EP4289701A1 - Installation ferroviaire de triage, dispositif heurtoir pour une installation ferroviaire de triage et leur procédé de fonctionnement - Google Patents

Installation ferroviaire de triage, dispositif heurtoir pour une installation ferroviaire de triage et leur procédé de fonctionnement Download PDF

Info

Publication number
EP4289701A1
EP4289701A1 EP22177889.7A EP22177889A EP4289701A1 EP 4289701 A1 EP4289701 A1 EP 4289701A1 EP 22177889 A EP22177889 A EP 22177889A EP 4289701 A1 EP4289701 A1 EP 4289701A1
Authority
EP
European Patent Office
Prior art keywords
buffer stop
rail vehicle
buffer
data interface
railway
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP22177889.7A
Other languages
German (de)
English (en)
Inventor
Birger Oesinghaus
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens Mobility GmbH
Original Assignee
Siemens Mobility GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens Mobility GmbH filed Critical Siemens Mobility GmbH
Priority to EP22177889.7A priority Critical patent/EP4289701A1/fr
Publication of EP4289701A1 publication Critical patent/EP4289701A1/fr
Pending legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L17/00—Switching systems for classification yards
    • B61L17/02—Details, e.g. indicating degree of track filling
    • B61L17/026—Brake devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61J—SHIFTING OR SHUNTING OF RAIL VEHICLES
    • B61J3/00—Shunting or short-distance haulage devices; Similar devices for hauling trains on steep gradients or as starting aids; Car propelling devices therefor
    • B61J3/02—Gravity shunting humps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K7/00—Railway stops fixed to permanent way; Track brakes or retarding apparatus fixed to permanent way; Sand tracks or the like
    • B61K7/16—Positive railway stops
    • B61K7/18—Buffer stops
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L17/00—Switching systems for classification yards
    • B61L17/02—Details, e.g. indicating degree of track filling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/60—Testing or simulation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/70—Details of trackside communication

