US3745334A - Hump yard retarder control system - Google Patents

Hump yard retarder control system Download PDF

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Publication number
US3745334A
US3745334A US00183029A US3745334DA US3745334A US 3745334 A US3745334 A US 3745334A US 00183029 A US00183029 A US 00183029A US 3745334D A US3745334D A US 3745334DA US 3745334 A US3745334 A US 3745334A
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retarder
car
speed
computed
computer
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P Wong
R Ratner
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Southern Pacific Transportation Co
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Southern Pacific Transportation Co
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    • 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
    • B61K7/02—Track brakes or retarding apparatus
    • B61K7/12—Track brakes or retarding apparatus electrically controlled

Definitions

  • ABSTRACT A system utilizing an algorithm and associated digital computer program for controlling a hump yard retarder to release freight cars from the retarder with a predetermined exit speed.
  • the algorithm accepts successive measurements of car velocity during the time the car is in the retarder, and a specification of the desired retarder exit speed, and computes digitally an effective sequence of retarder operating commands, to smoothly decelerate the car to the desired final speed. Feedback through successive speed measurements is employed to ensure accurate exit speed control over a broad range of car weights and rollabilities. The deceleration is smoothed over the length of the retarder to avoid excessive wear on the leading end of it.
  • the algorithm ensures that the retarder will be open at car release if the final speed has been reached.
  • VINITIAL-INITIAL VELOCITY VEINAL- FINAL VELOCITY; VVINITIAL'(VINITIAL)Z VVFINAL-(VFINAL)Z', V-VINITIAL SSET CONSTANTS DEPENDING ON WEIGHT:
  • the present invention relates to a railway car classification yard and more particularly, to means for controlling the retarders used in the yard so that cars passing through the retarders are decelerated at a uniform rate and are released from the retarders with a predetermined exit speed.
  • Classification yards are used for this purpose and such yards generally include a bump over which the cars are pushed and then allowed to roll, under the influence of gravity, down a main track leading from the hump.
  • the cars After rolling down the main track, the cars are switched by an automatic switching system from the main track to a plurality of branch tracks and then over additional switches to a preselected final destination track.
  • One or more car retarders are located along the main track, and are designated as hump or master retarders. Additional car retarders known as group retarders" are included in the branch tracks as well, so that the speed of each car can'be retarded or controlled according to the particular conditions on the tracks over which it will travel.
  • the retarders generally comprise side rails which are disposed along both sides of the rails of the track andthese side rails can be moved into and out of contact with the wheels of the cars that pass along the track at the retarder location.
  • this movement of the retarder side rails is accomplished by means of a pneumatically operated mechanical system.
  • pneumatically operated mechanical system respond to the commands to apply retarding force or to releasesuch force when pneumatic cylinders, that are mechanically coupled to the side rails, are pressurized and evacuated respectively.
  • coupling speed is used to describe the car speed at the instant that the car, while traveling (down its preselected destination track, encounters or engages the stationary cars that are already stored on that track. If the cars are not retardedsufficiently, excessive impacts result and frequently cause damage to the car or the lading. On the other hand, if the cars are retarded too much, excessive space in between cars results and this causes inefficient utilization of trackage. Furthermore, it is conceivable that the cars can be retarded to such an extent that they do not actually reach and couple with the cars on the destination track.
  • a control system for the retarders which automatically controls the retarders with the object of causing each car to leave a retarder with a predetermined exit speed such that it will couple with cars on its destination track at the preselected coupling speed.
  • exit speed at which a car leaves a retarder is quite critical and has been found that this speed will vary from car to car and with resPect to conditions existing in the classification yard.
  • control systems for retarders now in use that utilize computers to compute the exit speed from a retarder.
  • the computer receives information with respect to each car approaching the retarder and this information generally includes car weight, speed mea surements frOm which the rollability factor for the car can be determined and the distance the car must travel from the retarder to couple with the car on a destination track.
  • cars pass first through a master or hump retarder which is controlled so as to achieve a rather uniform spacing between cars after they leave theretarder and continue rolling down the main track.
  • a master or hump retarder which is controlled so as to achieve a rather uniform spacing between cars after they leave theretarder and continue rolling down the main track.
  • Toward the lower end of the main track a number of branch tracks extend down the hump and these branch tracks lead into the various destination tracks.
  • a weight test section in the main track designed to determine the cars weight classification within the light, medium and heavy range.
  • This information is transmitted to a computer as one factor in determining exit speed requirements for the group retarder.
