EP3713808B1 - Method for operating a hump-shunting system, and controller for a hump-shunting system - Google Patents

Description

Method for operating a marshalling system and control device for a marshalling system

In shunting systems, wagons or groups of wagons, which are also referred to as processes, are sorted from a mountain track into different directional tracks using the force of gravity acting on the processes. In the interests of efficiency and reliability, the operation of the drainage system is usually largely automated. An automatic control system suitable for this purpose is known, for example, from the company publication "Automation system for train formation systems Trackguard Cargo MSR32 - More efficiency and safety in freight traffic", Order No .: A19100-V100-B898-V2, Siemens AG 2012. The speed of the processes is automatically influenced by a corresponding control of a downhill brake (and, if present, a mountain brake), in particular in such a way that the speed at which the processes run into the next braking group or braking group in the form of a directional track brake does not exceed a threshold value which, for example, is approx. 4 m / s. This ensures that the directional track brake arranged at the beginning of the respective directional track enables the processes to be slowed down sufficiently under all circumstances that usually occur in practice. Regarding the technical environment, reference is still made to AT 266 209 B.

The present invention is based on the object of specifying a method for operating a shunting process system, by means of which the shunting quality is further increased and disruptions in the process operation are avoided or reduced.

According to the invention, this object is achieved by a method for operating a shunting system, wherein It is recognized by a control device of the drainage system for a process in the form of a running car or a running car group that there is or is to be expected between at least one wheel of the process and a brake bar of a track brake compared to a normal case, and then at least a reduced friction Value for a target run-out speed is determined from the track brake and / or an increased braking force or at least a reduced value for a target run-out speed is determined from the further track brake for at least one further track brake located downhill, and the track brake taking into account the at least one reduced Value for the target run-out speed from the track brake is controlled and / or the at least one further track brake, taking into account the increased braking force or the at least one reduced value for the target run-out speed from the further track brake gest is valued.

In practice it has been shown that in shunting systems, which are also referred to as train formation systems, various environmental influences, such as dirt or weather, can cause the coefficient of friction or coefficient of friction between one wheel (or several wheels) of a drain and Brake bar of bar brakes used is greatly reduced or diminished. The consequence of this is that in some cases a target run-out speed, which is predetermined by a control device in the form of an automatic sequence control, cannot be maintained for the corresponding processes. It should be noted that when dimensioning track brakes, a minimally effective coefficient of friction or coefficient of friction is usually assumed. This minimum coefficient of friction is not, however, the worst coefficient of friction that can occur during operation, since otherwise an excessive oversizing of the relevant track brake would be necessary for the normal or normal case. In practice, however, this now leads to that in the special situations mentioned, such as smeared wheel bandages or extreme weather conditions, if the target exit speed from the respective track brake is exceeded, disruptions in the process or process operation can occur. These can manifest themselves, for example, in a reduction in the maneuvering quality, hauling in or wrong-way movements.

In order to be able to avoid or at least reduce corresponding disruptions, it is first necessary to identify corresponding processes or wheels of the same, in which a reduced friction compared to the normal case is present or is to be expected. Accordingly, according to the first step of the method according to the invention for operating a shunting process system, a control device of the process system for a process in the form of a running car or a running car group recognizes that between at least one wheel of the process and a brake bar of a track brake a compared to a Normally, reduced friction is present or is to be expected. The wording “exists or is to be expected” here expresses that a corresponding reduced friction can be detected indirectly or directly on the one hand, but on the other hand such reduced friction can also be predicted on the basis of corresponding clues. This also means, in particular, that the reduced friction (to be expected) compared to the normal case can be recognized both before the actual respective sequence process and during the same. A value range can serve as the "normal case" here, for example, which describes the respective highest and lowest possible coefficient of friction, which is to be taken into account in the planning and operation of the system. The corresponding value range thus includes in particular those cases in which none of the aforementioned special situations exist.

According to the second step of the method according to the invention, at least one reduced value is then determined for a setpoint exit speed from the track brake and / or an increased braking force or at least a reduced value for a setpoint for at least one additional track brake located downhill (in relation to the track brake). The run-out speed is determined from the additional track brake. This process step is based on the general idea of reducing the speed of the process identified as (potentially) problematic due to the reduced friction as early as possible, i.e. to control the relevant process according to a reduced speed profile. This is particularly aimed at avoiding the permissible or intended speed of the sequence from being exceeded after the last track brake has been passed, i.e. for example a directional track brake. For this purpose, there is on the one hand the possibility that at least one reduced value for a target exit speed from the track brake is determined or ascertained for the track brake. This applies both in the event that the present reduced friction has already been recognized in advance and in the event that this is only determined during the braking process in the track brake in question. In addition or as an alternative to this, there is also the option of determining an increased braking force or at least a reduced value for a setpoint run-out speed from the further track brake for the at least one further track brake located downhill.