Definitions

  • the invention relates, among other things, to railway shunting systems which have an outflow ridge, an entrance track located at least in the outflow direction in front of the summit of the outflow berg, and at least two directional tracks located behind the summit of the outflow berg in the outflow direction.
  • rail vehicle here refers to both self-propelled vehicles and non-powered vehicles, such as freight wagons or the like.
  • rail vehicle also refers to groups of wagons that consist of wagons that are already coupled together, such as freight wagons.
  • the control device is preferably designed in such a way that after coupling the data interface on the buffer stop side with the data interface on the rail vehicle side, it carries out a test, also referred to below as a configuration test. As part of the configuration check, it preferably checks whether the adjacent rail vehicle forms an expected configuration of coupled rail vehicles with other rail vehicles, i.e. an expected train.
  • the control device can initiate such a configuration check automatically, for example regularly or irregularly, and/or in response to a control command applied on the input side.
  • control device is designed in such a way that when a rail vehicle equipped with a controllable braking function is in contact and after coupling the data interface on the buffer stop side with the data interface on the rail vehicle side of the adjacent rail vehicle, it controls the braking function - for example for the purpose a brake test or brake test - at least of the adjacent rail vehicle.
  • control device can check the braking function of other rail vehicles that are in communication connection with the rail vehicle resting against the buffer stop (at its end facing away from the buffer stop), for example of the entire train resting against the buffer stop.
  • the control device can control the braking function, i.e. activating the brake or brakes of the adjacent rail vehicle and the other rail vehicle(s). carry out in a simple manner by controlling the compressed air supply via a buffer-side compressed air supply interface, if one is available;
  • the buffer-side data interface is preferably used to read out sensor signals that are transmitted from the adjacent rail vehicle via the rail vehicle-side data interface.
  • the brake function-related test is preferably carried out after the configuration test described above has been carried out and it has been determined that the expected configuration of coupled rail vehicles, i.e. the expected train configuration, is applied to the buffer stop.
  • the control device can initiate the brake function-related test automatically and/or in response to a control command applied on the input side.
  • the buffer stop is equipped with a compressed air supply interface on the buffer stop side, which, when the rail vehicle is in contact with the buffer stop, couples with compressed air to a rail vehicle-side compressed air supply interface of the adjacent rail vehicle and enables compressed air to be fed into the rail vehicle.
  • the buffer stop-side compressed air supply interface is preferably designed in such a way that it automatically or automatically connects to the rail vehicle-side compressed air supply interface when a rail vehicle is in contact.
  • the control device is preferably designed in such a way that, after coupling the compressed air supply interface on the buffer stop side and taking into account the compressed air supply interface on the rail vehicle side, it initiates a brake test of the adjacent rail vehicle and / or the train attached to the buffer stop;
  • the brake test can advantageously be controlled by varying the pressure of the compressed air that is fed in via the buffer-side compressed air supply interface. In the case of such a compressed air variation, it can be determined whether the brakes are working correctly by reading sensor signals from rail vehicle-side sensors via the data interface on the buffer stop side.
  • the buffer stop is preferably equipped with a buffer stop-side energy supply interface which, when the rail vehicle is in contact with the buffer stop, couples with a rail vehicle-side energy supply interface of the adjacent rail vehicle and enables energy to be fed into the rail vehicle.
  • the buffer stop-side energy supply interface is preferably designed in such a way that it automatically or automatically connects to the rail vehicle-side energy supply interface when a rail vehicle is in contact.
  • the buffer stop preferably has a digital automatic center buffer clutch.
  • the buffer-side interfaces mentioned are preferably integrated in the center buffer coupling and preferably automatically connect to rail vehicle-side interfaces, which are integrated in a rail vehicle-side center buffer coupling.
  • the buffer stop has one or more damper elements for absorbing kinetic energy.
  • the control device is preferably designed such that it controls the position of the buffer stop.
  • the invention also relates to a railway buffer stop arrangement as such, in particular for use in a railway shunting system, as described above.
  • the buffer stop in a track system of a railway track can be adjusted into an extended position, in which it performs a buffering function for rail vehicles, and into a recessed position, which allows a rail vehicle to roll over the recessed buffer stop.
  • the buffer stop is equipped with a data interface on the buffer stop side, which is activated when a rail vehicle comes into contact with the extended one
  • the buffer stop can be coupled in terms of communication with a data interface on the rail vehicle side of the adjacent rail vehicle.
  • the buffer stop arrangement also has a track-side control device which is connected to the buffer stop-side data interface. The control device is designed in such a way that after coupling the data interface on the buffer stop side with the data interface on the rail vehicle side, it can carry out communication with at least one rail vehicle-side communication component of the rail vehicle.
  • the buffer stop arrangement according to the invention and its advantageous embodiments, reference is made to the above statements in connection with the railway shunting system according to the invention and its advantageous embodiments.
  • the buffer stop arrangement or its buffer stops can have any of the features mentioned above in connection with the railway shunting system.
  • the invention also relates to a method for operating a railway shunting facility. According to the invention it is provided that a train with two or more rail vehicles is put together by pushing the rail vehicles over the summit so that they roll into a selected directional track, with a buffer stop of this directional track being placed in its extended position before the first rail vehicle of the train reached the buffer stop.