  • the information is transmitted through suitable signal means to solenoid valves, associated with the retarder control mechanism for the group retarder pneumatically operated mechanical system, in order to control the pressure used in the retarder for that paricular car weight.
  • speed measuring means such as a radar
  • speed measuring means follows its progress through a tangent section of track and a curved section of track. This information is fed by suitable signal means to the computer for a determination of the rollability factor for this car.
  • This signal for indicating track occupancy is a measure of distance from the group retarder to the train being assembled on that particular destination track.
  • the computer-can compute the desired exit speed of this car from a group retarder so that the car will couple at a preselected coupling speed with the last car of the train.
  • the computer signals the retarder control mechanism of the group retarder for that branch track to apply pressure to move the side rails of the retarder against the car wheels to slow down the car.
  • the computer is receiving signals from the radar unit monitoring the cars progress through the retarder and signals the retarder to open the side rails at the appropriate time to release the car from the retarder when the car is moving at its predetermined exit speed.
  • a retarder control system of the type described above is effective to achieve the desired exit speed of the car in the retarder and its release at this speed.
  • all of the deceleration of the car tends to occur in the initial portion of the retarder. This results in more frequent maintainance work on the retarder because of uneven wear in the retarder side rails.
  • there is a lower throughput of cars through the retarder because of the lower average velocities of the cars.
  • a digital computer which has been programmed to accept a plurality of input signals and determine an exit speed for a car from a retarder in a classification yard, is also programmed on the basis of a digital control algorithm, to issue a series of commands to a retarder control system so as to insure a more uniform deceleration of the car within the total effective length of the retarder.
  • the computer receives a series of signals from a speed measuring device, such as radar, which is monitoring the speed of the car as it passes through the re tarder.
  • a speed measuring device such as radar
  • Each speed measurement is utilized in the computer to determine whether a projected speed of the car ahead of that position where a measurement is taken is above or below the speed of the car which the car should have if it was being decelerated at a straight 'line uniform rate from its entrance speed into the retarder to a desired exit speed from the retarder. If the projected car speed is above that which is required for uniform deceleration, the computer initiates a signal to the retarder control mechanism to close the retarder to brake position and conversely if the projected speed is below that required, the retarder is opened to a nonbraking position.
  • the computer is programmed to take into account the time delays that are inherent in executing the commands to open and close the retarder.
  • the algorithm and its associated program for the computer is set up to ensure that as the car speed approached the computed exit speed, the retarder is commanded to open with a sufficientlead time so that when the predetermined exit speed is reached, the retarder is in an open position.
  • FIG. 1 shows diagramatically a portion of the track layout of a typical railroad car classification yard with the retardersand associatedsystems indicated in block and symbol form.
  • FIG. 2 is a graph showing the opening action of a railroad car retarder, with the resultant deceleration force applied to the car, as plotted against time.
  • FIG. 3 is a graph showing the closing action of a railroad car retarder, with the resultant deceleration force, as plotted against time.
  • FIG. 4 is a graph showing both opening and closing actions of a retarder plotted on the same scales as FIGS. 3 and 4.
  • FIG. 5 is a graph showing a uniform deceleration line for a car in a retarder together with an on-off action line of the retarder and with both lines plotted against (speed) and time.
  • FIG. 6 shows an overall flow chart of the algorithm according to the invention.
  • FIG. 7 shows a flow chart of the switching line routine of FIG. 6.
  • the track system of a railroad car classification yard includes a main track 10, branch tracks 11, and destination tracks 12.
  • a master retarder 13 is associated with main track 10 and its operation is controlled by a retarder control mechanism 14.
  • a group retarder 15 is associated with a branch track 11 and is controlled by the retarder control mechanism 16.
  • the retarders l3 and 15 and the retarder control mechanism 14 and 16 are shown in block form in FIG. 1, and, as this type of equipment is well known in the art, it is not illustrated in detail. However, for the purpose of disclosing this invention, mention will be made of certain basic features of such equipment.
  • Both retarders 13 and 15 can be of the same construction and include a pneumatically operated mechanical system having a number of pneumatic cylinders which can be selectively pressured or evacuated to i move pairs of side rails into and out of engagement with the wheels of cars passing through the retarder to brake the car.
  • the control of the pneumatically operated mechanical systems of the retarders l3 and 15 is achieved through the retarder control mechanisms 14 and 16, which are identical.
  • These control mechanisms include electrically controlled pneumatic valves which on signal, permit an air flow to the cylinders of its associated pneumatically operated mechanical system or the exhaust of air from the cylinders. The pressure of the air to take care of the light, medium and heavy weight catagories of cars going through a retarder.
