EP4328113A1 - 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
EP4328113A1
EP4328113A1 EP22192458.2A EP22192458A EP4328113A1 EP 4328113 A1 EP4328113 A1 EP 4328113A1 EP 22192458 A EP22192458 A EP 22192458A EP 4328113 A1 EP4328113 A1 EP 4328113A1
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EP
European Patent Office
Prior art keywords
account
precursor
processes
running resistance
taking
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Pending
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EP22192458.2A
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German (de)
English (en)
Inventor
Oliver Flohr
Oliver Hofacker
Peter KUEHS
Lars Portl
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Siemens Mobility GmbH
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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.)
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Publication date
Application filed by Siemens Mobility GmbH filed Critical Siemens Mobility GmbH
Priority to EP22192458.2A priority Critical patent/EP4328113A1/fr
Publication of EP4328113A1 publication Critical patent/EP4328113A1/fr
Pending legal-status Critical Current

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    • 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

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.
  • an increased performance (ie processes per unit of time) of the drainage system can then be achieved by optimizing the push-off speed through the overarching adjustment (parallelization) of the individual time-path lines of the processes by realizing higher push-off speeds.
  • 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 individual adaptation of the determining process parameters to the processes for Every process is made possible at the earliest possible point in time and with the most realistic consideration possible.
  • 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.
  • a process that has the maximum possible running resistance is a so-called marginal poor runner.
  • a process that has the minimum expected running resistance is a so-called marginal goods runner.
  • Good runners run at the same rate Initial speed on the run-off hill decreases faster than poor runners. This means that in unfavorable cases, a good runner can catch up with a poor runner in the drainage system if a safety distance between the good runner and the poor runner that was originally calculated to be too small has been used up.
  • the valley-side end of the good runner is taken into account and the mountain-side end of the poor runner is taken into account in order to calculate the safety distance in between. Since, as stated, the drainage properties of a particular process are not known or at least not completely known before the end of a particular process, the ZWL of the downhill end of the good runner and the ZWL of the uphill end of the poor runner form the ZWL trumpet of a process with unknown process properties, the critical conditions to be taken into account .
  • the solution according to the invention thus makes it possible to calculate a priori a course of the push-off speeds for the individual processes that can be further optimized over time, despite unknown running properties.
  • the optimization is not carried out on a uniform basis (i.e. all processes are planned at the same time as the limit runner), but during optimization the time potential of each individual process is exhausted (of course within the limits of the possibilities of the algorithm according to the invention and available, albeit constantly updated measurement data on the processes and the mechanical limits set by the drainage systems and the push-off locomotive).
  • the simulation algorithm according to the invention ensures that a safety distance between the forerunner and the follower is maintained even if the forerunner is a marginally poor runner and the follower is a marginally good runner.
  • the safety distance is determined between the valley-side end of the trailor and the mountain-side end of the precursor and can be a local distance or a temporal distance (then as a period of time between the passing of a certain one Point, in particular the beginning of the relevant track brake, through the uphill end of the precursor and the downhill end of the follower). It should be noted that the route of the processes and the time that elapses are directly related to the ZWL, which describes the time-distance behavior, which is why the safety distance can be determined and measured both in time and location.
  • a permitted speed range for the entry into the next brake is calculated for each process, taking into account the maximum working capacity of the track brake (for example according to the principle of the so-called backward chaining of track brakes according to an FDeltaV method described below).
  • This speed range takes into account the previously known process characteristics with an associated expected running resistance range and the available work capacity (maximum achievable braking work) of the secondary brake (s).
  • a time window is provided into which the brake can later target the process dynamically, regardless of its real running characteristics.
  • “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 process step of the process.
  • a “computing environment” can be understood to mean an infrastructure consisting of components such as computers, storage units, programs and data to be processed with the programs, which are used to execute at least one application that has to fulfill a task .
  • the infrastructure can in particular also consist of a network of the components mentioned.
  • a “computing instance” can be understood as a functional unit within a computing environment that can be assigned to an application and can execute it. When the application is executed, this functional unit forms a physically and/or virtually self-contained system.
  • 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 as a 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 uphill end of the relevant process is taken into account by the last wheel of the process seen in the direction of travel and / or the downhill end of the relevant process is taken into account by the first wheel of the process seen in the direction of travel.
  • This embodiment of the invention has the advantage that the passage of a wheel at a specific point in the drainage system can be determined very easily using axle counters (wheel sensors) or other track contacts that are installed in the track. It must be taken into account here that the first car or last car in question has an overhang with respect to the first or last axle. However, these overhangs are limited in length, so this can be taken into account by defining a comparatively larger safety distance.