  • the method is preferably carried out in a railway track system as described above or with a buffer stop arrangement as described above.
  • the Figure 1 shows a schematic top view of an exemplary embodiment of a railway shunting system 10 according to the invention.
  • the railway marshalling facility 10 comprises a run-off ridge 20, at least one entry track located in the run-off direction A in front of the summit of the run-off crest 20 and three directional tracks located in the run-off direction A behind the summit of the run-off crest 20, which are marked with the reference numbers 22a, 22b and 22c.
  • Each of the directional tracks 22a, 22b and 22c is each equipped with a buffer stop 31.
  • Each of the buffer stops 31 is equipped with a buffer-side data interface 310, which is connected to a central control device 32 via a connecting line 33.
  • the buffer stops 31 and the control device 32 form an exemplary embodiment of a buffer stop arrangement 30 according to the invention of the railway shunting system 10.
  • the buffer stops 31 have the property that they can be placed either in an extended position, in which they perform a buffering function for rail vehicles, and in a recessed position, which allows a rail vehicle to roll over the recessed buffer stop.
  • the Figure 2 shows the buffer stop 31 in its extended position, in which it performs a buffering function for rail vehicles or railway carriages.
  • the Figure 2 You can more clearly see the buffer stop-side data interface 310, which automatically communicates with a rail vehicle-side data interface of the adjacent rail vehicle when a rail vehicle or railway car is in contact with the extended buffer stop.
  • the Figure 3 shows the procedure of the buffer stop 31 from the one in the Figure 2 shown extended position into the recessed position. It can be seen that preferably first the buffer stop-side data interface 310 or the buffer stop 31 as a whole are moved along the longitudinal direction to transfer decoupling position, in which it is spatially separated from the data interface on the rail vehicle side.
  • the Figure 4 shows the recessed position of the buffer stop 31, which enables a rail vehicle or a railway carriage to drive over.
  • the railway cars 41 to 45 are pushed up with a push-off locomotive, not shown, along the direction A to the summit 20a of the drainage ridge 20 of the railway shunting facility 10.
  • a push-off locomotive not shown
  • the first railway carriage in direction A has already moved over the summit 20a and has then rolled into the directional track 22b due to gravity.
  • the railway carriage 41 Since the buffer blocks 31 are brought into their extended position by the control device 32 before the start of the sequence operation, the railway carriage 41 cannot leave the directional track 22b. He rolls against the buffer stop 31 and is intercepted. There will be one in the Figure 5 automatically connect the indicated rail vehicle-side data interface 41a of the railway car 41 with the buffer-side data interface 310 of the buffer stop 31 and establish a communication connection.
  • the communication connection enables the control device 32 to communicate via an internal car data connection, for example an internal car data bus 41b, with at least one rail vehicle side Communication component of the railway carriage 41, as shown in the Figure 5 indicated schematically and marked there with the reference number 410.
  • the Figure 6 shows an example of the further operation of the railway shunting system 10 during a sequence operation. This is done in the Figure 6 As an example, it is assumed that the railway carriages 44 and 45 according to Figure 1 enter the second directional track 22b of the railway marshalling facility 10 and thus run into the first railway carriage 41 already located there.
  • the railway carriages 41, 44 and 45 are each equipped with data interfaces on the rail vehicle side, which establish a data-side connection between the railway carriages and thus enable the control device 32 to communicate not only with the adjacent railway carriage 41, but also with the other railway carriages 44 and 45 and thus to communicate with train 400 formed by railway cars 41, 44 and 45.
  • control device 32 can also automatically check regularly whether the expected carriage configuration of coupled carriages or the desired train 400 has already been formed and generate a train formation signal with which the Completion of train 400 is displayed once it determines the expected car configuration.
  • the buffer stops 31 of the railway shunting system 10 it is considered advantageous if they are not only equipped with the data interface 310 on the buffer side already mentioned, but also with one or more other interfaces.
  • the buffer stops 31 additionally have a compressed air supply interface 320 on the buffer block side.
  • a buffer stop-side compressed air supply interface 320 enables the buffer stop and thus indirectly also the control device 31 to feed compressed air into the railway carriages adjacent to the buffer block 31, for example with a view to carrying out a check of the braking function.
  • control device 32 controls the braking function of the train after coupling the data interface 310 on the buffer stop side with the data interface 41a on the rail vehicle side of the railway car 41 located there and after determining that the train formation has been completed and the train 400 is completed 400 by transmitting brake control signals via the data interfaces 310 and 41a.
  • the Figure 8 also shows that the buffer blocks 31 are preferably equipped with one or more damper elements 313, which are suitable for absorbing kinetic energy when the railway carriages 41, 44 and 45 are driven up.
  • the buffer stop becomes 31 preferably from the extended position shown in Figure 2 into its in the Figure 4 shown recessed position in order to enable the train 400 to extend along the direction A into an exit track adjoining the second directional track 22b.
  • the buffer stop 31 is preferably lowered only after the brakes of the railway cars 41, 44 and 45 or the train 400 have been activated and the train 400 has been secured against rolling away.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
EP22177889.7A 2022-06-08 2022-06-08 Installation ferroviaire de triage, dispositif heurtoir pour une installation ferroviaire de triage et leur procédé de fonctionnement Pending EP4289701A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP22177889.7A EP4289701A1 (fr) 2022-06-08 2022-06-08 Installation ferroviaire de triage, dispositif heurtoir pour une installation ferroviaire de triage et leur procédé de fonctionnement