In the context of the method according to the invention, the determined at least one reduced value for the target exit speed from the track brake and / or the at least one further track brake can on the one hand be a single value. On the other hand, the at least one reduced value for the setpoint run-out speed can, for example, also be made up of a plurality of discrete speed values or one by an upper and a lower setpoint run-out speed limited speed range exist.

According to the third step of the method according to the invention, the track brake is controlled taking into account the at least one reduced value for the target run-out speed from the track brake and / or the at least one further track brake is controlled taking into account the increased braking force or the at least one reduced value for the target run-out speed controlled from the other track brake. According to the above, this ensures that the speed of the process is reduced as early as possible to the required extent in order to avoid disruptions in the process operation that can arise when the process includes the track brake and / or the further track brake or the further track brakes at an increased discharge speed.

The method according to the invention offers the advantage that it enables a speed profile to be used for processes that are difficult to brake, which ensures that an impermissibly high speed of the process is avoided. In other words, based on the additional information about the presence of a friction that is reduced compared to the normal case, ie a particularly low coefficient of friction, the planned or normally used speed profile is reduced. Advantageously, the speed profile can be adjusted accordingly, depending on the respective implementation, either before the relevant sequence has reached the (first) track brake, or dynamically while the relevant sequence is running, ie in particular after the sequence has reached the track brake . As a result, the additional information about the presence of the friction, which is reduced compared to the normal case, makes optimal use of the in the various Brake reserves available to track brakes enabled.

The method according to the invention can advantageously be designed in such a way that at least one measured value related to the process is recorded by means of a sensor device and the presence of the reduced friction between the at least one wheel of the process and the brake bar of the track brake is recognized, taking into account the at least one measured value. This offers the advantage that the sensor device enables automatic detection of the reduced friction between the at least one wheel of the process and the brake bar of the track brake.

According to a further particularly preferred embodiment of the method according to the invention, at least one speed measurement value related to the process is recorded by means of the sensor device during the braking of the process in the track brake and the presence of the reduced friction between the at least one wheel of the process and the brake beam of the track brake, taking into account the recognized at least one speed measurement value. This is advantageous because a speed measurement enables a reliable statement to be made as to how strongly the respective sequence is braked in the relevant track brake. In this case, several speed measurement values are preferably recorded during the braking of the sequence in the track brake in order to be able to determine the change in speed. In this case, track brakes advantageously already have a corresponding sensor device for measuring the speed of processes in order to enable adaptive braking of the processes in the track brake.

According to a particularly preferred development of the method according to the invention, the at least one measured speed value is recorded by means of a sensor device comprising at least one radar device and / or at least one wheel sensor. This is advantageous because a radar device continuous speed measurement is possible. As an alternative 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 allows a point speed measurement. In particular, a combination of at least one radar device with at least one wheel sensor allows reliable and precise speed measurement in practice.

The method according to the invention can preferably also be designed in such a way that the presence of the reduced friction between the at least one wheel of the process and the brake beam of the track brake is detected, provided that no corresponding delay in the process is detected when a braking force is applied by the track brake. Normally, a braking force applied by the track brake causes a corresponding delay, ie a reduction in speed, of the relevant sequence. If this is not the case, ie no corresponding speed reduction is observed despite an increasing braking level, it can be concluded that there is reduced friction between at least one wheel of the sequence and the brake bar of the track brake in question. Specifically, this can be implemented, for example, in such a way that a strong deviation between a normal deceleration at a certain braking level and a significantly reduced actual deceleration at this braking level indicates the presence of the reduced friction between the at least one wheel of the sequence and the brake beam (or brake segments of the same ) the track brake is closed. The normal deceleration in the respective braking stage can advantageously be tracked by a corresponding adaptation algorithm in order to take wear of the brake segments into account. The knowledge or information with regard to the presence of reduced friction can subsequently also be used across all track brakes, since a corresponding reduced friction can also be expected with track brakes further down the valley.

