WO2016128167A1

WO2016128167A1 - Method for operating a shunting hump system and control device for such a system

Info

Publication number: WO2016128167A1
Application number: PCT/EP2016/050655
Authority: WO
Inventors: Holger Gemeiner
Original assignee: Siemens Aktiengesellschaft
Priority date: 2015-02-11
Filing date: 2016-01-14
Publication date: 2016-08-18
Also published as: EP3230147B1; LT3230147T; DE102015202429A1; RU2677546C1; EP3230147A1

Abstract

The invention relates to a method for operating a shunting hump system (10), which allows an increase in the performance capability and/or the shunting quality of the hump system (10) by way of a more precise determination of occurring curve resistances. To this end, the method according to the invention proceeds such that for the respective humps (100, 101) in the form of descending carriages or groups of carriages at least one value for a curve resistance in at least one track curve in a travelling path of the respective hump (100, 101) is determined taking into consideration at least one running gear type of the respective hump (100, 101), and that at least one rail brake (60, 70) of the hump system (10) is controlled taking into consideration the at least one determined value for the curve resistance. The invention further relates to a control device (200, 220, 230) for a shunting hump system (10).

Description

description

Method for operating a technical draining system and control device for such a system

In technical draining systems, wagons or groups of wagons, which are also referred to as drains, are sorted into different directional tracks from a mountain track using the gravity acting on the drains. In terms of efficiency and reliability, this usually involves an extensive automation of the operation of Ablaufanläge. A suitable for this purpose automatic control system, for example, from the company publication "automation system for Zugbildungsanlagen

Trackguard ^® Cargo MSR32 - More efficiency and safety in the

Freight traffic ", order no .: A19100-V100-B981, Siemens AG 2014 known.

In general, the most accurate prognosis of the running behavior of the processes is desirable when operating a drain system. This applies, on the one hand, with regard to avoiding pick-up operations during their course in the direction of the directional tracks, since these can lead to accidents or damage to the processes or the transported goods. In addition, the most accurate prediction possible of the running behavior of the individual processes also permits a maximization of the capacity of the process items, i. maximizing the number of cars that can be sorted by the drainage system over a certain period of time.

An important influencing factor in the control of a drainage system are the sheet resistances acting on the paths in track curves. The sheet resistance is a frictional resistance that occurs when a rail vehicle travels through a curved track. The reason for this is that in a curved track, the outer wheel must travel one more distance than the inner wheel. Due to the solid connection of the wheels with rail vehicles over the respective axis the two wheels, however, the same peripheral speed. Although a certain path difference can be compensated by the taper of the treads; in narrow radii, however, the path differences between outer and inner rail are so great that they can only be compensated by sliding movements. The resulting friction causes a deceleration of the respective vehicle and thus influences its course. Due to the Gleistopologien in technical draining systems, which are also referred to as Zugbildungsanlagen, the sheet resistance has a significant impact on the free flow of the processes. Consequently, the determination and prognosis of the occurring sheet resistances is of considerable importance for the best possible control for influencing the speed of the processes of provided rail brakes. It should be noted that the occurring bow resistances can also be used in the determination and prognosis of rolling resistances acting on the processes. As a result, the performance and maneuvering quality of the respective run-off system are therefore directly or indirectly influenced by the accuracy of the determination of the resistance to bowing. While the performance of a plant is essentially determined by the number of processes sorted in a given period of time, the marshalling quality is measured in particular according to the reliability with which corner kicks and emergence of processes with unacceptably high speeds are avoided. The present invention is based on the object

Specify a method for operating a technical draining plant, the improved performance by an improved determination of occurring sheet resistance

and / or Rangierqualität the Ablaufanläge allows.

This object is achieved by a method for operating a ranking technical Ablaufanläge, wherein for the respective processes in the form of expiring car or Carriage groups at least one value for a sheet resistance in at least one lying in the path of the respective expiration curve is determined taking into account at least one drive type of each process and at least one track brake of the drainage system is controlled taking into account the at least one specific value for the sheet resistance.