  • 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 into account all processes belonging to a train as a large number of processes is that a process planning that is optimized for the entire train can be aimed for.
  • the simulation switches are taken into account as separation points of the routes between the leading precursor and the trailing trailer by ending the consideration of the safety distance that cannot be undercut between the affected precursor and the affected trailer behind the separation point.
  • the affected forerunner and affected follower are those forerunners and follower whose paths separated at a point of separation.
  • the forerunner no longer runs behind the separation point at a distance in front of the follower, since from now on both move on different tracks of the run-off system and thus different paths.
  • a run-down speed is taken into account for at least one track brake that is still to be used behind the (planned) separation point for the affected precursor and the new follower that is now following of the specified, not to be undercut safety distance between the leading precursor and the trailing precursor, and taking into account the maximum expected running resistance of the precursor and the minimum expected running resistance of the trailing vehicle, for the affected trailing vehicle and the new precursor now driving in front for at least one
  • a run-out speed is calculated taking into account the specified, not to be undercut safety distance between the leading precursor and the trailing trailer, and taking into account the maximum expected running resistance of the precursor and the minimum expected running resistance of the trailer.
  • This embodiment of the invention takes advantage of the fact that after the paths have been separated, the affected precursor can now have a new follower and the affected follower can now have a new precursor. Measurement results are already available about these new precursors or new followers, at least in the advanced process, which specify their running behavior more precisely. These findings can now be taken into account when planning the process as part of the simulation. This creates new potential for optimizing the process, which can also be taken into account in particular for processes that have not yet been printed, thus enabling a significant increase in performance.
  • 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 that can actually be made to the optimization potential determined through the simulation runs. It is therefore advantageous if these boundary conditions are taken into account during the simulation runs. However, it is also possible that the mechanical properties of the push-off locomotive are not taken into account. If this does not provide the required acceleration values, the optimization potential is not fully exploited. However, subsequent simulation runs will result in a renewed adaptation to the real conditions and discrepancies between the ideally full utilization of the optimization potential and the real utilization will be compensated for. For this reason, the push-off locomotive can only be controlled with the aim of achieving the push-off speed for each process, without it being possible to guarantee whether the push-off speed is actually achieved.
  • the acceleration capacity of the push-off locomotive is also to understand negative acceleration behavior, i.e. braking.
  • 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, for example, using the provision device, so that the method according to the invention executed by 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.
  • Figure 1 shows a schematic sketch of an exemplary embodiment of a drain system 10 with an exemplary embodiment of the control device according to the invention in which a computer program for executing the invention procedure is installed.
  • the upper part of the Figure 1 the track diagram of the drain system 10 and the lower part of the figure shows the gradient profile or a longitudinal section of the drain system 10.
  • 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.
  • axle counters Only shown in longitudinal section but in front of each track brake there are preliminary contacts in the form of axle counters in the drain path, with a first axle counter AZ1 in front of the directional track brake 70, a second axle counter AZ2 in front of the valley brake 60 and a third axle counter AZ3 in front of the mountain brake 91.
  • These axle counters send counting pulses when an axis of the processes (specifically their wheels) passes over them, so that by evaluating the counting pulses, the number of axles and, if the process length is known, also the speed (if necessary, the direction of movement) of the process can be determined.
  • processes 100 - 102 are shown, which have been 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 are subsequently driven by the acting gravity, move along the drainage system 10.
  • a valley brake control 200 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.
  • the components 200, 220, 230 and 250 form a total 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, 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 made.
  • At least one value for an entry speed into the directional track brake 70 is now determined for this, starting from a target exit speed from the directional track brake 70.
  • the target exit speed from the directional track brakes 70 to 77 can be specified, for example, to a uniform value of 1.5 m/s.
  • the values for the inlet speed determined in this way are a relatively large group of speed values with a value range for the inlet speed limited by a lower and an upper value, which is in the already mentioned ZWL trumpet as well So-called blocking triangles SD are taken into account (see Figure 2 and the associated explanations).
  • the lower limit value is determined, without taking into account any properties of the process that are not yet known, by a minimum speed at which the process 100 leaves the directional track brake 70 at the target exit speed without any braking work being done by it.
  • the upper limit value corresponds to a maximum speed at which braking of the process 100 to the target run-out speed by the directional track brake 70 is just reliably possible.
  • At least one value for an exit speed from this second track brake is now determined for the second track brake in the form of the valley brake 60, which is located uphill in relation to the directional track brake 70.
  • This determination process is then repeated for the valley brake as the first track brake and the mountain brake as the second track brake).
