Classifications

• • 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
  • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
  • B61L1/16—Devices for counting axles; Devices for counting vehicles
  • B61L1/162—Devices for counting axles; Devices for counting vehicles characterised by the error correction
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
  • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
  • B61L1/16—Devices for counting axles; Devices for counting vehicles
  • B61L1/169—Diagnosis
• • 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
  • 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

• Control of technical routing systems since an accurate knowledge of the length of the traversed units traversed track sections for a reliable and effi ⁇ ziente control of the system is of great importance. For example, is an essential A ⁇ input variable for a forecast of a time-distance line of ablau ⁇ fenden units and ultimately for the most efficient, yet reliable control of the entire process plant represents the length of the track sections between the retarders a drainage system.
• the present invention is based on the object of specifying a particularly efficient and at the same time comparatively easily realizable method for determining the length of at least one track section. This object is achieved according to the invention by a method for determining the length of at least one track section, where ⁇ caused by a driving of the at least one track section with a rail vehicle, of the respective
• Track message limiting rail contacts triggered event messages are detected, the speed of the rail vehicle is determined and the length of the at least one track section is determined taking into account the time interval of the detected traffic reports and the determined speed.
• the inventive method makes it advantageously utilizes the fact that sections of track whose length during limited ⁇ men, are often limited in practice by loading rail contacts. It may, for example, those which are used for measurement of the speed or of the proving the property ⁇ standardized rail vehicles at respective rail contacts.
• any sensors which are suitable for the detection of individual wheels or axles of rail vehicles are referred to as rail contacts.
• the active principle it may be me ⁇ mechanically, hydraulically, pneumatically, magnetically, inductively or optically acting rail contacts here, for example.
• track reports which are detected according to the first step of the method according to the invention are now triggered by the respective track section or the respective track sections.
• the possibility that a separate Befah- is triggered approximately message and detected for each axis or per ⁇ the individual wheel of the rail vehicle.
• the speed of the rail vehicle is determined, where ⁇ should be noted in stress that the first step and the second step can also be performed in introverted to ⁇ order or time to run all or part of the same respectively.
• the length of at least approximately messages a track section among Be ⁇ into account the time lag of the detected Befah- and the determined speed is determined.
• the time interval of the recorded delivery messages can be determined, for example, by the fact that the time of the respective receipt of the driving messages is recorded by a device receiving the travel messages, which may be a control device, for example become.
• a device receiving the travel messages which may be a control device, for example become.
• a temporal Synchronisati ⁇ on within the system, it is also in principle also possible that the time interval of the recorded Befahr- messages from information contained in the driving messages themselves, for example in the form of time stamps, is taken.
• the inventive method provides the advantage that at ⁇ hand the time interval of the detected Befahrungsmeldun- conditions and the determined speed of the rail vehicle with surprisingly little effort, a comparatively accurate determination of the length of at least one Gleisab ⁇ section is possible. And thus the distance between the respective rail contacts respectively, in a way also the location or position of each ⁇ ips treadles - - advantageously the length of the at least one track section is determined based on the rail contacts Befahrung messages themselves.
• the inventive method is also well then ⁇ advantageous in that the shut-down of sections of track is usually carried out to verify the operability of the rail contacts anyway and thus on this occasion the same time on low-complexity manner a determination of the length of the at least one from the respective rail contacts limited track section can be done.
• the determination of the speed of the rail vehicle can take place in any manner known per se. This includes, for example, a determination of the speed by means of a tachometer or using use of a vehicle-mounted or track-side radar device.
• the speed of the slide ⁇ nen familias is determined taking account of the center distances of the rail vehicle and the time interval triggered by the axles of the rail vehicle Befahrung messages.
• additional sensors or components for determining the speed of the rail vehicle can be dispensed with.
• only a measurement of the axial distances of the rail vehicle is required, by means of which the speed of the rail vehicle can be determined precisely with further consideration of the time interval of the triggered by the axes of the rail vehicle Befahrungsmel ⁇ training or driving signals.
• the axial distances of the rail vehicle thus act as a fixed scale which cut through the Gleisab- to be measured is passed.
• Geschwin ⁇ speed of this moving scale here is determined based on the center distance of the rail vehicle with high accuracy.
• the method according to the invention is configured such that the speed of the rail vehicle is determined in such a way that, taking into account the time interval between two successive traffic reports and the associated center distance, the average speed is determined in a time interval.
• ⁇ can be determined by the course of the speed of the rail vehicle as a function of time.
• the method according to the invention can also be developed in such a way that the average speed is determined in the time interval, taking into account the time interval between two successive traffic reports triggered by the same rail contact. This is advantageous because this also different speeds of parts or units of the rail vehicle, which can be caused in ⁇ example by impacts, in the context of determining the length can be taken into account at least a track section or the corrected.