According to the first step of the method according to the invention, this is initially characterized by the fact that at least one value for an arc resistance in at least one track curve lying in the path of the respective sequence taking into account at least one drive type of the respective processes in the form of expiring cars or car groups respective course is determined. Here, the

Determining the at least one value for the arc resistance of the at least one lying in the track of the respective track curve in principle both at a time at which the respective process has already reached or passed the sheet concerned, as well as at a time when the respective process the track has not yet been reached. In both cases, it is possible, by means of the determined at least one value for the arc resistance, to make a prognosis with respect to the future run of the process in question.

According to the invention, the determination of the at least one value for the arc resistance is carried out in the at least one track curve lying in the travel path of the respective sequence, taking into account at least one drive type of the respective sequence. If it consists of a single expiring carriage, the drive type considered is the drive type of that carriage. In the event that the particular flow involves multiple carriages, the type of drive considered, depending on the composition of the process, may be one or more drive types of the particular cart group. Under a drive is understood in the context of the present description according to the usual meaning that component of a rail vehicle, which leads the rail vehicle in the track and transmits forces occurring between the track and the vehicle. For example, drives typically include wheelsets, wheelset bearings, and suspension. Since sorted freight cars usually do not have their own drive in the sorting machines, the drives of the processes usually have only unpowered axles. Examples of drives common in Europe include the double-hook drive and the Y25 bogie. In this case, such bogies of rail vehicles are referred to as a bogie, in which two or more wheelsets are stored in a rotatable relative to the car body frame.

According to the second step of the method according to the invention, at least one track brake of the drainage system is then controlled taking into account the at least one specific value for the sheet resistance. On the one hand, the at least one specific value for the arc resistance can be taken into consideration on the one hand such that it enters directly into the control of the track brake as a parameter. On the other hand, however, it is also possible for the at least one specific value for the arc resistance to be used to calculate further variables or parameters and then to include these in the control of the at least one track brake. Thus, as already explained above, in particular the rolling resistance of the respective sequence is an important influencing variable in the control of a sequence engineering process. In practice, there is the problem that the rolling resistance of a sequence can not be measured directly with sufficient accuracy. Consequently, it is an object of a control device of a ranking procedure to determine the rolling resistance of a sequence of available measurement data and to estimate it by a suitable prognosis method for a subsequent route section. In this case, the determination of the rolling resistance can be calculated from the available measurement data. This is done in such a way that first the total resistance acting on the respective sequence is determined-for example from detected differences in speed-and then other resistance components, such as, for example, air resistance, switch resistance and, in particular, arc resistance, are subtracted from this total resistance. The remainder remaining after the corresponding subtraction is assumed to be the rolling resistance of the respective sequence or used as the input value for a corresponding rolling resistance prognosis. Thus, an improvement in the determination of occurring sheet resistances ultimately leads to more accurate estimates for the rolling resistance and thus contributes in the result to an improvement in the running target braking. As a result, a more efficient and gentler handling is possible, possibly even without a conveyor system.

The method according to the invention is based on the fundamental knowledge that, by taking into account the type of drive or the drive types of the respective sequence, the accuracy in the determination of sheet resistance in comparison to solely taking into account other characteristics of the processes, such as the number of their axes, their axial spacing or their length, can be significantly improved. Thus it could be shown by appropriate measurements and simulations that the occurring sheet resistances depend to a large extent on the drive type of the respective process. By taking into account the type of drive of the respective sequence, it is thus possible to significantly improve the accuracy of the determination of sheet resistances. By taking into account the at least one value for the sheet resistance determined in this way in the control of at least one track brake of the drain installation, an increase in the performance of the sequence installations thus advantageously results. Alternatively or additionally, there is also the possibility that the marshalling quality of the drainage system is improved to the effect that accidents or damage to the car or their ranked carts, for example, by corner joints or inadmissibly strong casserole ße the car with each other, even under unfavorable operating conditions reliably avoided.

It should be pointed out that the determination of the at least one value for the arc resistance in the at least one track curve lying in the travel path of the respective sequence can take place both during the expiration process and also before it. This means that the determination or prognosis of the occurring sheet resistances can already be carried out and completed completely before the respective process is suppressed. Depending on the architecture of the control system used, however, it may also be expedient that the corresponding determination of the resistance to bowing be carried out, for example, only by the respective track brake control during the operation.