  • the properties of the process 100 are measured in the measuring station MST or determined from corresponding measured variables in the form of measured variables that are to be taken into account as part of the method.
  • the measuring station is preferably arranged on the downstream mountain side near the mountain peak BG. In this way, the individual process characteristics can be determined at an early stage of the process in question.
  • At least one value for an entry speed into the directional track brake 70 is determined for this again, starting from the target exit speed from the directional track brake 70. Based on this target stopping speed from the first track brake in the form of Directional track brake 70 is now determined or predicted at least one value for the entry speed into the directional track brake 70, not only taking into account the working capacity of the directional track brake 70, but also taking into account properties of the process 100 that have now been determined from the measurement results of the measuring station MST.
  • the values for the inlet speed determined in this way are a group of speed values with a range of values for the inlet speed limited by a lower and an upper value that is narrower than before, which is in the already mentioned ZWL- Trumpet is taken into account (see also Figure 3 ).
  • the at least one determined value for the entry speed into the directional track brake 70 is adapted for the process 100, taking into account the measured values in the measuring station MST, that is, taking into account, for example, the mass, the number of axles, the distribution of the mass on the axles and the running resistance of the process 100, specified in such a way that it lies between a now narrower lower and upper limit (ie within a ZWL trumpet with a narrower opening).
  • At least one value for an exit speed from the second track brake is now determined for the second track brake in the form of the valley brake 60, which is located uphill relative to the directional track brake 70.
  • the values for the exit speed from the valley brake 60 are specified, and it is still ensured that the entry speed into the directional track brake 70 is in the range of the at least determined values for the entry speed or in the case a determined maximum value for the inlet speed is not exceeded.
  • This The determination process is then repeated for the valley brake as the first track brake and the mountain brake as the second track brake.
  • a further run of the simulation can then be carried out in the manner described above for process 100. Further corrections are made possible when the sequence 100 successively passes the third axle counter AZ3, the second axle counter AZ2 and the first axle counter AZ1. Here you can check whether the process actually has the previously predicted properties, in particular whether it runs faster or slower than predicted. If this is the case, the parameters can be adjusted again and another run can be carried out with the adjusted parameters in the manner described above for the process 100.
  • the safety reserve when predicting the process process can be gradually reduced through simulation, to the extent that the process properties become better known through the creation of measured values.
  • the reduced safety reserve is particularly reflected in a smaller opening of the ZWL trumpet, with the result of an increase in performance, as the safety distance between successive processes can be reduced without risking catch-ups (more on this below).
  • the respective common path of the processes 100, 101, 102 should be considered in order to avoid catch-up processes and also to enable safe switching of the distribution switches 80 to 86 in the distribution zone 40 if the processes have different paths.
  • other boundary conditions such as maximum travel speeds in the path, can also be taken into account as part of the process. For example, in the case of successive processes whose routes separate at one of the switches, a check for retrieving processes behind the switch separating the routes can be ignored. This provides further optimization potential when simulating the process.
  • the control device formed by the central control device 230, the valley brake control 200 and the directional track brake control 220 has not only hardware components, for example in the form of corresponding processors and storage means, but also software components, for example in the form of programs 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. To better clarify this is the expiration profile out of 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 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 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, AP101 of the process 101 and AP102 of the process 102. Therefore, an imaginary connecting line between the respective beginning of the ZWL in the diagram always results in a horizontal line, since the first and last wheels of the relevant process are at different points x on the process path at the same time.
  • the locking triangles SD illustrate which variables have to be taken into account.
  • the locking triangles SD are rectangular and have a horizontal side that just corresponds to the length of the track brake. This is because the first wheel of the trailer is only allowed to reach the track brake once the last wheel of the precursor has left it again. Therefore, the time in which the last wheel of the forerunner is still in the track brake must not be included in the time reserve between the neighboring trumpets T1 and T2 or T2 and T3 representing the forerunner and the follower.
  • the horizontal line will therefore be in Figure 2 with the length l 91 of the mountain brake 91, the length l 60 of the valley brake 60 and the length l 70 of the directional track brake 70.
  • the vertical side of the triangle forms the time window ZF, in which there is reliably no process in the relevant track brake. Taking the speed of the processes into account, this can be directly related to a required safety distance (speed multiplied by the time window results in the safety distance). Thus, with a required safety distance, there is also a critical time window ZFK between the respective precursor and follower, falling below this would lead to the minimum required safety distance being undershot and, in the worst case, even to a catch-up process between the precursor and follower.