The method according to the invention can preferably also be developed in such a way that the presence of the reduced friction between the at least one wheel of the process and the brake bar of the track brake is detected as part of the braking of the process in the track brake, for which at least one further track brake located down the valley is then used increased braking force or the at least one reduced value for the target run-out speed is determined from the at least one further track brake and the at least one further track brake is controlled taking into account the increased braking force or the at least one reduced value for the target run-out speed. According to this preferred embodiment, the reduced friction between the at least one wheel of the sequence and the brake bar of the track brake is recognized in or by the track brake. This knowledge is then used to increase the braking force for the relevant sequence in the at least one further track brake located downstream and thereby to brake it more heavily if possible. On the one hand, this can be done by specifying a reduced setpoint deceleration speed for the additional track brake, or else a specific increased braking force. Appropriate control of the relevant additional track brake is intended to ensure that the sequence does not leave the relevant track brake at an increased run-out speed.

In the specific case that the track brake is a mountain brake, the method can, for example, run in such a way that the reduced friction in the mountain brake is recognized. In the case of a drainage system with three tiers of brakes, i.e. in relation to the downhill brake downhill and downhill brakes and directional track brakes, a reduced value for the target exit speed from the further track brake in the form of the downward brake or the directional track brake is determined will. This means that the valley brake already brakes the process so strongly that the following directional track brake is enabled, as far as possible, to reduce the process to the intended exit speed from the process, despite the reduced friction compared to the normal case and the associated poor braking ability of the process Brake directional track brake. Furthermore, there is the possibility of a check taking place in the valley brake to determine whether reduced friction is also found between the at least one wheel of the process and a brake bar of the valley brake.

In particular in the event that only two groups of brakes are provided, there is also, as an alternative to determining a reduced value for the target run-out speed from the further brake, the possibility of an increased braking force being determined for the further track brake. This ensures that the further track brake acts on the process from the start with the required, possibly maximum, braking force and the braking force is not only adapted adaptively when the further track brake determines that the process cannot be braked as expected.

In general, it should be pointed out at this point that gradient compensation brakes, which, depending on the particular embodiment of the drainage system, can be arranged in the area of the directional track brake, can also be taken into account within the framework of the method or included in the control.

According to a further particularly preferred development of the method according to the invention, at least one wheel of the process is detected by means of a sensor device comprising at least one camera and the reduced friction between the at least one wheel of the process and the brake bar of the track brake is due to a recognized impairment of the wheel, in particular in terms of shape pollution or icing of the wheel, expected. In practice, it has been shown that impairments of wheels, which lead to the wheel in question or the process in question being inadequately brakable, can be visually recognized comparatively easily by operating personnel. Correspondingly, a corresponding state can also be recognized by recording the wheels of the processes with a camera combined with a subsequent automatic image evaluation. The at least one camera is preferably arranged in an area in front of the drainage mountain, so that the corresponding information on the state of the wheels of the drains is already available before the actual drainage process. In addition to the specific impairment, i.e., for example, smearing or soiling of the wheel, it can also advantageously be taken into account in the course of the evaluation by appropriate training, for example, if certain types of wagons typically have soiled or smeared wheels, for example due to the usual procedure for their maintenance, which lead to reduced coefficients of friction or coefficients of friction. It should be pointed out that a corresponding camera-based detection can be provided as an alternative or in addition to a detection by means of sensor devices of a different type. In addition, instead of or in addition to detecting the at least one wheel of the sequence by means of a sensor device comprising at least one camera, the sensor device can also include, for example, an infrared device or an ultrasound device, by means of which the at least one wheel is detected.

In addition or as an alternative to using a corresponding sensor device, the method according to the invention can also be designed in such a way that the reduced friction between the at least one wheel of the process and the brake bar of the track brake is expected by the control device on the basis of a corresponding identification of the process in a wagon list. This means that corresponding processes or wagons of the same are already in a wagon list can be characterized to the effect that they (presumably or potentially) will have reduced friction between at least one wheel of the sequence and the brake beam of the track brake. This offers the advantage that this information can be taken into account when planning the running of the relevant process, even before the relevant wagon begins to run on the basis of the corresponding identification.

Preferably, the method according to the invention can furthermore be implemented in such a way that the identification is recorded by the control device by recording an input or operating action by an operator. This means that the identification can be detected by the control device, for example, in that the corresponding wagons can be identified by an operator in a wagon list by clicking on them or by assigning a certain property.