According to a particularly preferred embodiment of the method according to the invention, the at least one type of drive of the respective sequence is determined taking into account the predication data of a scheduling system. Depending on the particular embodiment, the prediction data provided by the scheduling system may either directly contain the at least one drive type of the respective procedure or else the carriage number or carriage numbers of the respective procedure, so that a drive assignment is possible via a corresponding carriage database.

Preferably, the inventive method can also be developed such that axle data of the respective sequence are detected and the at least one type of drive of the respective sequence is determined taking into account the detected axle data. The consideration of detected axle data in the determination of the at least one type of drive of the respective sequence is advantageous, since corresponding axis data are usually available anyway in the course of technical sequence systems. However, it should be noted that, depending on the different types of wagons that are sorted by the sorting system, axle data of the may not be sufficient to reliably determine the type of drive or drive types of the respective sequence. The reason for this is that drives with the same axle pattern exist, at least with regard to freight wagon bogies common in Europe. For example, the Y25 bogie and the BA 665 bogie both have one

Bogie axle distance of 1.8 m. Regardless of this, however, detected axle data can in any case be taken into account in the sense of a plausibility check or check in the course of determining the at least one drive type of the respective sequence. Thus, for example, there is the possibility that the at least one type of drive of the respective sequence can be determined taking into account the preliminary data of a scheduling system and with additional consideration of detected axis data. In this case, the acquired axis data allow a check of the predisposition data of the dispatching system, for example, to detect errors in the sequence or at the separation points.

As an alternative or in addition to the two above-mentioned preferred embodiments, the method according to the invention can also be designed in such a way that at least one parameter specific to the respective sequence is detected and the at least one type of drive of the respective sequence is determined taking into account the at least one detected parameter. In the case of the characteristic which is specific for the respective sequence and which can be detected optically by means of a video camera or by reading RFID tags of the freight wagons of the processes, this can be, for example, at least one wagon number, the type of wagon or wagons and / or or the drive type of the car or the carriage of the respective process. The at least one detected parameter can be used alone or in combination with further information for determining the type of drive or the drive types of the respective sequence. According to a further particularly preferred embodiment of the method according to the invention, the at least one type of drive is read out of a carriage database on the basis of the at least one detected characteristic. In this case, it is possible, for example, for the at least one drive type of the carriage or the carriage of the respective sequence to be read out of the carriage database on the basis of a detected parameter in the form of the carriage number. Preferably, the method according to the invention can also be configured in such a way that specific sheet travel phases are determined for the respective sequence with respect to the respective track curve lying in the path of travel of the respective sequence. As part of the investigations carried out, it was recognized that processes usually do not go through a track curve uniformly, but that it is expedient to differentiate between several sheet travel phases. According to the cited preferred development of the method according to the invention, the sheet travel phases determined in relation to the respective track curve in the path of the respective procedure are advantageously determined specifically for the respective procedure, ie in each case properties of the specific procedure are taken into account. Preferably, the inventive method can also be developed such that the sheet travel phases are determined taking into account the at least one drive type of the respective process. It has been shown that freight cars with different drive types behave differently at the same locations of a track curve and it is therefore advantageous to determine different sheet travel phases for different drive types.

According to a further particularly preferred development of the method according to the invention, different calculation models are used in the context of the determination of the at least one value for the sheet resistance for the determined sheet travel phases. This means that the arc resistance in is calculated in different ways over the different stride phases. This advantageously makes it possible, in the calculation of the at least one value for the sheet resistance, to take into account drive-specific properties, such as the rotational inhibition of bogies or the rigidity of double-hook drives. In the case of the respective calculation models used, particular driving dynamics knowledge can advantageously be taken into account, in particular by measurements and multi-body simulations.

Preferably, the method according to the invention can furthermore be so pronounced that, when determining the sheet travel phases and / or the selection of the respective calculation model, at least one further parameter characterizing the respective process and / or respective environmental conditions is taken into account. The at least one further parameter characterizing the respective sequence can be, for example, the center distance or the axial distances of the respective sequence, since even freight wagons of the same type of drive can have different center distances. A further parameter characterizing the respective sequence may be, for example, a parameter characterizing the stiffness of the drive or, in the case of a run with a Y25 bogie, the pivot distance of the Y25 bogie.