  • This one is in Figure 2 each shown hatched and in the simulation determines the time intervals at which successive processes are printed, or, in other words, the time interval t between the printing points AP100, AP101, AP102. This time interval determines the temporal performance at the drainage ridge, because the faster a train pushes off at the mountain summit the shorter the time periods between the push-off points are.
  • the ZWL of the first wheel and the last wheel of the process 100 could be evaluated by evaluating the results of the third axle counter AZ3 and the second axle counter AZ2 Figure 2 have already been corrected, namely to the actual running behavior of process 100. Therefore, at the time when the last wheel of the inlet passes the axle counter, exactly the length l 100 results from the spread of the trumpet at the relevant point (the position The axle counter AZ3, AZ2 is used for the sake of simplicity Figure 2 assumed exactly at the beginning of the relevant track brake).
  • the resulting trumpet T4 is significantly narrower than the trumpet T1 calculated in the first run, meaning that a time reserve ⁇ T1 between the lower ZWL of the first trumpet T1 and the lower ZWL of the fourth trumpet T4 could be used to process the process 101 to pull the trigger earlier.
  • the locking triangle SD with the critical time window ZFK "slides" in the representation, so to speak Figure 2 up by the amount ⁇ T1, and the second trumpet T2 has also "followed” by the amount ⁇ T1.
  • the realizable time gains Delta T can only be achieved to the extent that this is actually possible due to the inertial forces of the train and the performance of the push-off locomotive. This can only exert a finite acceleration or braking on the train in order to push off, although this can be taken into account in the simulation.
  • the other process will be referred to below as the VRZ process.
  • the pre- and post-carriage calculation is aimed at a predetermined entry speed at the destination and into the track brakes.
  • the optimization potential of good runners is not used here due to the fixed entry speeds, and the ZWL trumpet and thus the time window for an entry at the destination initially widens significantly as long as there are no measurement results for the processes.
  • FIG. 3 The process is shown schematically as a block diagram.
  • These sub-processes can run in one computer or in different computers.
  • the sub-process for the ST control can be carried out in a brake control and the sub-process for the simulation in a central computer with the computing capacity for fast simulation processes.
  • the sub-procedure for the measurement MS can also be or be supported by computers the measured values are passed on directly to the control, which carries out the sub-process for the ST control.
  • process data for a train with processes A_DAT to be fired are first read in.
  • a process simulation then takes place with this data and existing data that describes the process system used in a simulation step of the process A_SIM.
  • control data for controlling the track brakes ST_DAT can be calculated, which is output to the sub-process for the ST control. This has already started.
  • the drainage system is controlled in such a way that sequence control takes place without collision, taking into account the specifications determined in the simulation step A_SIM can.
  • the end of the process is asked. Once this is achieved, the process is stopped. Otherwise, the procedure is repeated with reading in ST_DAT new control data.
  • the process properties of the processes occurring are measured one after the other in a measuring step for the process properties MS_A.
  • the collected measurement data is then output to MS_DAT and read into the sub-process for the simulation.
  • the sub-process for the simulation SI there is also one Query whether the end of the procedure has been reached. This is only the case if no more new measurement data is to be read in and leads to the process being terminated. Otherwise, the simulation step of the A_SIM process is repeated for all processes to be considered using updated measurement data MS_DAT.
  • the sub-procedure for the measurement MS is carried out until all processes to be considered (measuring devices in accordance with Figure 1 for example MST, AZ1, AZ2, AZ3). Then a query step for the procedure for the end STP? cause the process to be halted. Otherwise, another measurement step MS_A is carried out for a process.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
EP22192458.2A 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 EP4328113A1 (fr)

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EP22192458.2A EP4328113A1 (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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EP22192458.2A EP4328113A1 (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 (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102011079501A1 (de) * 2011-07-20 2013-01-24 Siemens Aktiengesellschaft Verfahren zum Betreiben einer rangiertechnischen Ablaufanlage sowie Steuereinrichtung für eine rangiertechnische Ablaufanlage
DE102011079335A1 (de) * 2011-07-18 2013-01-24 Siemens Aktiengesellschaft Verfahren zum Betreiben einer rangiertechnischen Ablaufanlage sowie Steuereinrichtung für eine solche
DE102012203812A1 (de) * 2012-03-12 2013-09-12 Siemens Aktiengesellschaft Verfahren zum Steuern einer rangiertechnischen Ablaufanlage

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102011079335A1 (de) * 2011-07-18 2013-01-24 Siemens Aktiengesellschaft Verfahren zum Betreiben einer rangiertechnischen Ablaufanlage sowie Steuereinrichtung für eine solche
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

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