  • Speed measuring devices 17 and 18 are positioned along tracks 10 and 11 respectively to measure the speed of a railroad car as it moves down main track 10 and through the group retarder 15. These devices, which are shown by symbol only, are radar units of well known design which utilize directional antennas and the Doppler principle. Such devices and their use is described, for example, in the Broackman US. Pat. No. 3,l 10,461, issued on Nov. 12, 1963. I
  • the computer 20 is of the digital type and can be of a type commercially available.
  • a model DD? 1 l6, 16 bit digital computer manufactured by CCC Division of Honeywell Co., at Farmingham, Mass., was used. The algorithm, to be described in more detail later, was programmed on this computer.
  • a plurality of inputs are received by the computer 20 and these inputs, which provide information from which the desired exit speed of a car from a retarder is computed, will be discussed first.
  • the computation of a desired exit speed of a car rolling through a retarder can be done in different ways but generally a computer which is used for this purpose receives information as to the desired speed of which cars are to couple, other information about the car itself, its expected rolling characteristics, and the distance the car must travel from the end of the retarder to a coupling point.
  • FIG. 1 the computer 20, is shown as receiving inputs relating to car speeds, weight and distance from the retarder to destination.
  • inputs relating to car speeds, weight and distance from the retarder to destination.
  • the speed measuring device 17 monitors the speed of a car as it rolls down the hump of the yard over curved as well as straight or tangent sections of track and sends, through pulse shaping and priority interrupting circuits 19, the tangent and curved track speed measurements to digital computer 20.
  • Signals which are indicative of into which of three weight catagories (light, medium and heavy) a car will fall are obtained from electrical switches associated with a weight rail 21 in the main track 10.
  • the distance to destination input is obtained by a suitable track occupancy circuit, shown in box form at 22, which is closed or shorted by the car wheels and axels of the last car standing on a destination track 12.
  • a desired coupling speed is arbitrarily chosen.
  • the speed of a car through this retarder is monitored by speed measuring device 18.
  • Signals from this device 18 are transmitted through pulse shaping and priority interrupt circuits, shown in box form at 19', to the computer 20.
  • the design and function of such circuits is, it is believed, well known in the art and it is sufficient to indicate that they involve a typical Schmitt trigger operation in series with the priority interrupt line provided as a feature of the computer.
  • the computer 20 is connected to retarder control mechanisms 14 and 16 and is programmed to issue command signals (on-off) to these mechanisms. These command signals are transmitted through a flip-flop circuit to drive a reed relay between on and off positions.
  • the reed relay ln turn controls an intermediate relay which completes the electrical circuits to the solenoid valves in the retarder control car motion.
  • the mechanism by which car retardatlon is affected in the retarder is a pneumatically operated mechanical system which squeezes the car wheels between two side rails.
  • the system responds to two commands, close (apply retarding force) and open (release force), by pressurizing and evacuating a number of pneumatic cylinders which are mechanically coupled to the side rails.
  • Response to commands is quite slow, due to the dynamics of the system. This im plies that a command given on the basis of present car position and velocity will not be implemented until some time in the future, at which time the car will have a different velocity and position. Because of suc delays, an effective control system should take such account of the retarder response.
  • FIG. 2 shows the action of the retarder, which was initially in a fully closed position, after receiving a command to open.
  • an interval T elapses before the pressure exhaust valve opens.
  • the interval T is followed by a decrease in cylinder pressure (assumed linear) to the point where the springs in the mechanical system of the retarder causes the retarder to open, T seconds after the command.
  • the retarder continues to open, and after an additional interval of T seconds the retarder reaches the fully open position.
  • FIG. 3 the action of the retarder, which is initially in a fully open position, is shown after the command to close is received by the retarder control mechanism.
  • T The time interval between the command to close and the actual movement of the retarder is designated T After T is an interval during which the retarder closes at an observed near constant rate.
  • This observed constancy of closure rate implies that the force of the air pressure on the pneumatic cylinders is small compared to the inertia of the retarder and "the spring force, and hence that the line pressure is reached in the cylinders before the retarder reaches its closed position. Consequently, the retarder deceleration force reaches its maximum essentially instantaneously at the time the retarder reaches its closed position.
  • T the response of the retarder to a command is a complex function of the present condition of the retarder. For example, if the command to the retarder is to close, the actual response of the retarder depends on whether the retarder is fully or partially open when the command is given. If the delay D is defined as the response time to the command to close, then under the assumptions discussed above, D can be described mathematically in terms of a single retarder state variable S, defined as the time between the previous command to open, and the presentcommand to close. The relation is:
  • the time response to a command to close in terms of retarder position (observed) and deceleration force on a car (inferred) is qualitatively as depicted in FIG. 3.
