EP3713808A1

EP3713808A1 - Method for operating a hump-shunting system, and controller for a hump-shunting system

Info

Publication number: EP3713808A1
Application number: EP18833882.6A
Authority: EP
Inventors: Alfred BAMESBERGER; Andreas Fischer; Holger Gemeiner; Stefan Hahn
Original assignee: Siemens Mobility GmbH
Current assignee: Siemens Mobility GmbH
Priority date: 2018-01-19
Filing date: 2018-12-21
Publication date: 2020-09-30
Anticipated expiration: 2038-12-21
Also published as: RU2741459C1; EP3713808B1; DE102018200867A1; LT3713808T; WO2019141495A1

Abstract

The invention relates to, inter alia, a method for operating a hump-shunting system (10), by means of which the shunting quality is further increased and disruptions to the operation are prevented or reduced. For this purpose, a controller (200, 220, 230) of the hump-shunting system (10) is used for a run (100) in the form of a descending wagon or a descending wagon group in order to detect that a degree of friction that is reduced in comparison to a normal case is present or expected between at least one wheel of the descending wagon (100) and a brake beam of a rail brake (60). At least one reduced value for a target exit speed (v²_12'') is then determined from the rail brake (60), and/or for at least one additional rail brake (70) lying downstream, an increased braking force or at least one reduced value for a target exit speed (v²_22'') is determined from the additional rail brake (70). The rail brake (60) is then controlled while taking into consideration the at least one reduced value for the target exit speed (v²_12'') determined from the rail brake (60), and/or the at least one additional rail brake (70) is controlled while taking into consideration the increased braking force or the at least one reduced value for the target exit speed (v²_22'') determined from the additional rail brake (70).

Description

description

A method for operating a technical draining plant and control device for a technical ranking Ablaufan

In technical waste disposal systems car or wagon groups, which are also referred to as processes, sorted under use of the force acting on the processes gravity from a mountain track in different direction tracks. In terms of efficiency and reliability, hereby usually a far-reaching automation of the operation of the drainage system takes place. An automatic control system suitable for this purpose is known, for example, from the company publication "Automation System for Train-Forming Systems Track-guard Cargo MSR32 - Greater Efficiency and Safety in Freight Transport", Order No .: A19100-V100-B898-V2, Siemens AG 2012. In this case, an automatic Geschwindigkeitsbe influencing the processes by an appropriate control of a Talbremse (and, if available, a mountain brake) in particular such that the inlet velocity of the runs in the next brake relay or brakes seasonel in the form of a directional track brake does not exceed a threshold, the 4 m / s.) This ensures that the directional brake at the beginning of the respective directional track ensures sufficient braking of the processes under all circumstances which normally occur in practice.

The present invention has for its object to provide a method for operating a technical draining plant, by which the Rangierqualität is further increased and disturbances in the operation sequence avoided or re duced.

This object is achieved by a method for operating a rangiertechnischen drainage system, wherein is detected by a control device of the drainage system for a run in the form of a running car or a running car group, that between at least one wheel of the process and a brake bar of a rail brake in comparison to a normal case reduced friction exists o- is to be expected here at least one reduced value for a target outfeed speed is determined from the track brake and / or an increased braking force or at least a reduced value for a target outfeed speed from the further track brake is determined for at least one further downhill track brake, and the track brake is taken into account at least one reduced value for the target outfeed speed from the track brake is controlled and / or the at least one further track brake, taking into account the increased braking force or at least a reduced value for the target outfeed speed from the further Track brake is controlled.

In practice, it has been shown that it can come in engineering waste disposal systems, which are also referred to as Zugbildungsanlagen, by various environmental influences, such as dirt or weather, that the coefficient of friction or coefficient of friction between a wheel (or more wheels) of a Sequence and brake beam of a set rail track brakes is greatly reduced or reduced. This has the consequence that in some cases a predetermined by a control device in the form of an automatic flow control target discharge speed for the corresponding processes can not be met. Since it is to be considered that in the dimensioning of rail brakes usually a minimally effective coefficient of friction or friction coefficient is assumed. However, this minimum friction coefficient is not the worst coefficient of friction which can occur during operation, since otherwise excessive dimensional oversizing of the rail brake in question would be required for the normal or standard case. In practice, however, this will that in these special situations, as beispielswei se with smeared wheel bandages or extreme Witterung A rivers, by an appropriate overrun of the target discharge speed from the respective track brake to disturbances ments in the process flow or operation can occur. These can manifest themselves, for example, in a reduction in the quality of maneuvering, inbound travels or wrongdoers.