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP22177889.7A EP4289701A1 (fr) 2022-06-08 2022-06-08 Installation ferroviaire de triage, dispositif heurtoir pour une installation ferroviaire de triage et leur procédé de fonctionnement

Publications (1)

Publication Number Publication Date
EP4289701A1 true EP4289701A1 (fr) 2023-12-13

Family

ID=81984670

Family Applications (1)

Application Number Title Priority Date Filing Date
EP22177889.7A Pending EP4289701A1 (fr) 2022-06-08 2022-06-08 Installation ferroviaire de triage, dispositif heurtoir pour une installation ferroviaire de triage et leur procédé de fonctionnement

Country Status (1)

Country Link
EP (1) EP4289701A1 (fr)

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2932775A1 (de) * 1979-08-13 1981-02-26 Erhart Dr Wilisch Prellbock, insbesondere als spitzensicherung im rangierbahnhof
WO2004074067A1 (fr) * 1994-08-02 2004-09-02 Erhard Beule Automatisme de triage destine a des wagons a marchandises sur rails
DE202012013259U1 (de) * 2012-07-02 2015-09-25 Siemens Aktiengesellschaft Prüfvorrichtung

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2932775A1 (de) * 1979-08-13 1981-02-26 Erhart Dr Wilisch Prellbock, insbesondere als spitzensicherung im rangierbahnhof
WO2004074067A1 (fr) * 1994-08-02 2004-09-02 Erhard Beule Automatisme de triage destine a des wagons a marchandises sur rails
DE202012013259U1 (de) * 2012-07-02 2015-09-25 Siemens Aktiengesellschaft Prüfvorrichtung

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
DEBUSCHEWITZ P ET AL: "SHUNTING AND CONTROL EQUIPMENT USED IN THE AUTOMATION OF MARSHALLING YARDS ON DB", RAIL INTERNATIONAL, INTERNATIONAL RAILWAY CONGRESS ASSOCIATION. BRUXELLES, BE, vol. 20, no. 12, 1 December 1989 (1989-12-01), pages 19 - 31, XP000094474, ISSN: 0020-8442 *

Similar Documents

Publication Publication Date Title
DE69902892T2 (de) Regelsystem für segmentierte bremsleitungen in zügen und dazugehörige verfahren
DE4302377C2 (de) Einrichtung zum Automatisieren des Rangierbetriebes von Schienenfahrzeugen
EP3102474B1 (fr) Véhicule ferroviaire comportant une unité de bord etcs, rame de véhicules ferroviaires comportant au moins deux véhicules ferroviaires munis chacun d'une unité de bord etcs et procédé de gestion de ladite rame de véhicules
WO2020259966A1 (fr) Train et procédé de fonctionnement d'un train
EP3164313B1 (fr) Véhicule ferroviaire réalisé sous la forme d'une rame articulée
WO2012113678A1 (fr) Procédé ainsi que dispositif pour faire fonctionner un véhicule guidé sur rails
DE102009060728A1 (de) Verfahren und Einrichtung zur Fahrwegsicherung spurgebundener Fahrzeuge
EP3500475A1 (fr) Procédé permettant de faire fonctionner des véhicules ferroviaires
DE19641521C1 (de) Verfahren zum Beschicken eines Zugbildungsgleises
EP0811721A2 (fr) Appareil de pose de voie ferrée
EP0711697B1 (fr) Dispositif pour établir la disponibilité pour rouler par gravité et/ou accoupler des véhicules guidés sur une voie
EP4289701A1 (fr) Installation ferroviaire de triage, dispositif heurtoir pour une installation ferroviaire de triage et leur procédé de fonctionnement
DE69829000T2 (de) Integrierte elektropneumatische zugbremsen
EP0725744B1 (fr) Dispositif permettant de rendre un vehicule de chemin de fer apte a etre attele ou detele
EP0814007B1 (fr) Méthode pour obtenir une commande d'apposition pour commander un dispositif d'apposition
DE102019217899A1 (de) Externes Ansteuern eines Schienenfahrzeugs zum Herstellen einer Kupplungsbereitschaft
DE102022102921B3 (de) Bremsprobenanlage und Anordnung zur Durchführung einer automatischen Bremsprobe einer Bremsanlage eines Schienenfahrzeugs sowie ein Verfahren zur Herstellung einer Bremsprobenanlage
DE1909203A1 (de) Linearmotorfahrzeugeinrichtung zum Rangieren von Gueterwagen
DE102014201230A1 (de) Eisenbahnzug mit Mittelwageneinheit
DE29820833U1 (de) Zug
EP2127936B1 (fr) Procédé destiné à influencer et à limiter des forces dynamiques longitudinales dans une chaîne de wagons
DE19853622C2 (de) Zug
WO2015169531A1 (fr) Ensemble et procédé permettant de commander une conduite d'air comprimé d'une rame de véhicules et rame de véhicules
WO2023186787A1 (fr) Système de voie ferrée et son procédé de fonctionnement
DE102015204356A1 (de) Verfahren sowie Vorrichtung zum Betreiben eines spurgebundenen Fahrzeugs

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION HAS BEEN PUBLISHED

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

17P Request for examination filed

Effective date: 20231205

RBV Designated contracting states (corrected)

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR