EP4328112A1 - Procédé de fonctionnement d'une installation de triage par gravité et dispositif de commande pour une installation de triage par gravité - Google Patents

Procédé de fonctionnement d'une installation de triage par gravité et dispositif de commande pour une installation de triage par gravité Download PDF

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Publication number
EP4328112A1
EP4328112A1 EP22192395.6A EP22192395A EP4328112A1 EP 4328112 A1 EP4328112 A1 EP 4328112A1 EP 22192395 A EP22192395 A EP 22192395A EP 4328112 A1 EP4328112 A1 EP 4328112A1
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EP
European Patent Office
Prior art keywords
track brake
brake
speed
processes
minimum
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
EP22192395.6A
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German (de)
English (en)
Inventor
Peter KUEHS
Oliver Flohr
Lars Portl
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 EP22192395.6A priority Critical patent/EP4328112A1/fr
Publication of EP4328112A1 publication Critical patent/EP4328112A1/fr
Pending legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L17/00—Switching systems for classification yards
    • 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
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/021—Measuring and recording of train speed

Definitions

  • the invention relates to a method for computer-aided simulation of the execution of a large number of processes in a shunting processing system.
  • the invention also relates to a method for controlling the execution of a large number of processes in a shunting processing system.
  • the invention further relates to a shunting drainage system.
  • the invention relates to a computer program product and a computer-readable storage medium.
  • results from a measurement of the process properties of a relevant process can be incorporated, which are created by a measuring station at the earliest possible point in the process. Since these measurement results are generally only available when the subsequent drain has already reached or left the push-off point, it is hardly possible to increase the performance of a drain system through the improved measurement data. A method for effectively increasing the performance of a The drain system must therefore have carried out the optimization before the pressing process begins.
  • the aim of the push-off in a drainage system is to allow all processes to run from the mountain into the previously selected target tracks with as little risk or shock as possible under the influence of gravity.
  • the basis for this are automatically controllable switches and brakes; in systems with higher performance, these are supplemented by speed-controlled push-off locomotives.
  • the task of the brakes located in the path is to compensate for the special features of the process with regard to the run through the distribution zone, so that the push-off process remains controllable due to the uniformity of the run of all processes through the distribution zone into the directional tracks.
  • the occupying axis is carried out with the lowest of the running resistances of the expected range (well-running) and the progress of the clearing axis is carried out with the maximum of the expected Running resistance simulated (poor runners).
  • the ZWL trumpet the area widens between the two time-path lines of the process along the path, this form is therefore also referred to below as the ZWL trumpet.
  • the other process will be referred to below as the VRZ process.
  • the simulation aims at a given entry speed at the destination and into the track brakes.
  • the two methods mentioned above have in common that the brake stopping speeds are determined and controlled by fixed static criteria that in no way refer to the entirety of the processes and their dynamic interactions.
  • the only remaining optimization to increase performance is to adjust the locomotive speed, which ensures that the rigid ZWL are as close to each other as permitted.
  • the object of the invention is to provide an improved method for controlling or simulating the execution of a large number of processes in a drainage system as well as a further development of the software for carrying out such a method, which ensures that the decisions made a priori in the absence of more precise information about the running resistance via brake run-out speeds and the resulting adjustment of the push-off speed, on the one hand, enable an increased push-off speed compared to the prior art and, on the other hand, are at the same time stable compared to the real running behavior of the processes that occurs in the subsequent push-off operation.
  • the object of the invention is to provide a computer program product and a provision device for this computer program product with which the aforementioned method can be carried out.
  • this set of solutions is too diverse to be determined in the time available for process planning with realistically financeable computing capacity before the running characteristics of the processes during execution can be made more precise by measurement, on the other hand, these process properties only become known one after the other during the push-off process, so it is not guaranteed that the solution found and then controlled in the form of a push-off speed and/or brake run-out speed can still be solved without conflict when measuring the next process.
  • This method alone does not provide sufficient information to guarantee a safe acceleration of the push-off process.
  • a range of local solutions is then determined, which are designed in such a way that they are all real in later operation meet the occurring characteristics of the process.
  • the overall optimization is then carried out by mutually coordinating the local solutions in favor of the shortest possible push-off time for the train.
  • the local solutions and their subsequent coordination each represent sub-problems that can be calculated in a sufficiently short period of time for process planning.
  • the methods according to the invention for simulation or control achieve the technical effect of limiting the computing capacity required for the simulation to a realistic level by selecting from the theoretically possible combinations of the (simulated) sequence control those that enable reliable optimization the pressing time and lie within a range of control parameters (e.g. inlet speeds, pressing speeds) for the process, which excludes possible corrections based on the actual behavior of the processes or at least makes them very unlikely.