According to a particularly preferred embodiment of the method according to the invention, a target speed profile that is reduced in relation to the speed of the process is used by the control device for the process due to the identification. If the information regarding the reduced friction is already available before the actual sequence of the respective sequence, this can be used in accordance with the above explanations to specify a reduced target speed profile, ie a speed profile with reduced speeds, and thus the sequence both in the To brake the track brake as well as in the at least one further track brake in such a way that disruptions to the process operation are avoided despite the reduced or reduced friction and the resulting poor braking ability of the process in the track brakes.

According to a particularly preferred development of the method according to the invention, there is a follower that follows the sequence delayed. This means that not only the speed profile of the process, which is problematic due to its reduced brakeability, is changed or influenced, but also the trailer following the process is delayed, ie its speed or its speed profile is reduced. This ensures that the rear-runner maintains a sufficient distance from the process in spite of the reduced speed of the process, so that otherwise possible disruptions in the process operation, such as, for example, incorrect movements or run-up processes, are avoided.

With regard to the control device for the shunting process system, the present invention is based on the object of specifying a control device which makes it possible to further increase the shunting quality and to avoid or reduce disruptions in the process operation.

According to the invention, this object is achieved by a control device for a shunting system, the control device being designed to recognize, for a sequence in the form of a running car or a running group of cars, that between at least one wheel of the course and a brake bar of a track brake there is a compared to In a normal case, reduced friction is present or is to be expected, then at least one reduced value for a target run-out speed from the track brake and / or an increased braking force or at least a reduced value for a target run-out speed from the track brake for at least one further track brake located down the valley to determine further track brake, and to control the track brake taking into account the at least one reduced value for the target exit speed from the track brake and / or the at least one further track brake taking into account the increased braking force or to control the determined at least one reduced value for the target run-out speed from the further track brake.

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

The control device according to the invention can preferably be developed in such a way that the control device comprises a sensor device which is set up to record at least one measured value related to the sequence, and the control device is set up to detect the presence of the reduced friction between the at least one wheel of the sequence and the To recognize the brake bar of the track brake taking into account the at least one measured value.

According to a particularly preferred embodiment of the control device according to the invention, the sensor device is set up to detect at least one measured speed value related to the sequence during braking of the sequence in the track brake, and the control device is set up to detect the presence of the reduced friction between the at least one wheel of the sequence and to recognize the brake bar of the track brake taking into account the at least one speed measurement value.

According to a further particularly preferred embodiment of the control device according to the invention, it is set up to carry out one of the further previously mentioned preferred developments of the method according to the invention.

Figur 1

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

Figur 2

in einem exemplarischen Diagramm das Quadrat der Geschwindigkeit als Funktion der Strecke einerseits für einen Ablauf mit normaler Reibungskraft und andererseits für einen Ablauf mit reduzierter Reibungskraft und

Figur 3

in einem weiteren exemplarischen Diagramm das Quadrat der Geschwindigkeit als Funktion der Strecke einerseits für den Ablauf mit normaler Reibungskraft und andererseits für den nunmehr gemäß einem Ausführungsbeispiel des erfindungsgemäßen Verfahrens gesteuerten Ablauf mit reduzierter Reibungskraft.

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

Figure 1

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

Figure 2

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 and

Figure 3

in a further exemplary diagram the square of the speed as a function of the distance on the one hand for the process with normal frictional force and on the other hand for the process now controlled according to an embodiment of the method according to the invention with reduced frictional force.

Figure 1 shows a schematic sketch 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 drainage system 10 and the lower part of the figure the profile or a longitudinal section of the drainage system 10.

According to the representation of the Figure 1 The drainage system 10, which is part of a shunting system for rail-bound traffic, has a drainage ramp 20, which is followed by an intermediate slope 30, a distribution zone 40 having distribution switches 80 to 86 and directional tracks 50 to 57. 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 cited components of the drainage system 10, the figure shows, by way of example, processes 100 and 101 which have been pushed or pulled over the drainage mountain by a push-pull locomotive 110 and which then follow driven by the acting gravity along the drainage system 10.