  • the sluggish response of the retarder determines the coarseness of resolution by which small amounts of energy can be removed from the car. More specifically, since force is linearly proportional to deceleration, for a car in the retarder, the area under a force-time curve is proportional to velocity. Hence controlling the retarder to have a certain force-time profile is equivalent to removing an increment of velocity proportional to the area beneath the profile.
  • the assumptions and observations of response to the two commands, taken together, imply that there is a smallest amount of velocity which can be removed from a car. In other words, the retarder takes a bite" of velocity out of the car, and there is a minimum size to this bite.
  • This amount of velocity is min K/ (TA TE) where W is car weight, F is maximum decelerating force, and g is the acceleration of gravity. This situation corresponds to the profile of FIG. 4.
  • a similar calculation shows that the amount of velocity removed from a car from the time of command to open to the actual opening time is if the retarder is fully closed at the time of command to open.
  • a control algorithm which gives a reasonably constant deceleration profile as well as achieving the required exit velocity must take into account the fact that commands to the retarder control mechanism are limited to two; i.e. open and close. Consequently, it is noJ possible to select a desired deceleration except in an average sense as a succession of applications and releases of the retarder.
  • the result of such a policy is depicted in FIG. 5.
  • the deceleration profile is plotted in a velocity-squared (V versus distance-- along-the-retarder (X) space.
  • an algorithm was developed using the deceleration line as a switching line, and using a simple predictor to compensate for the significant and unequal delays in response to commands to the retarder.
  • the algorithm works as follows: Initially the retarder is closed. After the car has entered, at intervals of one-fourth second, the velocity and position are computed from actual speed measurements to determine whether the car is above or below the line in V X space. The car position and velocity are predicted ahead by an amount of time depending on the car's initial location relative to the switching line. If the predicted location lies above the line the retarder is commanded to close; otherwise the command is to open.
  • the second part of the algorithm was developed. This part monitors car velocity and maximum deceleration, and when the car velocity approaches VHNAL it initiates the terminal phase of control. It is necessary to anticipate reaching V by a considerable amount, because the retarder may be in closed position and will then open only after a delay, causing the car to decelerate below the desired'value.
  • the amount of velocity A by which VHNAL must be anticipated depends on the state of the retarder (and several other parameters), and not merely on whether it is on or off. To include this dependence in the algorithm would add significant complexity. Therefore, an alternative approach is used. In this approach, the retarder is driven intoa known state (fully closed) and then commanded off when the velocity reaches V A,
  • the terminal phase of control is started at the last computation time for which mx( TA TE) where A is the maximum deceleration (measured as the car enters the closed retarder).
  • A the maximum deceleration (measured as the car enters the closed retarder).
  • the retarder is commanded on; peak deceleration is measured again in case it differs from A and the new peak deceleration, A, is used to evaluate the inequality V FINAL 2 VFINAL 5 A (TA E)-
  • the retarder is commanded 'to open. Should the velocity V subsequently increase to the point where V V k A (T T the terminal control operation is repeated.
  • FIGS. 6 and 7 A flow chart of the algorithm is shown in FIGS. 6 and 7. The symbols used in the flow chart are shown in Table II.
  • a car retarder located along the rails of the inclined track and selctively operable between a braking position wherein the car wheels are engaged as the car progresses through the retarder toward an exit end thereof, and a non-braking position;
  • a retarder control mechanism responsive to electrical signals and connected for actuating said retarder to move it between braking and non-braking positions
  • a first means positioned uphill. of said retarder, said means producing electrical output signals indicative of the car speed as it approaches said retarder;
  • a second means positioned adjacent said retarder and producing a plurality of separate electrical output signals each indicative of the car speed at a respective one of a plurality of positions of the car within said retarder;
  • a weight responsive means positioned in the inclined track uphill from said retarder to produce electrical output signals indicative of the weight of the car approaching said retarder;
  • a digital computer connected to receive, as electrical input signals, the electrical output signals of said first means, said second means, said weight responsive means, and said track circuit means, said computer being programmed to constitute a means for i. receiving said input signals from said first means,
  • said weight responsive means and said track circuit means to compute an exit speed which the car should have as it leaves the exit end of said retarder so as to cause a car to arrive at the one of the distination tracks with a desired speed
  • said computer is further programmed to constitute a means for initiating a terminal phase of control of said retarder as the car speed in said retarder approaches the computed exit speed so as to insure that said retarder is in a non-braking position when this computed exit speed is reached.
  • combination further'comprises pulse shaping and priority interrupt circuits between said computer and said first and said second means for transmitting the electrical output signals from said means to said computer.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Regulating Braking Force (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Transmission Of Braking Force In Braking Systems (AREA)
US00183029A 1971-09-23 1971-09-23 Hump yard retarder control system Expired - Lifetime US3745334A (en)