  • control parameters e.g. inlet speeds, pressing speeds
  • This confidence interval can be determined both from the design data of the car and from empirical values, which make it possible to assign a minimum or maximum expected running resistance to the process based on the known data such as approximate total mass, number of axles and axle type.
  • the poor-running behavior (SL) of the process is simulated using the worst value of this confidence interval for running behavior, and the good-running behavior (GL) is simulated using the best value of the confidence interval for running behavior.
  • “computer-aided” or “computer-implemented” can be understood to mean an implementation of the method in which at least one computer or processor carries out at least one method step of the method.
  • Computers can be, for example, personal computers, servers, handheld computers, mobile devices and other communication devices that process data with computer support, processors and other electronic devices for data processing, which can preferably also be connected to form a network via interfaces.
  • a “processor” can be understood to mean, for example, a converter, a sensor for generating measurement signals or an electronic circuit.
  • a processor can in particular be a main processor (Central Processing Unit, CPU), a microprocessor, a microcontroller or a digital signal processor, possibly in combination with a memory unit for storing program instructions and data.
  • CPU Central Processing Unit
  • a processor can also be understood as a virtualized processor or a soft CPU.
  • a “memory unit” can be understood to mean, for example, a computer-readable memory in the form of a random access memory (RAM) or data memory (hard drive or data carrier).
  • RAM random access memory
  • data memory hard drive or data carrier
  • Interfaces can be implemented in terms of hardware, for example wired or via radio connection, and/or software, for example as an interaction between individual program modules or program parts of one or more computer programs.
  • Program modules are intended to be understood as individual functional units that enable a program sequence of method steps according to the invention. These functional units can be implemented in a single computer program or in several computer programs that communicate with one another. The interfaces implemented here can be implemented in software terms within a single processor or in hardware terms if several processors are used.
  • the minimum running time for the good runner (GL) and the maximum running time for the poor runner (SL) limit the time window in which the track brake later applies in real application Adjusting your brake run-out speed can control any running time, provided the running resistance is within the confidence interval.
  • Time windows which describe the local solution area for each section in the path of each process, can be used to search for the overall solution to the push-off process, which is improved compared to the prior art, by varying the brake run-in speeds with a reasonable amount of calculation, using either altruistic methods, such as exhausting the time reserves Processes in route areas without precursors or downstream runners, the equalization of sequences with a common final separating switch, possibly also with subsequent relaxation to defuse extreme solutions or standard optimization processes such as the Nelder-Mead process can be used, although a combination can also be used from altruistic methods using mathematical optimization methods.
  • a time window is provided in the form of a running time interval, into which the track brake can later target the process dynamically, regardless of its real running characteristics. Based on the variation of the run-in time in the respective time window for all processes to be simulated on their track brakes, a more dense sequence of the entirety of the processes can be calculated.
  • the restriction to a time window (running time interval) described here also makes it possible in the simulation to have a clear target time in the next destination and thus a fixed running time in this track section from the track brake to the next destination, despite the still undetermined running characteristics because by defining and calculating the time window, all running times selected in it can later be controlled by the brake independently of real running behavior, provided that the real running behavior is within the confidence interval. Without this measure, the possible transit time for the relevant track section would result in a time range, which would cause the ZWL trumpet to expand from brake squadron to brake squadron.
  • time windows when selecting the local solutions enables a continuous increase in safety in the form of edge areas of the time windows, which can be left out in order to adapt the method to any inaccuracies in the real control of the brake run-out speeds or even a basic tolerance of the real push-off process against temporary deviations from the exact simulation result.
  • the solution according to the invention makes it possible to calculate a priori a time-optimized course of the push-off speeds for the individual processes, despite running characteristics that are not or only insufficiently known.
  • the optimization is not carried out with a view to uniformity (i.e. all processes are planned at the same time as the borderline poor runner, i.e. the process with the worst expected running properties), but rather the time potential of each individual process is exploited as far as possible during optimization ( of course within the limits of Possibilities of the algorithm according to the invention as well as the mechanical limits that are specified by the drainage systems and the push-off locomotive).
  • the invention thus makes it possible to carry out a calculation of the possible brake run-out speeds or running times up to the subsequent brake and entry speeds into the same for each process before the start of the pressing process, despite unknown process properties, and to determine combinations from this that increase the performance for the entire train, i.e. H. to optimize the push-off speed within the scope of the technical possibilities and limits of the real delivery system (e.g. performance of the push-off locomotive and braking capacity of the track brakes) - with the effect that the push-off time of the train (i.e. the time it takes to push off the entire train) is minimized.
