 and P5. In the first sheet travel phase P1, which corresponds to a run-in phase, a continuous increase in sheet resistance w _{b is} initially assumed in accordance with the relevant calculation model. 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. It should be noted that, depending on the respective center distance of the sequence, a calculation model can also be used in which w _max = w _q applies.

According to the representation of the Figure 3 it is assumed in the context of the present exemplary embodiment that 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. Following the run-in phase P1, the quasi-static phase P2 begins. This is followed by a phase-out phase P5, beginning at location s ₄ with the first axle of the carriage running out of the curved track. In the run-out phase P5, 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. In this context, it should be noted that 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 track curve and a second sequence, a second schematic representation of the curve resistance as a function of location. In the context of the exemplary embodiment, the Figure 4 assumed that the sequence concerned is a four-axle single wagon with a Y25 bogie.

The representation of the Figure 4 corresponds in nature to those of Figure 3 . In a comparison of the two figures, it is initially clear that in the embodiment of the figure 4th in accordance with the arched belt B shown, a track curve with a change of direction, ie a change in the direction of the curve, is considered. For the four-axle wagons with Y25 bogies assumed within the scope of the exemplary embodiment described, here, as shown in FIG Figure 4 differentiated five sheet travel phases P1, P2, P3, P4 and P5.

In addition to the run-in phase P1, the quasi-static phase P2 and the run-out phase P5, this is compared to Figure 3 a direction change phase P3 and a further quasi-static phase P4 are also taken into account. 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 . This is followed by the quasi-static arc phase P2, which ends as soon as the arc radius changes on the first bogie. 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.}

As a result of corresponding investigations, it was found that in the case of a four-axle wagon with Y25 bogies, the pivot spacing has a decisive influence on the length of the curve travel phases. According to the representation in Figure 4 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. Furthermore, 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 . According to the representation of the Figure 4 In relation to the arc resistance w _b, a step-like result results in the context of the modeling Course, with the value of the arc resistance w _b in the run-in phase P1 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 run-out phase P5 with w _a .

In comparison of the Figures 3 and 4 it becomes very clear that a determination of curve phases for the respective sequence and a subsequent use of different calculation models in the determination of at least one value for a curve resistance in the respective at least one track curve both with regard to the type and length of the respective curve phases as well as in relation to the associated calculation models for the arc resistance lead to clear differences.

For further explanation shows 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.

In detail, the sheet _{running phase a 1} is a running-in phase that changes into a quasi-static sheet running phase a ₂ . According to the representation of the Figure 5 This is followed by 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. After that, 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. This means that 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 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.

The in Figure 6 The route shown corresponds to that of Figure 5 . When comparing the two figures, it becomes clear that the sheet travel phases a ₁₁ to a _21, due to the different parameters characterizing the respective sequence in the form of the pivot spacing, differ significantly both in terms of their type and in terms of their length from those in Figure 5 different sheet travel phases a ₁ to a _{10 shown.} So closes accordingly Figure 6 to an intermediate straight line a _11, a run-in period followed a ₁₂ to from a short phase of the quasi-static sheet travel a. ₁₃ This is followed by a phase of changing the radius a ₁₄ , which in turn is followed by a short phase of quasi-static arc travel a ₁₅ . 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 . 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.

From the representation of the Figures 5 and 6 It is thus clear that, depending on the particular circumstances, it can be useful to determine the sheet travel phases specifically for the respective sequence. Regarding the in Figure 2 In the decision tree shown, this can be done, for example, in that this is taken into account on the second level or, if necessary, a further level is provided.

In summary, based on the exemplary embodiments described above, it becomes clear that processes run through different curve phases in relation to a track curve lying in the route of the respective sequence, which result in significantly different curve resistances. Consequently, the performance of a shunting process system can be increased considerably by taking into account corresponding sheet travel phases and the use of different calculation models for these sheet travel phases in the context of the calculation of at least one value for the sheet resistance. The sheet travel phases are preferably determined specifically for the respective sequence, with at least one parameter characterizing the respective sequence and / or at least one parameter characterizing the respective environmental conditions being taken into account when selecting the respective calculation model.