In order to avoid or at least be able to reduce the corresponding disturbances, it is first necessary to identify corresponding sequences or wheels of the same, in which there is or is to be expected a reduced friction compared to the normal case. Accordingly, according to the first step of the method according to the invention for operating a technical draining plant by a control device of the drain system for a flow in the form of a running car or a running car group recognized that between at least one wheel of the process and a brake bar of a rail brake in comparison to a Normally reduced friction exists or is to be expected. The expression "present or to be expected" expresses that a corresponding reduced friction can be detected on the one hand, directly or indirectly, but on the other hand, based on corresponding indications, such a reduced friction can be predicted In particular also that the (compared to the normal case) reduced friction can be recognized both before the actual respective running operation and during the same as a "normal case" can serve here, for example, a range of values, which describes the maximum possible and smallest possible coefficient of friction which must be taken into account in the planning and operation of the plant. The ent speaking value range thus includes in particular the cases in which none of the aforementioned special situations exists. In accordance with the second step of the method according to the invention, at least one reduced value for a target outfeed speed is determined from the track brake and / or at least one further (with reference to the track brake) downwards further track brake an increased braking force or at least a reduced value for one Should-

Outlet speed determined from the other track brake. This method step is based on the general idea of reducing the speed of the process recognized as (potentially) problematic as a result of the reduced friction as early as possible in advance, that is to say as early as possible. to control the process according to a reduced speed profile. This is particularly aimed at, after finally passing through the last track brake, i. For example, a directional track brake, to avoid exceeding the permissible relationship or provided speed of the process. On the one hand there is the possibility that for the

Rail brake at least a reduced value for a target discharge speed from the rail brake determined or determined is determined. This applies both in the event that the present reduced friction has already been recognized in advance, as well as in the event that it is Festge only during the braking process in the rail brake concerned. Additionally or alternatively, there is also the possibility that for the at least one further downwardly located further track brake increased braking force or at least a reduced value for a target discharge speed from the further track brake is determined.

In the context of the method according to the invention, the determined at least one reduced value for the target outfeed speed from the track brake and / or the at least one further track brake may on the one hand be a single value. On the other hand, the at least one reduced value for the target outflow speed can also be selected, for example, from a plurality of discrete speed values or by an upper and a lower setpoint speed. Outlet speed limited speed range be available.

According to the third step of the method according to the invention, the track brake is controlled taking into account the at least ei NEN reduced value for the target discharge speed from the rail brake and / or the at least one additional rail brake taking into account the increased

Braking force or the at least a reduced value for the target discharge speed from the further track brake controlled. According to the above statements, this ensures that the speed of the run is reduced as early as possible to the extent necessary to avoid disturbances of the operation, which may result from the expiry of the track brake and / or the additional track brake or the other rail brakes leaves with an increased discharge speed ver.

The method according to the invention has the advantage that, for processes which are difficult to brake, it is possible to use a speed profile which ensures that an unacceptably high speed of the process is avoided. In other words, due to the additional information on the presence of a reduced compared to the normal case friction, ie a particularly low coefficient of friction, a reduction of the planned or normally applied speed profile is made. Advantageously, a corresponding adjustment of the speed profile as a function of the respective implementation here can be done either before the relevant run has reached the (first) track brake, or also dynamically during the course of the relevant procedure, ie in particular after the procedure has reached the track brake. As a result, the additional information about the presence of reduced compared to the normal case friction thereby optimal utilization of the different Rail brakes available brake reserves made light.

Advantageously, the inventive method can be configured such that by means of a sensor device to at least one related to the flow measurement is detected and the presence of reduced friction between the at least one wheel of the process and the brake beam of Gleisbrem se taking into account the at least one measured value he is known. This offers the advantage that by means of the Sen soreinrichtung an automatic detection of the reduced friction between the at least one wheel of the process and the brake beam of the track brake is made possible.

According to another particularly preferred embodiment of the method according to the invention is detected by the Sensorein direction during braking of the process in the track brake at least one related to the flow speed measurement value and the presence of reduced friction between tween the at least one wheel of the process and the brake beam of the track brake detected taking into account the at least one speed measurement value. This is advantageous since a speed measurement makes it possible to reliably predict how much the particular sequence in the track brake involved will be decelerated. Preferably, during the braking of the sequence in the track brake, a plurality of speed measurement values are detected in order to be able to determine the change in the speed. Advantageously, track brakes here already have a corresponding sensor device for measuring the speed of Abläu fen to allow an adaptive braking of the processes in the Gleisbrem se.

According to a particularly preferred development of the method according to the invention, the at least one speed measurement value is detected by means of a sensor device comprising at least one radar device and / or at least one wheel sensor. This is advantageous because, by means of a radar device, a ne continuous speed measurement is possible. Alternatively or in addition to this, a corresponding speed measurement can take place in a manner known per se by means of at least one wheel sensor, which, however, only permits a punctual speed measurement. In particular, a combination of at least one radar with at least one wheel sensor allows in practice a reliable and accurate speed measurement.