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US18302971A 1971-09-23 1971-09-23

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US (1) US3745334A (OSRAM)
JP (1) JPS4840106A (OSRAM)
CA (1) CA946969A (OSRAM)
CH (1) CH556261A (OSRAM)
DE (1) DE2246306A1 (OSRAM)
FR (1) FR2158825A5 (OSRAM)
GB (1) GB1377540A (OSRAM)
IT (1) IT967151B (OSRAM)

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3844514A (en) * 1973-03-08 1974-10-29 Gen Signal Corp Car retarder control system
US4235403A (en) * 1979-04-23 1980-11-25 American Standard Inc. Speed control apparatus and method for railroad car retarders
CN114114237A (zh) * 2021-11-19 2022-03-01 中国铁路上海局集团有限公司徐州电务段 一种驼峰场双股道车辆测速方法
CN114454921A (zh) * 2022-01-20 2022-05-10 北京全路通信信号研究设计院集团有限公司 一种基于驼峰四部位减速器的车组调速控制方法和系统
CN115107824A (zh) * 2022-07-26 2022-09-27 天津铁路信号有限责任公司 一种电液车辆减速器监测系统
CN115465322A (zh) * 2022-09-15 2022-12-13 中铁六局集团电务工程有限公司 铁路枢纽编组站驼峰减速器更换工法
CN116061985A (zh) * 2023-03-06 2023-05-05 北京全路通信信号研究设计院集团有限公司 驼峰三部位减速器定速控制方法、装置及驼峰控制系统
WO2025235092A1 (en) * 2024-05-08 2025-11-13 Bnsf Railway Company Systems and methods for managing operations of a classification yard
US12515718B2 (en) 2024-05-08 2026-01-06 Bnsf Railway Company Systems and methods for monitoring and validating status of retarder devices