To control the track brakes in the form of valley brakes 60 and 61, FIG Figure 1 Furthermore, a valley brake control 200 is indicated, which is connected to the valley brake 60, 61 via communication connections 210 and 211, which can be wired or wireless. In a corresponding manner, the directional track brakes 70 to 77 are connected to a directional track brake controller 220 in terms of communication technology. For the sake of clarity, a corresponding communication link 221 between the directional track brake 77 and the directional track brake controller 220 is shown in FIG. 1 only as an example. The lower brake control 200 and the directional track brake control 220 are each connected to a central control device 230 of the sequential system 10 via communication connections 231 and 232, respectively. This means that the components 200, 220 and 230 together form a control device in the form of a distributed control system which is used in particular to control the track brakes in the form of the valley brakes 60 and 61 and the directional track brakes 70 to 77. As an alternative to this, it would of course also be possible, for example, for the lower brakes 60, 61 and the directional track brakes 70 to 77 to be directly connected to the central control device 230 or for a purely decentralized control to take place without the central control device 230. The control device formed by the central control device 230, the lower brake control 200 and the directional track brake control 220 has both hardware components, for example in the form of corresponding processors and storage means, and software components, for example in the form of program code.

During the operation of the drainage system 10, environmental influences such as dirt, snow or ice can result in the coefficient of friction, for example, between one or more wheels of the drainage 100 and the brake bar of the valley brake 60 and the directional track brake 70 is greatly reduced. This can have the result that the desired run-out speed for the sequence 100, which is predetermined by the control device, cannot be adhered to. Due to the possible disruptions in the process associated with this, such as running up too quickly on wagons standing in the directional track 50, a possible catch-up of the in Figure 1 For the sake of clarity, the forerunner, not shown, or a possible occurrence of incorrect runs, should be avoided as far as possible.

In the context of an exemplary embodiment of the method according to the invention, it is recognized for this purpose that there is or is to be expected between at least one wheel of the sequence 100 and a brake beam of the track brake 60 in the form of the valley brake compared to the normal case. A corresponding detection can for example take place in that by means of an in Figure 1 Sensor device, not shown, at least one measured value 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 beam of the track brake 60 is detected, taking into account the at least one measured value. Preferably, during braking of the process 100 in the track brake 60, at least one speed measurement value related to the process 100 is detected by means of the sensor device and the presence of the reduced friction between the at least one wheel of the process 100 and the brake bar of the track brake 60, taking into account the at least one Speed measurement value recognized. The sensor device used can include, for example, a radar device and / or at least one wheel sensor. The presence of the reduced friction between the at least one wheel of the sequence 100 and the brake bar of the track brake can be recognized, for example, in that the track brake 60 or its corresponding controller 200 recognizes that one of the track brake 60 applied Braking force no corresponding delay of the sequence 100 is determined.

As an alternative or in addition to the above-described automatic detection of the reduced friction or the reduced coefficient of friction or coefficient of friction, a procedure is also possible in which the reduced friction between the at least one wheel of the process 100 and the brake beam of the track brake 60 is controlled by the control device on the basis of a corresponding Identification of the process 100 in a wagon list is expected. In this case, the corresponding identification by the control device 30 can take place, for example, by detecting an input or an operating action by an operator.

Regardless of the way in which the control device detects 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, at least a reduced value for a target deceleration speed is then output for the track brake 60 determined by the track brake. As an alternative or in addition to this, it is also possible that an increased braking force or at least a reduced value for a target deceleration speed from the further track brake is determined for at least one track brake located downhill in relation to the track brake, i.e. in the present case for the directional track brake 70.

In the context of the Figure 1 In the exemplary embodiment described, it is assumed that the presence of the reduced friction on the part of the track brake 60 or its brake control 200 is recognized and an increased braking force is then determined or specified for the further track brake 70 located downhill. This leads to the sequence 100 being braked immediately with the required increased, possibly maximum braking force when the directional track brake 70 is reached.

In particular in the event that deviating from the representation of the Figure 1 the drainage system 10 comprises three brake tiers, ie in addition to the downhill brakes 60 and 61 and the directional tracks 70 to 77 also has at least one uphill brake located uphill from the downhill brakes 60, 61, it is also possible to determine a reduced value for the target exit speed of the at least another track brake further down the valley is useful. In this case, the reduced friction, ie the reduced ability to brake, of the sequence 100 can already be recognized in the hill brake. Based on this, a reduced value for a target exit speed from this further track brake 60 can now be determined or specified, in particular for the valley brake 60. This means that the valley brake 60 brakes the process 100 based on its braking capacity more strongly than would be necessary or would be required in the case of a process that can be braked in the usual way. As a result, the process 100 slows down in the distribution zone 40 and therefore enters the directional track brake 70 at a lower entry speed. This advantageously enables the directional track brake to brake the sequence 100 to a speed that is permissible for a run in the directional track 50.