Preferably, the inventive method may further be configured such that the presence of the reduced friction between the at least one wheel of the drain and the brake bar of the track brake is detected, if no corre sponding deceleration of the process is detected in a braking force applied by the track brake. In the normal case causes a force applied by the rail brake braking force a corresponding delay, ie reducing the speed of Ge, the process concerned. If this is not the case, ie, for example, despite increasing brake speed no corresponding speed reduction is observed, it can be concluded that there is a reduced friction between at least one wheel of the process and the brake beam of the rail brake concerned. Specifically, this can for example be realized in such a way that by a strong deviation between a normal deceleration at a certain braking level and a significantly reduced actual deceleration at this braking level on the presence of reduced friction between the at least one wheel of the ex run and the brake beam (or brake segments the same) of the rail brake is closed. The Normalverzö delay at the respective braking stage can hereby be advantageously tracked by a corresponding adaptation algorithm to account for wear of the brake segments. The knowledge or information in relation to the presence of a reduced friction can be used across tracks in the consequence also track brakes, as a corresponding reduced friction is to be expected even with further downhill rail brakes. Preferably, the inventive method may also be so pronounced that the presence of the reduced friction between the at least one wheel of the drain and the brake beam of the track brake is detected in the context of braking the process in the track brake, for the at least one further downhill track rail here the increased braking force or the at least one reduced value for the target discharge speed from the at least one further

Track brake is determined and the at least one more track brake is controlled taking into account the increased braking force or at least a reduced value for the target discharge speed. Thus, according to this preferred embodiment, the reduced friction between the at least one wheel of the drain and the brake beam of the track brake is detected in or from the track brake. This knowledge is used in the sequence to increase the braking force for the relevant process in the at least one further downhill track brake and thereby possibly slow it down more if possible. This can happen on the one hand by the fact that the further track brake ei ne reduced target discharge speed is given o- but a concrete increased braking force. By ent speaking control of the relevant additional track brake is to ensure that the process does not leave the subject Gleisbremse with an increased Auslaufgeschwin speed.

In the specific case that it is the track brake is a mountain brake, the process may, for example, run so that the reduced friction in the mountain brake it is known. Stagger in the case of a drainage system with three brakes, ie based on the hill brake down valley brakes and directional track brakes, can hereupon in particular special for the valley brake and optionally also for the directional track brake a reduced value for the target outfeed speed from the other track brake in the form of Talbremse or the directional track brake determined become. This means that the valley brake the process already brakes so strong that the subsequent directional track brake, despite the reduced in comparison to the normal case friction and the associated poor braking ability of the process as possible in a position Ab, the run on the intended Discontinuous speed from the directional track brake to brake. Furthermore, there is the possi bility that in the trough brake to the effect of a review takes place, whether a reduced friction is detected between the at least one wheel of the ex-barrel and a brake beam of the valley brake.

In particular, in the event that only two Bremsenstaf blades are provided, there is also the alternative probability to determine a reduced value for the target discharge speed from the further brake probability that for the additional track brake increased

Braking force is determined. This ensures that the additional track brake from the beginning with the required, possibly maximum, braking force acts on the process and the braking force is not adaptive adjusted until the next track brake determines that the process can not be slowed down as expected.

In general, it should be noted at this point that also gradient compensation brakes, which can be arranged depending on the jewei time embodiment of the drainage system in the area of Rich track rail brake, taken into account in the United proceedings or can be included in the control.

According to another particularly preferred embodiment of the method according to the invention by means of at least ei ne camera comprehensive sensor device is detected at least one wheel of the process and the reduced friction between at least one wheel of the process and the brake beam of the track brake due to a detected impairment of the Ra , in particular in the form of pollution or icing of the wheel, expected. In practice, it has been shown that loading impairments of wheels, which cause the wheel or the relevant process is not able to be braked inadequately, are visually comparatively easily identifiable by operating personnel. Accordingly, a corresponding state can also be detected by a detection of the wheels of the processes with a camera with a follow the automatic image analysis. Preferably, the at least one camera is in this case arranged in an area in front of the discharge hill, so that the corresponding Informa tion to the state of the wheels of the processes already exists before the egg tual expiration process. In addition to the concrete trächtigung, ie, for example, a smearing or egg ner pollution of the wheel, can be considered in the context of evaluation by an appropriate training example vorteilhaf terly if certain Wagenty pen, for example, due to the usual approach to their War, typically polluted or have blurred wheels, which lead to reduced coefficients of friction or friction coefficients. It should be noted that a corresponding camera-based detection can be provided alternatively or in addition to a detection means Sensoreinrichtun gene of another kind. In addition, there is also the possibility that, instead of or in addition to detecting the at least one wheel of the process by means of a sensor device comprising at least one camera, the sensor device can also comprise, for example, an infrared device or an ultrasound device, by means of which at least one wheel is detected.