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2910511C2 (de) * 1979-03-16 1986-05-07 Siemens AG, 1000 Berlin und 8000 München Einrichtung zum Steuern von Gleisbremsen in Eisenbahnrangieranlagen
JPS55164563A (en) * 1979-06-05 1980-12-22 Nippon Signal Co Ltd Rotary car retarder
DE4230061C2 (de) * 1992-09-07 2001-05-10 Siemens Ag Verfahren zur Prognose des Laufverhaltens von Wagen in einem Richtungsgleis und Anwendung des Verfahrens
DE4447499C2 (de) * 1994-06-15 1996-12-19 Deutsche Bahn Ag Verfahren zur Ermittlung eines Lösevorhaltes für eine Gleisbremse
DE4420896C2 (de) * 1994-06-15 1997-09-25 Deutsche Bahn Ag Verfahren zum Steuern von Gleisbremsen einer Rangieranlage
DE19507932C1 (de) * 1995-02-24 1996-07-25 Siemens Ag Verfahren zum Bilden eines Ersatzwertes für eine laufbestimmende Eigenschaft von Wagen auf einer Rangieranlage
DE19507931C1 (de) * 1995-02-24 1996-09-12 Siemens Ag Verfahren zum Aktualisieren von Ersatzwerten für eine laufbestimmende Eigenschaft von Wagen auf einer Rangieranlage
DE19730261C1 (de) * 1997-07-09 1998-11-19 Siemens Ag Verfahren zum Erzeugen eines Signals, das ein Teilstück eines Gleisabschnittes als frei von Fahrzeugachsen kennzeichnet
DE19743995C1 (de) * 1997-09-26 1999-04-22 Siemens Ag Verfahren zum Erzeugen eines Signals, das einen Gleisabschnitt als besetzt kennzeichnet

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3844514A (en) * 1973-03-08 1974-10-29 Gen Signal Corp Car retarder control system
US4235403A (en) * 1979-04-23 1980-11-25 American Standard Inc. Speed control apparatus and method for railroad car retarders
CN114114237A (zh) * 2021-11-19 2022-03-01 中国铁路上海局集团有限公司徐州电务段 一种驼峰场双股道车辆测速方法
CN114454921A (zh) * 2022-01-20 2022-05-10 北京全路通信信号研究设计院集团有限公司 一种基于驼峰四部位减速器的车组调速控制方法和系统
CN115107824A (zh) * 2022-07-26 2022-09-27 天津铁路信号有限责任公司 一种电液车辆减速器监测系统
CN115107824B (zh) * 2022-07-26 2024-04-09 天津铁路信号有限责任公司 一种电液车辆减速器监测系统
CN115465322A (zh) * 2022-09-15 2022-12-13 中铁六局集团电务工程有限公司 铁路枢纽编组站驼峰减速器更换工法
CN116061985A (zh) * 2023-03-06 2023-05-05 北京全路通信信号研究设计院集团有限公司 驼峰三部位减速器定速控制方法、装置及驼峰控制系统
CN116061985B (zh) * 2023-03-06 2023-08-11 北京全路通信信号研究设计院集团有限公司 驼峰三部位减速器定速控制方法、装置及驼峰控制系统
WO2025235092A1 (en) * 2024-05-08 2025-11-13 Bnsf Railway Company Systems and methods for managing operations of a classification yard
US12515718B2 (en) 2024-05-08 2026-01-06 Bnsf Railway Company Systems and methods for monitoring and validating status of retarder devices

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DE2246306A1 (de) 1973-03-29
CH556261A (de) 1974-11-29
CA946969A (en) 1974-05-07
GB1377540A (en) 1974-12-18
JPS4840106A (OSRAM) 1973-06-13
FR2158825A5 (OSRAM) 1973-06-15
IT967151B (it) 1974-02-28

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