According to the above, the track brake 60 is controlled taking into account the at least one reduced value for the target coasting speed and / or the at least one further track brake 70 located downstream is controlled taking into account the increased braking force or the at least one reduced value for the target coasting speed .

In the following, the speed profiles that are established within the scope of the method according to the invention, in contrast to a conventional method, are to be used in connection with the Figures 2 and 3 will be explained in detail.

Figure 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 Figure 2 a typical speed profile of a difficult, normally brakable process through a drainage system is shown qualitatively on the basis of the solid line or curve K. The path s or the location is shown on the abscissa and the square of the speed v ² on the ordinate. Since the square of the speed is proportional to the kinetic energy of the processes, this representation provides an improved representation compared to a linear representation of the speed as such as a function of the path s. In this way, in particular, the braking capacity of the respective bar track brake or the associated reduction in kinetic energy can be better illustrated.

The effective zones of the individual bar track brakes can be seen on the basis of the illustrated speed profile v ^2. In the context of the exemplary embodiment described, a train formation system or a shunting system with three braking units is assumed. These brake relays are a mountain brake, a valley brake and a directional track brake or corresponding relays of the same.

According to the representation of the Figure 2 In the case of the mountain brake, the effective range of the individual track brakes extends from the point of entry into the mountain brake s ₁₁ , to the outlet or end of the mountain brake s ₁₂ , in the case of the valley brake in a corresponding manner between the locations or waypoints s ₂₁ and s ₂₂ and im Case of the directional track brake between the locations or waypoints s ₃₁ and s ₃₂ . The task of the track brakes is to slow down the respective processes from their entry speed to their respective target exit speed. In the case of curve K or the sequence assigned to it, the Squares of the speed when entering the rail brakes _V ² _{11 '} v ² ₂₁ or _V ² ₃₁ . In the corresponding nomenclature, the speed squares when leaving the respective track brake are _V ² _{12 ′,} V ² ₂₂ and V ² _32, respectively.

The maximum possible braking capacity of the respective brake, assuming a defined, unfavorable coefficient of friction, is in Figure 2 each indicated by the thick solid line and identified with the reference symbols BV1, BV2 and BV3, respectively. It should be noted that with typical sequence behavior, each of the track brakes has a certain reserve. This reserve becomes smaller, the more difficult the respective process is. Typically, the corresponding reserve is greatest with the mountain brake and the smallest with the directional track brake. Most of the braking work is usually done by the downhill brake and the least braking work is usually done by the downhill brake, since it usually only has to intervene in difficult processes.

Although the (maximum) braking capacity of the track brakes BV1, BV2, BV3 is based on unfavorable coefficients of friction or friction coefficients that have already been defined, they can still be undercut under special circumstances, such as in the case of smeared wheel bandages. The reduced braking capacity of the track brakes that occurs in this case is in Figure 2 indicated by way of example by the thick dashed lines and identified by the reference symbols BV1 ', BV2' and BV3 'for the individual brakes.

The reduced braking capacity BV1 ', BV2', BV3 'of the track brakes has the consequence that the mountain brake is often still able to maintain the target deceleration speed despite the low coefficient of friction, since it has the greatest reserve. The process then reaches the respective valley brake at its planned entry speed. Due to the reduced coefficient of friction, however, the reserve of the valley brake is used up to the extent that the drain from the valley brake no longer reaches its planned target speed can be braked. A further complicating factor here is that, due to the correct run-out speed of the run-out from the mountain brake, there is initially no reason not to treat the process as a process with normal braking behavior. It is therefore not immediately braked with maximum braking force in the valley brake, since there is currently no information that the process can be braked poorly. It is true that this is possibly subsequently determined by a control algorithm of the valley brake in that a deviation between a setpoint and an actual value of the speed of the sequence in the track brake is greater, so that the valley brake then continuously increases the braking force up to a maximum . However, this means that the braking force available at the beginning of the control process remains unused.