  • the real delivery system e.g. performance of the push-off locomotive and braking capacity of the track brakes
  • the new process can adapt to special features of the track layout as a result of the local adjustments to the ZWL, such as non-uniform mountain distances within brake relays , very different numbers of switches up to the directional track or even walkways that run at different heights.
  • the aim is to find an optimum (not necessarily the global optimum but at least a local optimum) for the pushing time of at least one train consisting of several processes.
  • the entire pressing process is calculated before the pressing begins.
  • the result of the calculation is a sequence of push-off speeds assigned to the individual processes.
  • This speed curve is limited by two conditions.
  • the so-called time-distance lines (hereinafter referred to as ZWL) through the distribution zone must be designed in such a way that they ensure a sufficient minimum time and spatial distance between the processes over the full route.
  • ZWL are described by the path of the first axis of the relevant process along the path, the so-called occupancy axis, and the path of the last axis, called the clearing axis.
  • the buffer overhang remaining for the evaluation of the effective distance is recorded by a corresponding surcharge for the minimum spatial distance.
  • the braking ability is related to the maximum and minimum braking work of a track brake.
  • the maximum or minimum braking work is fundamentally dependent on the design, but can be reduced - for example according to the maintenance status - as well as on the process characteristics such as slosh wagon (incompletely filled tank wagon) or weight of the depend on the lightest axle.
  • a (maximum and/or minimum) braking capacity can be defined in the interval of the maximum and minimum possible braking work in order to take the additionally mentioned aspects into account.
  • a train should be understood as a wagon group, which is pushed as a whole into the drainage system by the push-off locomotive for the purpose of separation into processes (which can also consist of several wagons).
  • the advantage of taking several or all of the processes belonging to a train into account as a large number of processes is that you can aim for a process planning that is optimized for the entire train or that the following train or the train in front can even be taken into account.
  • a maximum acceleration capacity of the push-off locomotive is taken into account when calculating the push-off speed.
  • the mechanical properties of the push-off locomotive used limit the changes in push-off speed that can actually be achieved between processes and thus the optimization potential determined in the simulation.
  • the acceleration capacity of the push-off locomotive also includes negative acceleration behavior, i.e. braking.
  • the device can be used to achieve the advantages that have already been explained in connection with the method described in more detail above. What is stated about the method according to the invention also applies accordingly to the device according to the invention.
  • a computer program product with program instructions for carrying out the method according to the invention and/or its exemplary embodiments is claimed, wherein the method according to the invention and/or its exemplary embodiments can be carried out by means of the computer program product.
  • the computer program product includes program instructions which, when the program is executed by a computer, cause the computer to carry out the method or at least computer-implemented steps of the method.
  • the provision takes place in the form of a program data block as a file, in particular as a download file, or as a data stream, in particular as a download data stream, of the computer program product.
  • This provision can also be made, for example, as a partial download consisting of several parts.
  • Such a computer program product is read into a system using the provision device, for example, so that the method according to the invention is carried out on a computer.
  • the described components of the embodiments each represent individual features of the invention that can be viewed independently of one another, which also develop the invention independently of one another and are therefore to be viewed as part of the invention individually or in a combination other than that shown. Furthermore, the components described can also be combined with the features of the invention described above.
  • the drainage system 10 which is part of a shunting system for rail-bound traffic, has a drainage ramp 20 starting from a mountain peak BG, to which an intermediate slope 30, a distribution zone 40 having distribution switches 80 to 86 and directional tracks 50 to 57 are connected.
  • a mountain brake relay BB with mountain brakes 90, 91
  • a valley brake relay TB with valley brakes 60, 61
  • a directional track brake relay RGB with directional track brakes 70 to 77 can be seen.
  • exemplary processes 100 ... 102 are shown, which were pushed over the discharge mountain by a push-off locomotive 110 or pushed off at a push-off point AP (which does not necessarily have to be on the mountain peak BG and is shown as an example of a process 102) and as a result, driven by the force of gravity, move along the drainage system 10.
  • a valley brake control 200 is indicated, which is connected to the valley brake relay TB via an interface 211, which can be wired or wireless.
  • a mountain brake control 250 is also indicated, which is connected to the mountain brake relay BB via an interface 251, which can be wired or wireless.
  • the directional track brake relay RGB containing the directional track brakes 70 to 77, is connected to a directional track brake control 220 via an interface 221.
  • Figure 1 only one interface 211, 221, 251 between the respective brake relay and the respective track brake control is shown as an example. Of course, every track brake can be controlled. It is also possible to provide a separate control for each track brake and not a common control for the entire brake squadron (not shown).
  • the valley brake control 200 is connected via an interface 231
  • the mountain brake control 250 is connected via an interface 233