Preferably, the method according to the invention can furthermore be designed such that the selection of the respective calculation model takes place by means of a decision tree. The use of a decision tree in the selection of the respective calculation model is advantageous since this allows the selection of the appropriate calculation model for the respective situation in a simple, well-defined and fast manner.

The invention further relates to a control device for a ranking technical Ablaufanläge. With regard to the control device, the present invention has the object to provide a control device for a technical waste disposal system that allows an improved determination of occurring sheet resistance increases the performance and / or the Rangierqualität the Ablaufanläge.

This object is achieved by a control device for a technical ranking Ablaufanläge, wherein the control device is designed for the respective processes in the form of expiring cars or car groups at least one value for an arc resistance in at least one track lying in the path of the respective process sheet under consideration to determine at least one drive type of the respective sequence and to control at least one track brake of the drainage system taking into account the at least one specific value for the sheet resistance. The control device according to the invention, in addition to hardware components, such as in the form of corresponding processors and memory means, further software components, such as in the form of program code for simulating the LaufVerhaltens the processes have. From a hardware-technical point of view, the control device can be both a central control device of the technical draining system and a decentralized control device, for instance in the form of a valley brake control or directional track brake control. In addition, the control device according to the invention can advantageously also be designed as a distributed control system, ie, for example, comprise a central control device and decentralized rail brake controls. The advantages of the control device according to the invention correspond to those of the method according to the invention, so that in this regard reference is made to the corresponding explanations above. The same applies with regard to the the said preferred developments of the control device according to the invention with respect to the corresponding preferred developments of the method according to the invention, so that reference is also made in this regard to the corresponding above explanations.

According to a particularly preferred embodiment of the control device according to the invention, the latter is designed to determine the at least one type of drive of the respective sequence, taking account of preliminary data of a scheduling system.

According to a further particularly preferred development, the control device according to the invention is designed to detect axis data of the respective sequence and to determine the at least one type of drive taking into account the detected axis data.

Alternatively or in addition to the two preferred embodiments mentioned above, the inventive

Control device also be further developed to detect at least one characteristic specific to the respective sequence and to determine the at least one type of drive of the respective sequence taking into account the at least one detected parameter.

According to a further particularly preferred embodiment of the control device according to the invention, the latter is designed to read out the at least one type of drive of the respective sequence from the vehicle database on the basis of the at least one detected characteristic.

According to a further particularly preferred embodiment, the control device according to the invention may also be designed, based on the respective in the path of the respective

Expiry track curve for each process specific sheet phase to determine. Advantageously, the control device according to the invention can also be designed such that it determines the Bogenlaufpha- sen taking into account the at least one drive type of the respective process.

According to a preferred embodiment of the control device according to the invention, the latter is designed to use different calculation models for determining the at least one value for the sheet resistance for the determined sheet travel phases.

Preferably, the control device according to the invention can also be designed to take into account at least one further parameter characterizing the respective sequence and / or respective environmental conditions when determining the sheet travel phases and / or the selection of the respective calculation model.

Advantageously, the control device according to the invention can also be developed such that it is designed to select the respective calculation model by means of a decision tree.

The invention will be explained in more detail below on the basis of exemplary embodiments. This shows

FIG. 1 shows a schematic sketch of an exemplary embodiment of a drainage system with an exemplary embodiment of the control device according to the invention,

FIG. 2 shows a schematic representation of an exemplary embodiment of a decision tree used in the context of an embodiment of the method according to the invention,

Figure 3 based on a first track arc and a

Sequence with a first drive type a first te schematic representation of the arc resistance as a function of location,

Figure 4 based on a second track arc and a

Sequence with a second drive type a second schematic representation of the arc resistance as a function of the location,

FIG. 5 is a first diagram of the location coordinates x and y with respect to a first sequence, a first embodiment of different leaf phases and FIG

6 shows in a second diagram of the location coordinates x and y with respect to a second sequence, a second embodiment of different sheet travel phases.

In the figures, corresponding components and sizes are identified by identical reference numerals.