In addition or as an alternative to the use of a corresponding sensor device, the method according to the invention can also be designed such that the reduced friction between the at least one wheel of the drain and the brake bar of the track brake is expected by the control device on the basis of a corresponding identification of the sequence in a wagon list , This means that the corresponding processes or wagons of the same already exist in a may be characterized in that they (presumably or potentially) will have a reduced friction between at least one wheel of the drain and the brake bar of the track brake. This offers the advantage that even before the beginning of the expiry of the concern the car on the basis of the appropriate marking Be a consideration of this information in the planning of Ablau fens of the process concerned can be considered.

Preferably, the inventive method may further be carried out such that the identification of the STEU ereinrichtung by detecting an input or operating action of an operator is detected. This means that the marking can be detected by the control device, for example, by being able to identify the corresponding carriages by clicking or assigning a specific property by an operator in a carriage list.

According to a particularly preferred embodiment of the inventions to the invention process is due to the identification of the control device for the flow used in relation to the speed of the Ge reduced target speed profile. If the information relating to the reduced friction is already present before the actual course of the respective sequence, this can be used according to the above explanations, a reduced setpoint velocity profile, i. a speed profile with reduced speeds to specify and thus to slow down the process both in the track brake and in at least one other track brake such that malfunctions of the operation in spite of the reduced be as reduced friction and the resulting poor braking ability of the process in the rail brakes sen be avoided.

According to a particularly preferred development of the method according to the invention, a sequence following the procedure is Runners delayed. This means that not only is the speed profile of the problematic process due to its reduced braking ability changed or influenced, but also the follow-up following the process is delayed, ie its speed or its course of velocity is reduced. This ensures that the Nachläufer despite re duzierter speed of the process sufficient Ab to comply with this, so that otherwise possible disturbances ments of the operation sequence, such as Falschläufer or casserole operations are avoided.

With regard to the control device for the technical waste disposal system, the present invention has the object of specifying a control device, which made it light, the Rangierqualität to further increase and avoid disturbances in the sequence operation or reduce.

This object is achieved by a control device for a rangiertechnische drainage system, wherein the control device is designed to detect for a sequence in the form of a running car or a running car group, that between at least one wheel of the running and a brake bar of a rail brake in comparison to a normal case, reduced friction is present or is expected, then to determine at least a reduced value for a target outfeed speed from the track brake and / or for at least one troughed white track brake an increased braking force or at least a reduced value for a Set target exit speed from the other track brake, and the track brake to take into account the at least one reduced value for the target outfeed speed from the track brake to steer and / or the at least one more track brake under Be account of the increase To control braking force or the determined at least a reduced value for the target discharge speed from the other track brake. The advantages of the control device according to the invention correspond to those of the method according to the invention, so that in this regard reference is made to the corresponding above Ausführun gene. The same applies to the following in the said preferred developments of the inventive Shen control device with respect to the corresponding respec preferred development of the method according to the invention, so that reference is also made in this respect to the above explanations.

Preferably, the control device according to the invention may be developed such that the control device comprises a sensor device which is set up to detect at least one measured value relating to the sequence and the control device is set up, the presence of the reduced friction between the at least one wheel of the Track and the brake bar of the track brake, taking into account the at least one measured value to recognize.

According to a particularly preferred embodiment of the inventions to the invention control device, the sensor device is a directed to detect during the braking of the process in Gleisbrem se at least one speed related to the flow reading, and the control device is set up, the presence of reduced friction between the at least a wheel of the drain and the brake bar the

Track brake to recognize the at least one speed measurement value.

According to a further particularly preferred embodiment of the control device according to the invention, this is set up for performing one of the other aforementioned preferred Weiterbildun conditions of the method according to the invention.

In the following the invention will be explained in more detail with reference to Ausführungsbei play. This shows: 1 shows a schematic diagram of a Ablaufanla ge with an embodiment of the inventions to the invention control device,

Figure 2 is an exemplary diagram of the square of the speed as a function of the distance on the one hand for a normal Rei action with force and on the other hand for a process with reduced frictional force and

Figure 3 in another exemplary diagram the

Square the speed as a function of the distance on the one hand for the expiration of normal frictional force and on the other hand for the now according to an embodiment of the inventions to the invention process controlled with reduced frictional force.

Figure 1 shows a schematic diagram of a drainage system 10 with an embodiment of the invention STEU ereinrichtung. In this case, the upper part of Figure 1, the track diagram of the drainage system 10 and the lower part of the figure, the profile or a longitudinal section of the Ablaufanla ge 10 represents.

According to the illustration of Figure 1, the Ablaufan situation 10, which is part of a technical ranking system of rail-bound traffic, a drain ramp 20, to which an intermediate slope 30, a distribution 80 to 86 having distribution zone 40 and direction tracks 50 to 57 connect. In addition, track brakes in the form of valley brakes 60, 61 and directional track brakes 70 to 77 can be seen in the figure.