  • the directional track brake control is connected via an interface 232 to a central control device 230 of the drainage system 10.
  • a total of a control device for controlling the track brakes i.e. the mountain brakes 90, 91, valley brakes 60, 61 and the directional track brakes 70 to 77, is formed in the form of a distributed control system.
  • the mountain brakes 90, 91, the valley brakes 60, 61 and the directional track brakes 70 to 77 it would of course also be possible, for example, for the mountain brakes 90, 91, the valley brakes 60, 61 and the directional track brakes 70 to 77 to be directly connected to the central control device 230 and controlled (not shown).
  • control parameters for the track brakes in the form of the mountain brakes 90, 91, the valley brakes 60, 61 and the directional track brakes 70 to 77 of the process system 10 is carried out in such a way that a cross-brake consideration or optimization of the respective speeds of the processes 100, 101, 102 is carried out .
  • the control device formed by the central control device 230, the valley brake control 200 and the directional track brake control 220 has, in addition to hardware components, for example in the form of corresponding processors and storage means, also software components, for example in the form of program modules for simulating the running behavior of the processes 100, 101, on.
  • the path x of the processes taking place is shown on the x-axis.
  • the drain profile is off Figure 1 in Figure 2 indicated again above the diagram. This makes it clear where the mountain peak BG and the track brakes 91, 60, 70/77 are on the x-axis.
  • the time t is shown on the z-axis. That's why the arrow for advancing time in the drawing is pointing downwards.
  • the various calculated trumpets are numbered consecutively, from T1 to T6.
  • the trumpets T1 ... T6 each consist of the time path lines ZWL of the processes.
  • the ZWL which limits a trumpet at the top in the drawing, is described by the first wheel of the process on the valley side and the ZWL, which limits the trumpet T1 ... T6 at the bottom, by the last wheel of the process on the mountain side, so that This ZWL begins at the push-off point AP of the process AP100 of the process 100, AP101 of the process 101 and AP102 of the process 102.
  • a first run DL1 of the simulation is shown above as an example.
  • the switch 80 entered between valley brake 60 and directional track brake 70, so that the paths separate there and the processes 101 and 102 run through different directional track brakes 70, 77.
  • process 101 in the valley brake 60 can use the full available time interval ZA at the directional track brake 70 in order to enter the directional track brake 70 with a time delay, because a critical time interval does not have to be taken into account because the process runs on a different track after passing the separating switch TW 102 can no longer catch up with process 101.
  • any solution found in this way must be subjected to an optimization of the push-off speed, which on the one hand takes into account the time intervals between the newly formed trumpets - for example, the previously uncritical time interval ZA between trumpets T1 and T2 in the valley brake 60 can be the minimum time interval between the processes will and the limit the temporal approach (in this case ⁇ t3 cannot be fully exploited as a time optimization potential for the push-off duration) - and on the other hand, the possible change in the push-off speeds between the processes, which is limited by the locomotive properties, is taken into account.
  • FIG. 2 shows how further optimization potential can be achieved through the simulation (second run DL2).
  • a fourth trumpet T4 can be derived from this by defining rigid time windows for the respective execution of the relevant process, which lie within the original trumpet T1.
  • the time windows are the target running times that the relevant process should require between the relevant track brakes. The effect is that - compared to the first trumpet T1 - a fourth trumpet 4 is created that opens less strongly or is of the same width.
  • a process e.g. B. a track brake This knows the target running time defined in the last calculated simulation until the next running target, the determined running-in speed and the current measured or calculated value of the running resistance. Is the running resistance value within that used in the simulation Confidence interval, the brake control can calculate and control the coasting speed from the track brake necessary to achieve the target running time. If this is not possible due to an inlet speed that deviates too much from the simulation or if the current value of the running resistance is outside the confidence interval used in the simulation, corrective measures can be triggered. These can include measures such as braking, buffering, moving protective switches or even recalculating and changing target running times for other processes that have not yet been fully braked. In other words, instead of being carried out by the brake control, all of these calculations can also be carried out partially or completely by the control that carried out the original simulation.
  • the potential for minimizing the pressing time explained in the first run DL1 and in the second run DL2 are merely examples and are shown in two different runs for better clarity. It is well known to those skilled in the art that the potential can also be increased in one and the same simulation run. According to the invention, the simulation takes place precisely in order to identify and exploit existing optimization potential.
  • the optimization potential presented can be identified and used. At the same time, further optimization potential can usually be found, which is shown in the examples Figure 2 are not shown. As already mentioned, the relationships are complex and can therefore only be found in a simulation.
  • the mountain height is determined by the total running resistance of the worst-running car from the entire rolling stock up to the directional track is determined
  • the total braking work of the installed brake relays is determined by the difference in the total running resistance between this and the best-running car from the entire rolling stock.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
EP22192395.6A 2022-08-26 2022-08-26 Procédé de fonctionnement d'une installation de triage par gravité et dispositif de commande pour une installation de triage par gravité Pending EP4328112A1 (fr)