As a result, there is thus an increased exit speed of the process from the valley brake, which means that the intended or planned entry speed into the directional track brake is also significantly exceeded. Because of this overshoot, the control algorithm of the directional track brake may apply the maximum braking force immediately, but the reserve of the directional track brake is usually not sufficient to brake the process to its target speed with a reduced coefficient of friction. The sequence is then too fast on the direction track and can cause serious damage to the load and wagon material. A corresponding speed profile v ² is shown in FIG Figure 2 shown by way of example by the dashed curve K 'which, starting from the location or waypoint s _21, deviates from the case of a normally brakable sequence. The speed squares of this process with a reduced or greatly reduced coefficient of friction when exiting the valley brake or when entering or exiting the directional track brake are in Figure 2 with the reference symbols v ² _{22 ', V} ² _31' and v ² _{32 '} .

Figure 3 shows in a further exemplary diagram the square of the speed as a function of the distance on the one hand for the process with normal frictional force and on the other hand for the process now controlled according to an embodiment of the method according to the invention with reduced frictional force. The representation of the Figure 3 as such corresponds to that of Figure 2 , the same reference numerals being used for the same components.

In Figure 3 is shown how, by means of an exemplary embodiment of the method according to the invention, the above in connection with Figure 2 The described effects of a greatly reduced coefficient of friction can be mitigated or avoided. By means of information given into the system either from the outside or a detection, for example in the mountain brake, the control device can make an assumption about the size of the reduced coefficient of friction. On the one hand, a fixed, reduced coefficient of friction can be assumed, or this can be variably or dynamically estimated or specified.

If it is known, for example, either due to an automatic detection before the actual expiry of the relevant sequence or from a manual identification or specification of the car or sequence in a car list, that the relevant sequence is or could be difficult to brake, this can be based on the reduced braking capacity For example, the procedure can be such that a new target entry speed for the directional track brake is determined. With the help of this target inlet speed, taking into account the resistances in the distribution zone and, if applicable, properties of the relevant process, the target outlet speed from the bottom brake can be defined. The required run-in speed for the valley brake can be determined by means of the target exit speed from the valley brake and the reduced braking capacity of the valley brake.

This in turn can now be used to calculate how much of the braking reserve of the mountain brake must be used in order to allow the process to run safely. Deviating from the representation of the Figure 3 it is not absolutely necessary to use the full braking reserve of the mountain brake.

The fact that the relevant sequence is already braked more strongly in the hillside brake results in the in Figure 3 Reduced speed curve shown in dashed lines or a correspondingly reduced speed profile K ", which results in a reduced (target) exit speed _V ² _12" from the mountain brake, a reduced (target) entry speed into the valley brake _V ² _{21 "} , a reduced (target) ) Run-out speed _V ² _{22 "} from the valley brake and a reduced (target) run-in speed v ² _31" in the directional track brake. What is decisive here, however, is that in this way the intended (target) run-out speed v ² ₃₂ from the directional track brake can be maintained. "(Setpoint)" indicates above that the actual respective speeds (or the squares of the same), ie the actual values, correspond to the intended setpoint values. It should be noted that the (reduced) braking capacity BV2 "and BV3" of the valley brake and the directional track brake are in terms of amount compared to the respective in Figure 2 braking capacity marked with BV2 'and BV3' remains unchanged. The difference in the representation results only from the respective different (target) inlet speeds v ² _{21 ″} and v ² _{31 ″} . In comparison of the representations of the Figures 2 and 3 it becomes clear that the maximum speed level of the difficult-to-brake process has been reduced compared to the original dimensioning. As a result, a reduction in the performance of the system is accepted in order to ensure a safe process.

In accordance with the above statements in connection with the described exemplary embodiments of the invention The method and the control device according to the invention enable them to reduce 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 enables optimal utilization of the available braking reserves of the track brakes and enables disruptions in the process operation to be avoided or at least reduced.

Claims (15)

1. Method for operating a hump shunting yard (10), wherein, by way of a control facility (200, 220, 230) of the hump yard (10), for a cut (100) in the form of a humped wagon or a humped group of wagons,

   - it is identified that, between at least one wheel of the cut (100) and a braking beam of a retarder (60), a friction is present or is to be expected which is reduced compared to a normal scenario,

   - subsequently at least one reduced value for a target exit speed (_V ² _12") from the retarder (60) is determined and/or for at least one further retarder (70) located downstream an increased braking force or at least one reduced value for a target exit speed (_V ² _22") from the further retarder (70) is determined, and

   - the retarder (60) is controlled while taking into consideration the at least one reduced value for the target exit speed (v² _12") from the retarder (60) and/or the at least one further retarder (70) is controlled while taking into consideration the increased braking force or the at least one reduced value for the target exit speed (_V ² _22") from the further retarder (70).
2. Method according to claim 1,
   characterised in that

   - at least one measurement value related to the cut is detected by means of a sensor facility and

   - the presence of the reduced friction between the at least one wheel of the cut (100) and the braking beam of the retarder (60) is identified while taking into consideration the at least one measurement value.
3. Method according to claim 2,
   characterised in that

   - by means of the sensor facility, during the braking of the cut (100) in the retarder (60), at least one speed measurement value related to the cut (100) is detected and

   - the presence of the reduced friction between the at least one wheel of the cut (100) and the braking beam of the retarder (60) is identified while taking into consideration the at least one speed measurement value.
4. Method according to claim 3,
   characterised in that
   the at least one speed measurement value is detected by means of a sensor facility which comprises at least one radar device and/or at least one wheel sensor.
5. Method according to one of the preceding claims,
   characterised in that
   the presence of the reduced friction between the at least one wheel of the cut (100) and the braking beam of the retarder (60) is identified, provided that in the event of a braking force applied by the retarder (60) no corresponding deceleration of the cut (100) is established.
6. Method according to one of the preceding claims, characterised in that

   - the presence of the reduced friction between the at least one wheel of the cut (100) and the braking beam of the retarder (60) is identified as part of the braking of the cut (100) in the retarder (60),

   - for the at least one further retarder (70) located downstream, subsequently the increased braking force or the at least one reduced value for the target exit speed (v² _22") from the at least one further retarder (70) is determined and

   - the at least one further retarder (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").
7. Method according to one of claims 2 to 6,
   characterised in that

   - at least one wheel of the cut (100) is detected by means of a sensor facility which comprises at least one camera and

   - the reduced friction between the at least one wheel of the cut (100) and the braking beam of the retarder (60) is expected on the basis of an identified impairment of the wheel, in particular in the form of an accumulation of dirt or ice on the wheel.
8. Method according to one of the preceding claims,
   characterised in that
   the reduced friction between the at least one wheel of the cut (100) and the braking beam of the retarder (60) is expected by the control facility (200, 220, 230) on the basis of a corresponding identification of the cut (100) in a wagon list.
9. Method according to claim 8,
   characterised in that
   the identification by the control facility (200, 220, 230) is detected by way of the detection of an input or operator action by an operator.
10. Method according to claim 8 or 9,
    characterised in that
    on the basis of the identification by the control facility (200, 220, 230), for the cut (100), a target speed profile (K'') is used which is reduced in relation to the speed of the cut (100).
11. Method according to one of the preceding claims, characterised in that
    a following cut (110) which follows the cut (100) is delayed.
12. Control facility (200, 220, 230) for a shunting hump yard (10), wherein the control facility (200, 220, 230) is embodied, for a cut (100) in the form of a humped wagon or a humped group of wagons,

    - to identify that, between at least one wheel of the cut (100) and a braking beam of a retarder (60), a friction is present or is to be expected which is reduced compared to a normal scenario,

    - subsequently to determine at least one reduced value for a target exit speed (_V ² _12") from the retarder (60) and/or for at least one further retarder (70) located downstream to determine an increased braking force or at least one reduced value for a target exit speed (_V ² _22") from the further retarder (70), and

    - to control the retarder (60) while taking into consideration the at least one reduced value for the target exit speed (v² _12") from the retarder (60) and/or to control the at least one further retarder (70) while taking into consideration the increased braking force or the determined at least one reduced value for the target exit speed (_V ² _22") from the further retarder (70).
13. Control facility (200, 220, 230) according to claim 12, characterised in that

    - the control facility (200, 220, 230) comprises a sensor facility, which is configured to detect at least one measurement value related to the cut, and

    - the control facility (200, 220, 230) is configured to identify the presence of the reduced friction between the at least one wheel of the cut (100) and the braking beam of the retarder (60) while taking into consideration the at least one measurement value.
14. Control facility (200, 220, 230) according to claim 13, characterised in that

    - the sensor facility is configured, during the braking of the cut (100) in the retarder (60), to detect at least one speed measurement value related to the cut (100), and

    - the control facility (200, 220, 230) is configured to identify the presence of the reduced friction between the at least one wheel of the cut (100) and the braking beam of the retarder (60) while taking into consideration the at least one speed measurement value.
15. Control facility (200, 220, 230) according to one of claims 12 to 14,
    characterised in that
    the control facility (200, 220, 230) is configured to perform the method according to one of claims 4 to 11.

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