In addition to the components of the drainage system 10, exemplary sequences 100 and 101 are shown in the figure, which have been pushed or pushed by a Abdrücklokomotive 110 on the Ablaufberg and in the sequence driven by the acting gravity along the run-off 10 move.

For controlling the track brakes in the form of the valley brakes 60 and 61, 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. In appropriate

Way, the directional track brakes 70 to 77 are communicatively connected to a directional track brake controller 220. For the sake of clarity, in this case only an example of a corresponding Kommunikati onsverbindung 221 between the directional track brake 77 and the directional track brake controller 220 is shown in Fi gur 1. The Talbrem sensteuerung 200 and the directional track brake control 220 are each connected via communication links 231 relationship 232 with a central control device 230 of the running system 10 from. This means that by the compo nents 200, 220 and 230 in total a particular for STEU ern the track brakes in the form of valley brakes 60 and 61 and the directional track brakes 70 to 77 serving Steuereinrich device is formed in the form of a distributed control system. Alternatively, it would of course, for example, as well as possible that the valley brakes 60, 61 and the directional track brakes 70 to 77 are directly connected to the central control device 230 or a purely de central control without the central control device 230 takes place. The control device formed by the central control device 230, the Talbremsensteuerung 200 and the Richtungstraisbremsensteue tion 220 has both hardware technical components, such as in the form of appropriate process Ren and storage means, as well as software components, such as in the form of program code on.

When operating the drainage system 10, it can now by Umweltein flows, such as dirt, snow or ice, come to the fact that the coefficient of friction, for example between a wheel or several ren wheels of the sequence 100 and the brake beam of the valley brake 60 and the directional track brake 70 is greatly reduced.

This can result in that the predetermined outflow speed for the sequence 100 predetermined by the control device can not be maintained. Due to the hereby connected nen possible disturbances in the process sequence, such as a too fast emergence on the track 50 are de car, a possible recovery of the precursor shown in Figure 1 for reasons of clarity or a possible emergence of Falschläufern, a corre sponding situation avoided as far as possible.

As part of an embodiment of the method according to the invention is recognized for this purpose that between at least one wheel of the process 100 and a brake beam of the rail brake 60 in the form of the valley brake in comparison to the normal case reduced friction exists or is expected. A corresponding detection, for example, he follow that by means of a Sen sensor device not shown in Figure 1 at least one related to the sequence 100 measured value is detected and the presence of the reduced Rei environment between the at least one wheel of the process 100 and the brake beam of the track brake 60th is recognized under consideration of at least one measured value. Preferably, by means of the sensor device during braking of the sequence 100 in the track brake 60, at least one speed measurement related to the sequence 100 is detected and the presence of the reduced friction between the at least one wheel of the sequence 100 and the brake bar of the track brake 60 taking into account the at least detected a speed measured value. The sensor device used may include, for example, a radar device and / or at least one wheel sensor. Detecting the presence of the redu ed friction between the at least one wheel of the process 100 and the brake bar of the track brake can be done in example by the fact that the track brake 60 or its corresponding controller 200 is recognized that applied at one of the track brake 60 Braking force no corresponding delay of the sequence 100 is detected.

Alternatively, or in addition to the above-described automatic detection of reduced friction relationship, the reduced coefficient of friction or Reibungsko tents is also a procedure possible in which the redu ed friction between the at least one wheel of the process 100 and the brake beam of the track brake 60 of the control direction is expected on the basis of a corresponding marking of course 100 in a wagon list. In this case, the corresponding identification of the control device 30 at play, by detecting an input or a control action of an operator done.

Regardless of the manner in which the control device has detected the presence of the reduced friction between the at least one wheel of the drain 100 and the brake bar of the track brake 60, at least a reduced value for a set coasting speed is then applied to the track brake 60 determined from the track brake. Alternatively or in addition, it is also possible for at least one rail brake located downstream, with respect to the track brake, to be able to move in the opposite direction. in the present case for the directional track brake 70, an increased braking force or at least a reduced value for a target discharge speed from the further track brake is determined.

As part of the exemplary embodiment described in connection with FIG. 1, it is assumed that the presence of the reduced friction by the track brake 60 or its brake control 200 is detected and an increased braking force is determined or predetermined for the further track brake 70 located downstream. This causes the process 100 when reaching the directional track brake 70 is braked immediately with the required increased, where appropriate, maximum braking force. In particular, in the event that deviating from the presen- tation of Figure 1, the drainage system 10 summarizes three brake scales to, ie next to the valley brakes 60 and 61 and the Rich processing tracks 70 to 77 also at least one mountain of the valley brakes 60, 61 located mountain brake, In addition, a determination of a reduced value for the target discharge speed of the at least one farther down ward further located further track brake is expedient. Thus, in this case the reduced friction, ie the reduced braking capability, of the sequence 100 can already be detected in the hill brake. Based on this, a reduced value for a nominal value can now be achieved especially for the valley brake 60.