Claims (14)

1. Method for operating a shunting hump yard (10), wherein, for the respective humping operations (100, 101) in the form of cut humped wagons or groups of wagons,

   - a plurality of arc phases (P1, P2, P3, P4, P5) are ascertained in relation to at least one track curve lying in the travel path of the respective humping operation (100, 101),

   - at least one value for a curve resistance (w_b) in the at least one track curve is determined, wherein different calculation models are used for the ascertained arc phases (P1, P2, P3, P4, P5) as part of the determination of the at least one value for the curve resistance, and

   - at least one rail brake (60, 70) of the hump yard (10) is controlled, taking into consideration the at least one determined value for the curve resistance (w_b).
2. Method according to claim 1,
   characterised in that
   the arc phases (P1, P2, P3, P4, P5) are ascertained specifically for the respective humping operation (100, 101).
3. Method according to claim 1 or 2,
   characterised in that
   at least the following arc phases are ascertained:

   - curve run-in (P1),

   - semi-static arc (P2, P4),

   - curve run-out (P5).
4. Method according to claim 3,
   characterised in that
   in addition, at least one of the following further arc phases is ascertained:

   - change in the curve radius,

   - change in the curve direction (P3),

   - transition curve,

   - intermediate straight.
5. Method according to one of the preceding claims,
   characterised in that
   when selecting the respective calculation model, at least one parameter that characterises the respective humping operation (100, 101) is taken into consideration.
6. Method according to one of the preceding claims,
   characterised in that
   when selecting the respective calculation model, at least one parameter that characterises respective environmental conditions is taken into consideration.
7. Method according to one of the preceding claims,
   characterised in that
   the selection of the respective calculation model takes place by means of a decision tree.
8. Control facility (200, 220, 230) for a shunting hump yard (10), wherein the control facility (200, 220, 230) is embodied, for the respective humping operations (100, 101), in the form of cut humped wagons or groups of wagons,

   - to ascertain a plurality of arc phases (P1, P2, P3, P4, P5) in relation to at least one track curve lying in the travel path of the respective humping operation (100, 101),

   - to determine at least one value for a curve resistance (w_b) in the at least one track curve, wherein different calculation models are used for the ascertained arc phases (P1, P2, P3, P4, P5) as part of the determination of the at least one value for the curve resistance, and

   - to control at least one rail brake (60, 70) of the hump yard (10), taking into consideration the at least one determined value for the curve resistance (w_b) .
9. Control facility according to claim 8,
   characterised in that
   the control facility (200, 220, 230) is embodied to ascertain the arc phases (P1, P2, P3, P4, P5) specifically for the respective humping operation (100, 101).
10. Control facility according to claim 8 or 9,
    characterised in that
    the control facility (200, 220, 230) is embodied to ascertain at least the following arc phases:

    - curve run-in (P1),

    - semi-static arc (P2, P4),

    - curve run-out (P5).
11. Control facility according to claim 10,
    characterised in that
    the control facility (200, 220, 230) is embodied, in addition, to ascertain at least one of the following further phases:

    - change in the curve radius,

    - change in the curve direction (P3),

    - transition curve,

    - intermediate straight.
12. Control facility according to one of claims 8 to 11,
    characterised in that
    the control facility (200, 220, 230) is embodied, when selecting the respective calculation model, to take into consideration at least one parameter that characterises the respective humping operation (100, 101).
13. Control facility according to one of claims 8 to 12,
    characterised in that
    the control facility (200, 220, 230) is embodied, when selecting the respective calculation model, to take into consideration at least one parameter that characterises respective environmental conditions.
14. Control facility according to one of claims 8 to 13,
    characterised in that
    the control facility (200, 220, 230) is embodied to select the respective calculation model by means of a decision tree.

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