• the rail vehicle In the rail vehicle, are triggered by the traffic reports, it may be a rail vehicle belie ⁇ biger type. This includes, in particular, rail vehicles consisting of one or more units, wherein the unit or each of the units may be driven by itself or may be designed without drive.
• the method according to the invention is developed in such a way that by driving through the at least one
• Track section with a rail vehicle which includes at least ei ⁇ ne controllable in terms of their speed locomotive caused caused by the respective track section ⁇ ing rail contacts tripped driving messages be grasped.
• the use of at least one controllable in rate engine provides in part the pre ⁇ that the speed of the rail vehicle can be kept constant with ver ⁇ tively high accuracy.
• the method according to the invention can furthermore also be designed in such a way that by traversing the at least one track section with one
• Rail vehicle which encompasses at least one non-powered car caused caused by the respective track section limit ⁇ the rail contacts triggered tracking messages are detected.
• the rails ⁇ vehicle comprises only one non-driven unit or more non-driven units, such as in the form of goods wagons that move only by gravity and / or due to their pulse along the at least one track section.
• the rail vehicle may additionally also have at least one non-powered car, a controllable with respect to their speed in addition to the locomotive to ⁇ minimum. This offers the advantage that by respects ⁇ Lich controlled their speed locomotive actively influencing the speed of the rail vehicle is mög ⁇ Lich.
• the at least one track section may in principle be any track section bounded by rail contacts within a railroad or track installation.
• the length of at least one track section of a route is determined in a ranking procedure.
• rangêtch ⁇ African flow systems typically include a plurality of limited by rail contacts track sections whose length for efficient and reliable control which is precise to determine from ⁇ continuous system.
• the inventive method makes it possible, in this context, based on the detected by a navigation of paths of the flow area with the rail vehicle or the determined data length of the respective track sections at a comparatively low-complexity manner with high accuracy ermit ⁇ stuffs.
• control means for determining the length of at least a track section of the present OF INVENTION ⁇ dung is an object to provide a control device that a particularly efficient and at the same time comparatively ⁇ be simply realizable method for determining the length supporting at least one track section.
• control ⁇ means for determining the length of at least Gleisab ⁇ -section, wherein the control means is formed by to detect a Befahrung the at least one track section caused by a rail vehicle, limiting of the respective section of track rail contacts triggered Befahrung messages, the speed of the rail vehicle mittein to ER and determined the length of the at least one track section un ⁇ ter into account the time lag of the detected Befahrung messages and the To determine speed.
• inventive control device is adapted to determine the Geschwin ⁇ speed of the rail vehicle taking account of the center distances of the rail vehicle and the time from ⁇ prior triggered by the axles of the rail vehicle Befahrung messages.
• the inventive control device may also be such further developed in that the control device is formed ⁇ , to determine the speed of the rail vehicle in such a way that it determines, taking into account the time interval of two successive Befahrung messages and the corresponding center distance, the average speed in a time interval.
• the control device according to the invention is designed to determine the average speed in a time interval taking into account the time interval between two successive traffic reports triggered by the same rail contact.
• the Steuereinrich ⁇ device can also be configured such that the control device is formed, by tracing the at least ei ⁇ nen track section with a rail vehicle, which includes at least one speed controllable locomotive, caused by the respective track section ⁇ zenden rail contacts triggered traffic reports to capture.
• control device of the invention from ⁇ is formed by a Befahrung of at least a rail vehicle, comprising at least a drive-free car, caused a Gleisab ⁇ -section, each of the
• the inven- tion proper control means is a control device for a rangiertechnische draining assembly and formed at least of a track section of a running path of the Ab ⁇ conveyorized system for determining the length.
• the invention further comprises a control system for controlling a technical draining process, with a control device according to the invention or a control device according to one of the aforementioned preferred developments of the control device according to the invention and also with the track contacts delimiting the respective track section for triggering the travel messages detected by the control device and caused by the driving of the at least one track section with the rail vehicle.
• FIG. 1 the figure to illustrate an embodiment of the method according to the invention is a schematic sketch with an embodiment of he ⁇ inventive control device.
• a rail vehicle 10 can be seen, comprising two units 20 and 30 coupled together.
• the rail vehicle 10 moves from left to right along a path of a technical procedure.
• the units 20, 30 of the rail vehicle 10 moves from left to right along a path of a technical procedure.
• the units 20, 30 of the rail vehicle 10 moves from left to right along a path of a technical procedure.
• the units 20, 30 of the rail vehicle 10 moves from left to right along a path of a technical procedure.
• the units 20, 30 of the rail vehicle 10 moves from left to right along a path of a technical procedure.
• the units 20, 30 of the rail vehicle 10 moves from left to right along a path of a technical procedure.
• the units 20, 30 of the rail vehicle 10 moves from left to right along a path of a technical procedure.
• the units 20, 30 of the rail vehicle 10 moves from left to right along a path of a
• Rail vehicle 10 both to expiring unpowered cars as well as a coupled to a locomotive drive ⁇ sen car or two coupled locomotives act. Irrespective of this, the units 20, 30 of the rail vehicle 10 are coupled as short and rigidly as possible, since this avoids or at least reduces changes in the variable center distance beyond the car coupling.
• the rail vehicle 10 can, of course, also comprise only one unit or else more than two units 20, 30 coupled to one another, in a departure from the representation of the figure.
• the track rail sections LI, L2 and L3 limiting Schienenkon ⁇ contacts Kl, K2, K3 and K4 are arranged. These are characterized as ⁇ by the fact that they in any, for a known way to detect axles or wheels
• control device 50 which may be, for example, a control computer for controlling the operation of the drainage devices.
• the control device 50 preferably comprises both hardware components, for example in the form of processors and memory means, as well as software components, for example in the form of program code.
• the driving messages can basically be implemented as signals of any kind; this includes in particular so ⁇ well digital and analog signals.
• transmission messages in the form of analog pulses or signals are transmitted to the control device 50.
• the detection of the drive messages by the controller 50 is in The figure is illustrated by graphs within the control device 50, in which the recorded on the part of the control device 50 driving messages or signals S K1 , S K2 , S K3 of the rail contacts Kl, K2 and K3 are shown schematically as a function of time t.
• a message or a signal S Kl A j is produced.
• the time of their input is detected by the control device 50 What is indicated in the figure by the representation of the time t as the input of the control device 50. If the transmission times differ for the traffic reports of different rail contacts K1, K2, K3, K4, this may have to be considered in the context of the evaluation.
• the communication links 41, 42, 43, 44 may be both wired and wireless, i. for example radio-based.
• the rail contacts K1, K2, K3, K4 and the control device 50 can be connected to one another, for example via a bus system.
• the signals S Kl A j are shown only schematically in the figure and, of course, depending on the particular implementation of other signal waveforms may result. This includes insbeson ⁇ particular also the case that Use of motor vehicles or messages they be transmitted signals notwithstanding the representation of the figure as a function of time t can represent as vertical bars that either le ⁇ diglich a punctual transmission of the respective Befah- message is carried out or on the part of the control device 50 with respect to each received Befahrungsmeldung a zugeho ⁇ riger time is determined.
• Rail vehicle 10 based on a survey of the Ab ⁇ states of the axes A1, ... A8 of the rail vehicle 10 are advantageously determined based on the time interval of triggered by the Ach ⁇ sen A1, ... A8 of the rail vehicle 10 Fahrungs- messages. This may be particularly so ge ⁇ Schehen that taking into account the time spacing of two successive Befahrung messages and the corresponding to-center distance, the average speed is determined in the respective time interval.
• Track sections LI, L2, L3 by the control device 50 can now be carried out taking into account the time lag of the detected Befahrung messages and the determined speed, for example, such that to next ⁇ Use of motor vehicles acquired messages to the respective
• Rail contacts Kl, K2, K3, K4 and the respective axes A1, ... A8 of the rail vehicle 10 are assigned.
• the known center distances of the rails ⁇ vehicle 10 and the at least roughly known place of shooting ⁇ nenchante Kl, K2, K3, K4 considered.
• the distances between axes sen of different units 20, 30, ie based on the illustrated embodiment, for example, the distance between the axes A4 and A5, will usually be known with a lower accuracy or over time will have a higher variability than the "inner" axial distances of axes AI, ... A4 or A5, ... A8 the same unit 20 or 30.
• the length of the track sections LI, L2, is determined L3, which offers to ⁇ before-described method has the advantage that by means of the Kon ⁇ constant center distances of the rail vehicle 10, a fixed hinder ⁇ rod is available, with which the track sections LI, L2, L3 can be measured.
• the speed of this scale can be measured with comparatively high accuracy, in particular on the basis of the travel messages triggered by the axes AI,... A4 of the unit 20 or the axes A5,... A8 of the unit 30 of the rail vehicle 10.
• the method further includes the essential advantage that the length of the track sections LI, L2, L3 based on the rail contacts Kl, K2, K3, K4 is determined, the distance under, for example, a method for Steue ⁇ tion of a flow system is of importance and thus of any possible differences between ge an optically measured length and the "technically effective" length of the track sections entfal ⁇ len.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Automation & Control Theory (AREA)
• Health & Medical Sciences (AREA)
• Biomedical Technology (AREA)
• General Health & Medical Sciences (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)
• Train Traffic Observation, Control, And Security (AREA)

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• 2011
  • 2011-07-19 DE DE102011079419A patent/DE102011079419A1/de not_active Withdrawn
• 2012
  • 2012-07-04 WO PCT/EP2012/063014 patent/WO2013010795A1/de active Application Filing
  • 2012-07-04 LT LTEP12732840.9T patent/LT2718163T/lt unknown
  • 2012-07-04 RU RU2014106065/11A patent/RU2562477C1/ru active
  • 2012-07-04 EP EP12732840.9A patent/EP2718163B1/de active Active

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