EP3230148B1 - 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
EP3230148B1
EP3230148B1 EP16700713.7A EP16700713A EP3230148B1 EP 3230148 B1 EP3230148 B1 EP 3230148B1 EP 16700713 A EP16700713 A EP 16700713A EP 3230148 B1 EP3230148 B1 EP 3230148B1
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Prior art keywords
curve
arc
resistance
phases
control facility
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German (de)
English (en)
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EP3230148A1 (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

Definitions

  • 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.
  • 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 are prevented from running up at an impermissibly high speed.
  • 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.
  • 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.
  • 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.
  • 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.
  • certain knowledge of driving dynamics can advantageously be taken into account, in particular through 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 arc resistance. At least one can do this
  • 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.
  • 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 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.
  • 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.
  • 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.
  • the sheet travel phases are determined specifically for the respective sequence.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 parameter characterizing the respective environmental conditions is taken into account when the respective calculation model is selected.
  • 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.
  • 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 an increase in the performance and / or the maneuvering quality of the drainage system through improved determination of arc resistances that occur.
  • a control device for a shunting process system 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.
  • 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 shunting system and a decentralized control device, for example in the form of a downhill brake control or a 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 sheet travel phases specifically for the respective sequence.
  • control device is designed to determine at least the following sheet travel phases: sheet entry, quasi-static sheet travel, sheet exit.
  • control device 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.
  • control device 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.
  • 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 preferably also be 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 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.
  • 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 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.
  • 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.
  • 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.
  • 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 is also possible.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 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.
  • 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 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.
  • 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 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.
  • 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.
  • 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.
  • 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.
  • branches 310 and 320 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.
  • 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.
  • 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”
  • the decision criterion 324 of an additional sheet running phase “Change of arc 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 first sequence. It is assumed here that the sequence is again a single wagon with a double hook drive.
  • the arc resistance w b is shown as a function of the path or location s.
  • 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.
  • 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 track curve and a second sequence, 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 curve travel 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 that changes into a quasi-static sheet running phase a 2 .
  • 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.
  • 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.
  • 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 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.

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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)

Claims (14)

  1. Procédé pour faire fonctionner un chantier (10) de triage à la gravité, dans lequel pour les gravitaires (100, 101) respectifs sous la forme de voitures ou de groupes de voitures à la gravité
    - on détermine, rapporté à au moins une courbe de la voie se trouvant dans le trajet du gravitaire respectif, plusieurs phases (P1, P2, P3, P4, P5) de passage sur la courbe,
    - on détermine au moins une valeur d'une résistance (wb) de courbe dans la au moins une courbe de la voie, des modules de calcul différents étant utilisés pour les phases (P1, P2, P3, P4, P5) déterminées de passage sur la courbe dans le cadre de la détermination de la au moins une valeur de la résistance de courbe, et
    - on commande au moins un frein (60, 70) de voie du chantier (10) à la gravité, en tenant compte de la au moins une valeur déterminée de la résistance (wb) de courbe.
  2. Procédé suivant la revendication 1,
    caractérisé en ce que
    l'on détermine les phases (P1, P2, P3, P4, P5) de passage sur la courbe spécifiquement pour le gravitaire (100, 101) respectif.
  3. Procédé suivant la revendication 1 ou2,
    caractérisé en ce que
    l'on détermine au moins les phases de passage sur la courbe suivantes :
    - entrée (P1) dans la courbe,
    - passage (P2, P4) quasi statique sur la courbe,
    - sortie (P5) de la courbe.
  4. Procédé suivant la revendication 3,
    caractérisé en ce que
    on détermine en outre au moins l'une des autres phases de passage sur la courbe suivantes :
    - variation du rayon de la courbe,
    - changement de la direction (P3) de la courbe,
    - courbe de transition,
    - droite intermédiaire.
  5. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que,
    dans le choix du module de calcul respectif, on prend en compte au moins un paramètre caractérisant le gravitaire (100, 101) respectif.
  6. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que,
    dans le choix du modèle de calcul respectif, on prend en compte au moins un paramètre caractérisant les conditions ambiantes.
  7. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que
    le choix du modèle de calcul respectif s'effectue au moyen d'un arbre de décision.
  8. Dispositif (200, 220, 230) de commande d'un chantier (10) de triage à la gravité, le dispositif (200, 220, 230) de commande étant constitué pour les gravitaires (100, 101) respectifs, sous la forme de voitures ou de groupes de voitures à la gravité, pour
    - déterminer, rapporté à au moins une courbe de la voie se trouvant dans l'itinéraire du gravitaire (100, 101) respectif, plusieurs phases (P1, P2, P3, P4, P5) de courbe,
    - déterminer au moins une valeur de la résistance (wb) de courbe dans la au moins une courbe de voie, dans lequel on utilise pour les phases (P1, P2, P3, P4, P5) déterminées de passage sur la courbe dans le cadre de la détermination de la au moins une valeur de la résistance de courbe des modèles de calcul différents, et
    - commander au moins un frein (60, 70) de voie du chantier (10) à la gravité, en tenant compte de la au moins une valeur déterminée de la résistance (wb) de courbe.
  9. Dispositif de commande suivant la revendication 8,
    caractérisé en ce que
    le dispositif (200, 220, 230) de commande est constitué pour déterminer les phases (P1, P2, P3, P4, P5) de passage sur la courbe spécifiquement pour le gravitaire (100, 101) respectif.
  10. Dispositif de commandes suivant la revendication 8 ou 9,
    caractérisé en ce que
    le dispositif (200, 220, 230) de commande est constitué pour déterminer au moins les phases de passage sur la courbe suivante :
    - entrée (P1) dans la courbe,
    - passage (P2, P4) quasi statique sur la courbe,
    - sortie (P5) de la courbe.
  11. Dispositif de commande suivant la revendication 10,
    caractérisé en ce que
    le dispositif (200, 220, 230) de commande est constitué pour déterminer en outre au moins l'une des autres phases suivantes :
    - variation du rayon de la courbe,
    - changement de la direction (P3) de la courbe,
    - courbe de transition,
    - droite intermédiaire.
  12. Dispositif de commande suivant l'une des revendications 8 à 11,
    caractérisé en ce que
    le dispositif (200, 220, 230) de commande est constitué pour tenir compte dans le choix du modèle de calcul respectif au moins d'un paramètre caractérisant le gravitaire (100, 101) respectif.
  13. Dispositif de commande suivant l'une des revendications 8 à 12,
    caractérisé en ce que
    le dispositif (200, 220, 230) de commande est constitué pour tenir compte dans le choix du modèle de calcul respectif au moins d'un paramètre caractérisant les conditions ambiantes.
  14. Dispositif de commande suivant l'une des revendications 8 à 11,
    caractérisé en ce que
    le dispositif (200, 220, 230) de commande est constitué pour choisir le modèle de calcul respectif au moyen d'un arbre de décision.
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)

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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 EP3230148A1 (fr) 2017-10-18
EP3230148B1 true 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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Publication number Priority date Publication date Assignee Title
DE2446109A1 (de) * 1974-09-26 1976-04-08 Siemens Ag Einrichtung zum bestimmen des rollwiderstandes von eisenbahnwagen in ablaufanlagen
DE3019950C2 (de) * 1980-05-24 1986-01-23 Deutsche Bundesbahn, vertreten durch das Bundesbahn-Zentralamt Minden (Westf), 4950 Minden Einrichtung in einer Ablaufanlage mit automatischer Geschwindigkeitsbeeinflussung
US4610206A (en) * 1984-04-09 1986-09-09 General Signal Corporation Micro controlled classification yard
RU2080269C1 (ru) * 1994-10-13 1997-05-27 Украинский научно-исследовательский, проектно-конструкторский и технологический институт взрывозащищенного и рудничного электрооборудования с опытно-экспериментальным производством Замедлитель вагонный электромагнитный
ATE359947T1 (de) * 2000-03-03 2007-05-15 Tiefenbach Gmbh Verfahren zur steuerung des ablaufs der wagen eines zu zerlegenden eisen-bahnzuges von einem ablaufberg eines rangierbahnhofs
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
EP3230148A1 (fr) 2017-10-18
WO2016128168A1 (fr) 2016-08-18
DE102015202432A1 (de) 2016-08-11
LT3230148T (lt) 2021-07-26

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