Priority Applications (1)

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EP22192395.6A EP4328112A1 (fr) 2022-08-26 2022-08-26 Procédé de fonctionnement d'une installation de triage par gravité et dispositif de commande pour une installation de triage par gravité

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EP22192395.6A EP4328112A1 (fr) 2022-08-26 2022-08-26 Procédé de fonctionnement d'une installation de triage par gravité et dispositif de commande pour une installation de triage par gravité

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007040758A1 (de) * 2007-08-29 2009-04-09 Ais Automation Dresden Gmbh Verfahren zum Steuern von Richtungsgleisbremsen
DE102011079501A1 (de) 2011-07-20 2013-01-24 Siemens Aktiengesellschaft Verfahren zum Betreiben einer rangiertechnischen Ablaufanlage sowie Steuereinrichtung für eine rangiertechnische Ablaufanlage
DE102012203812A1 (de) * 2012-03-12 2013-09-12 Siemens Aktiengesellschaft Verfahren zum Steuern einer rangiertechnischen Ablaufanlage
DE102015202432A1 (de) * 2015-02-11 2016-08-11 Siemens Aktiengesellschaft Verfahren zum Betreiben einer rangiertechnischen Ablaufanlage sowie Steuereinrichtung für eine solche Anlage

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007040758A1 (de) * 2007-08-29 2009-04-09 Ais Automation Dresden Gmbh Verfahren zum Steuern von Richtungsgleisbremsen
DE102011079501A1 (de) 2011-07-20 2013-01-24 Siemens Aktiengesellschaft Verfahren zum Betreiben einer rangiertechnischen Ablaufanlage sowie Steuereinrichtung für eine rangiertechnische Ablaufanlage
DE102012203812A1 (de) * 2012-03-12 2013-09-12 Siemens Aktiengesellschaft Verfahren zum Steuern einer rangiertechnischen Ablaufanlage
DE102015202432A1 (de) * 2015-02-11 2016-08-11 Siemens Aktiengesellschaft Verfahren zum Betreiben einer rangiertechnischen Ablaufanlage sowie Steuereinrichtung für eine solche Anlage

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