Outlet speed from this additional track brake 60 be true or be given. This means that the valley brake 60 decelerates the drain 100 based on its Bremsver stronger than would be required in the case of a sequence that is braked in the usual way would be carried out relationship. As a result, the process from 100 slows down in the distribution zone 40 and therefore runs with a lower inlet speed in the Richtungsgleisbrem se 70 a. As a result, it is the directional track brake before geous enough, the sequence 100 to brake to a permissible for a run in the directional track 50 speed.

In accordance with the above explanations, the track brake 60 is thus controlled, taking into account the at least one reduced value for the set coasting speed, and / or the further track brake 70 located at the bottom, taking into account the increased braking force or the at least one reduced value for the target skid. Outlet speed controlled.

In the following, in the context of the method according to the invention, in contrast to a conventional method, an adjusting speed profiles in connection with FIGS. 2 and 3 will be explained in detail. FIG. 2 shows, in an exemplary diagram, the square of the speed as a function of the distance on the one hand for a process with normal frictional force and on the other hand for a process with reduced frictional force. Specifically, in FIG. 2, a typical course of a heavy, normally brakeable drain through a drainage system is shown qualitatively on the basis of the solid line or curve K. In this case, the abscissa represents the path s or the location, and the ordinate represents the quadrate of the velocity v ² . Since the square of the speed is proportional to the kinetic energy of the processes, an improved representation is achieved by this representation compared to a linear representation of the velocity as such as a function of the path s. Thus, in particular the braking capacity of the respective beam track brake or the associated reduction of kinetic energy can be better illustrated here.

Based on the velocity profile v ^{2 shown} , the effective zones of the individual beam track brakes can be seen. It is assumed in the context of the described embodiment of egg train training or technical engineering from running system with three brake calipers. These brake scales are a mountain brake, a valley brake and a directional track brake or ent speaking squadrons thereof.

According to the illustration of Figure 2, the effective range of the individual rail brakes extends in the case of Bergbrem se from the place of entry into the mountain brake Su to the outlet or end of the brake s ₂₂ , in the case of the valley brake in a corresponding manner between the places relationship as waypoints s ₂₂ and s ₂₂ and in the case of the directional track brake between the locations or waypoints S31 and s3 ₂ . The task of track brakes is to decelerate the respective run from their entry speed to their respective target exit speed. In the case of the curve K or the process associated therewith, the Squares of the speed at entry into the track brakes V ² v ² 2i and v ² 3i. In appropriate nomenclature, the speed squares at exit from the respective track brake v ² i2, v ² 22 and v ² 32.

The maximum possible braking capacity of the respective brake, assuming a defined unfavorable coefficient of friction, is indicated in FIG. 2 by the thick solid line and indicated by the reference symbols BV1, BV2 and BV3, respectively. It should be noted that with typical runnability, each of the track brakes has a certain reserve. This reserve becomes smaller, the heavier the respective process is. Typically, the corresponding reserve is the largest for the hill brake and the smallest for the directional track brake. The largest brake work is usually done by the valley brake and the least braking work usually from the mountain brake, since this usually has to intervene only in heavy processes.

Although the (maximum) braking capacity of the rail brakes BV1, BV2, BV3 already defined unfavorable Reibbeiwerte or coefficients of friction are based, the se under special circumstances, such as in the case of smeared wheel bandages, can still be exceeded.

The resulting in this case reduced braking capacity of the rail brakes is exemplified in Figure 2 by the thick dashed lines th and designated by the reference numerals BV1 ', BV2' and BV3 'for the individual brakes.

The reduced braking capacity BV1 ', BV2', BV3 'of Gleisbrem sen has the consequence that often although the mountain brake is still able to comply despite the low friction coefficient, the target discharge speed, since it has the largest reserve. The sequence reached in the episode with his planmä lar entry speed the respective valley brake. Due to the reduced coefficient of friction, however, the reserve of the valley brake is used up so that the drain from the valley brake no longer meets its planned target value. Discontinuous speed can be slowed down. This is compounded by the fact that due to the correct Auslaufge speed of the spout from the mountain brake initially there is no reason not to treat the process as a normal brake behavior. It is therefore slowed down in the valley brake not immediately with maximum braking power, since previously lack the information that the process is poorly braked. Although this is possibly determined in the consequence of a control algorithm of the valley brake characterized in that a deviation between a target value to an actual value of the speed of the process in the track brake is greater, so that the valley brake then steadily the braking force to a maximum elevated. However, this remains unused at the beginning of the control process available braking force.

The result is thus an increased Auslaufgeschwin speed of the process from the valley brake, which means that even the planned or planned Einlaufge speed is clearly exceeded in the directional track brake. Because of this excess, the Re gelalgorithmus the directional track brake may apply immediately if the maximum braking force, however, the Re serve the directional track brake regularly not enough to slow the process at a reduced coefficient of friction on its Zielgeschwin speed. The process is then too fast in the direction track and can cause serious damage to cargo and wagon material. A corresponding speed curve v ² is shown in FIG. 2 by way of example by the dashed curve K ', which, starting from the location or waypoint s _2i, deviates from the case of a normal brake ble flow. The speed squares of this process with reduced or greatly reduced coefficient of friction at the outlet from the valley brake or at the inlet or outlet of the directional track brake are indicated in Figure 2 by the reference v ² ₂ 2 _' , v ² 3i _' and v ² 32 _' . Figure 3 shows in another exemplary diagram, the square of the speed as a function of the distance on the one hand for the expiration with normal frictional force and on the other hand for now according to an embodiment of he inventive method controlled flow with reduced frictional force. The representation of Figure 3 corresponds as such to that of Figure 2, wherein the same reference numerals are used for the same components.

FIG. 3 shows how the effects of a greatly reduced coefficient of friction previously described in conjunction with FIG. 2 can be mitigated or avoided by means of an exemplary embodiment of the method according to the invention. By a given either from the outside in the Sys tem information or detection, for example in the hill brake can be made on the part of the controller on the size of the reduced coefficient of friction. In this case, on the one hand, a fixed reduced coefficient of friction can be assumed, or else this variable relationship can be estimated dynamically or predetermined to who.

If now, for example, either due to automatic detection already before the actual expiry of the relevant process or by a manual labeling relationship or specification of the car or process in a car list is known that the process in question is poorly braked or could be based on the reduced braking power, for example, such that a new setpoint

Infeed speed for the directional track brake is determined. With the help of this target inlet velocity can be under consideration of the resistances in the distribution zone as well as possibly define by properties of the relevant sequence, the target discharge velocity from the valley brake. By means of the target discharge speed from the valley brake and the reduced braking capacity of the valley brake, the necessary intake speed for the valley brake can be determined. This can now be calculated again, how much of the brake reserve of the mountain brake must be used to drain the run safely. Notwithstanding the presen- tation of Figure 3, it is not absolutely necessary here to use the full brake reserve of the mountain brake.

The fact that the flow in question is thus already braked even more in the hill brake results in the reduced speed curve shown in dashed lines in FIG. 3, or a correspondingly reduced speed profile K '', which leads to a reduced (desired) speed profile.

) Outlet speed v ² i2 _" from the hill brake, a reduced (set) intake speed into the vale brake v ² 2i _" , a reduced (set) outward speed v ² 22 _" from the downhill brake and a reduced (nominal)

) Feeding speed v ² 3i _"leads in the direction of the track brake. However, in this case is that the intended (desired) discharge speed v ² 32 can be observed from the direction of rail brake thus crucial. By" (target) "is indicated above, that in this case the actual respective speeds (or the squares of the same), ie the actual values, correspond to the intended target values. It should be noted that the (reduced) Bremsver like BV2 '' and BV3 '' the valley brake and the directional track brake amount is unchanged from the respective in Figure 2 with BV2 'and BV3' designated braking capacity. The difference in presentation results only from the respective different (target)

) Inlet velocities v ² 2i _" or v ² 3i _" . In comparison of the representations of Figures 2 and 3 is significant Lich that the maximum speed level of the hard-to-brake drain has been reduced compared to the original Dimensio regulation. As a result, a reduction in the performance of the plant is accepted in this way so as to ensure safe operation.

In accordance with the above statements in connection with the described embodiments of the erfindungsge- In accordance with the method as well as the control device according to the invention, these enable a reduction of the planned speed profile of the relevant sequence based on additional information about the presence of a particularly low coefficient of friction. This additional information allows optimal utilization of the availible to avail available braking reserves of the rail brakes and allows to avoid disturbances of the operation sequence or at least reduce.

Claims

claims

1. A method for operating a technical draining plant (10), wherein by a control device (200, 220, 230) of the drainage system (10) for a sequence (100) in the form of a running car or a running car group

- it is recognized that between at least one wheel of the Ab

run (100) and a brake bar of a rail brake (60) in comparison to a normal case reduced friction exists or is to be expected,

- Thereafter, at least a reduced value for a target discharge speed (v ² i2 _" ) from the rail brake (60) is determined and / or for at least one talge gelege ne further track brake (70) increased braking force or at least a reduced value for a target -

Outlet speed (v ² 22 _" ) from the other Gleisbrem se (70) is determined, and

- the track brake (60) taking into account the at least one reduced value for the target

Outfeed speed (v ² 22 _" ) from the track brake (60) is controlled and / or the at least one further track brake (70) taking into account the increased braking force or at least a reduced value for the target discharge speed (v ² 22 _" ) the further Gleisbrem se (70) is controlled.

2. The method according to claim 1,

d a d u r c h e c e n c i n e s that

by means of a sensor device, at least one measured value relating to the running is detected, and

- The presence of the reduced friction between the at least one wheel of the sequence (100) and the brake bar of the rail brake (60) is recognized taking into account the at least egg NEN measured value.

3. The method according to claim 2,

characterized in that - By means of the sensor device during braking of the runoff (100) in the track brake (60) at least one of the sequence (100) related speed measurement is detected and

- The presence of the reduced friction between the at least one wheel of the sequence (100) and the brake bar of the rail brake (60) is recognized taking into account the at least egg NEN speed measurement value.

4. The method according to claim 3,

d a d u r c h e c e n c i n e s that

the at least one speed measurement value is detected by means of a sensor device comprising at least one radar device and / or at least one wheel sensor.

5. The method according to any one of the preceding claims,

d a d u r c h e c e n c i n e s that

the presence of the reduced friction between the at least one wheel of the sequence (100) and the brake beam of the track brake (60) is detected, if at a time of the Gleisbrem se (60) applied braking force no corresponding delay tion of the sequence (100) is detected ,

6. The method according to any one of the preceding claims,

d a d u r c h e c e n c i n e s that

the presence of the reduced friction between the at least one wheel of the drain (100) and the brake bar of the rail brake (60) is detected during the braking of the drain (100) in the rail brake (60),

for the at least one further downwardly braked track brake (70) thereupon the increased braking force or at least a reduced value for the setpoint

Outlet speed (v ² 22 _") from the at least one further track brake (70) is determined and

- The at least one further track brake (70) taking into account the increased braking force or the at least ei nen reduced value for the target discharge speed (v ² 22 _{") is} controlled.

7. The method according to any one of claims 2 to 6,

d a d u r c h e c e n c i n e s that

- At least one wheel of the sequence (100) is detected by means of at least one camera comprehensive Sensorein direction and

- The reduced friction between the at least one wheel of the process (100) and the brake beam of the rail brake (60) due to a detected impairment of the wheel, in particular in the form of contamination or icing of the wheel is expected.

8. The method according to any one of the preceding claims,

d a d u r c h e c e n c i n e s that

the reduced friction between the at least one wheel of the drain (100) and the brake bar of the track brake (60) is expected by the control device (200, 220, 230) due to a corre sponding identification of the process (100) in a wagon list.

9. The method according to claim 8,

d a d u r c h e c e n c i n e s that

the tag is detected by the controller (200, 220, 230) by detecting an input or operator action of an operator.

10. The method according to claim 8 or 9,

d a d u r c h e c e n c i n e s that

due to the marking of the control device (200, 220, 230) for the sequence (100) a reduced in relation to the Geschwin speed of the process (100) reduced speed profile (K '') is used.

11. The method according to any one of the preceding claims, d a d u r c h e c e n e c e in that e

a follower (110) following the process (100) is delayed.

12. control device (200, 220, 230) for a rangiertechni cal drainage system (10), wherein the control device (200,

220, 230) is designed to detect for a sequence (100) in the form ei Nes expiring carriage or a running car group that between at least one wheel of the process (100) and a brake bar of a rail brake (60) in comparison to a normal case reduced friction exists or is to be expected

thereupon to determine at least a reduced value for a target outflow speed (v ² i2 _" ) from the track brake (60) and / or for at least one further track brake (70) located downstream, an increased braking force or at least a reduced value for a desired value -

Outlet speed (v ² 22 _" ) from the other track brake (70) to determine, and

To control exit speed (v ² 22 _" ) from the track brake (60) and / or the at least one further track brake (70) taking into account the increased braking force or the determined at least a reduced value for the target coasting speed (v ² 22 _" ) the other

Track brake (70) to control.

13. Control device (200, 220, 230) according to claim 12, characterized in that a

- The control device (200, 220, 230) comprises a Sensoreinrich device which is adapted to detect at least one related to the flow measurement, and

- The control device (200, 220, 230) is arranged to detect the presence of the reduced friction between the at least one wheel of the sequence (100) and the brake bar of the track brake (60) taking into account the at least egg NEN measured value.

14. Control device (200, 220, 230) according to claim 13, characterized in that - The sensor device is set up to detect at least one speed measurement value relating to the outlet (100) during the braking of the outlet (100) in the track brake (60), and

- The control device (200, 220, 230) is arranged to detect the presence of the reduced friction between the at least one wheel of the sequence (100) and the brake bar of the track brake (60) taking into account the at least egg NEN speed reading.

15. Control device (200, 220, 230) according to one of Ansprü che 12 to 14,

That is, the controller (200, 220, 230) is arranged to perform the method of any one of claims 4 to 11.