FIG. 1 shows a schematic sketch of an exemplary embodiment of a drainage system 10 with an exemplary embodiment of the control device according to the invention. In this case, the upper part of Figure 1, the track diagram of the system 10 and the lower part of the figure, the profile or a longitudinal section of Ablaufanläge 10.

According to the representation of FIG. 1, the drainage system 10, which is part of a technical installation of the rail-bound traffic, has an outlet ramp 20, to which an intermediate inclination 30, in the direction of travel, is provided

Connect distribution points 80 to 86 with distribution zone 40 and directional tracks 50 to 57. In addition, in Figure 1 track brakes in the form of valley brakes 60 and 61 and directional track brakes 70 to 77 can be seen. In addition to the aforementioned components of the drainage system 10, exemplary flows 100 and 101 are shown in the figure, which have been pushed or pushed by a Abdrücklokomotive 110 on the Ablaufberg and driven in the sequence by the acting gravity along the drainage system 10 move. The further illustration concentrates on the forward direction 100 in the running direction, it being assumed with reference to this that it is intended for the directional track 50 and therefore the track brakes 60 and 70 pass on its path.

For controlling the valley brakes 60 and 61, a valley brake control 200 is further indicated in FIG. 1, which is connected to the valley brakes 60, 61 via communication links 210 and 211, which may be wired or wireless. In a corresponding manner, the directional track brakes 70 to 77 are connected to a directional track brake controller 220 for communication purposes. For reasons of clarity, in FIG. 1 only a corresponding communication connection 221 between the directional track brake 77 and the directional track brake controller 220 is shown here. The valley brake control 200 and the directional track brake control 220 are each connected via communication links 231 and 232 to a central control device 230 of the drainage system 10. This means that the components 200, 220 and 230 overall form a control device for controlling the rail brakes in the form of the valley brakes 60 and 61 and the directional track brakes 70 to 77 in the form of a distributed control system. Alternatively, it would of course also be possible, for example, for the valley brakes 60, 61 and the directional track brakes 70 to 77 to be connected directly to the central control device 230. The control of the rail brakes in the form of valley brakes 60, 61 and the directional track brakes 70 to 77 of the drainage system 10 is now carried out according to an embodiment of the inventive method with respect to the sequence 100 such that in a first method step, this determines at least one value for a sheet resistance in at least one track curve lying in the travel path of the sequence 100 taking into account a drive type of the sequence 100. In the context of the present exemplary embodiment, the track arc may be, for example, that between the

Diverter 82 and the directional track brake 70 act.

The drive type of the sequence 100, which is taken into account in the course of determining the at least one value for the sheet resistance in the considered curved track, can be determined, for example, taking account of preliminary data of a scheduling system. Alternatively or if necessary also in addition to this, it is furthermore conceivable that axis data of the sequence 100 are detected and the type of drive of the sequence 100 is determined taking into account the detected axis data. If the drive type of the sequence 100 is determined taking into account the preliminary data of a scheduling system, the detected axis data can be used for checking or validating these preliminary data. Moreover, if the type of drive of the freight cars treated in the process 10 is uniquely determined by the detected axle data, it may also be taken by itself to determine the drive type of the process 100.

As an alternative or in addition to the possibilities described above, the technical draining system 10 could also be configured such that at least one characteristic specific to the sequence 100 is detected by means of a corresponding video camera and the drive type of the sequence 100 is determined taking into account the at least one detected characteristic becomes. The at least one parameter specific to the sequence 100 may be, for example, the respective car number, in which case the type of drive of the respective sequence may be read out of a car database on the basis of the recorded parameter in the form of the car number. As shown in FIG. 1, in the illustrated embodiment, the sequence 100 is an individual carriage, which consequently has only one type of drive. If, however, the respective sequence would be an expiring group of wagons, at least one type of drive would be determined for this wagon group. In the case of carriages of a uniform drive type, it is obviously sufficient here to identify this type of drive; however, in the case of wagon groups consisting of wagons of different drive types, it is appropriate or required that the drive type of each individual wagon be determined. The determination of the value for the sheet resistance of the lying in the path of the process 100 track curve is carried out in the context of the described embodiment of the method according to the invention using empirically determined calculation formulas or calculation models. These can be derived, for example, on the basis of measured values recorded in the context of measurement series, taking into account multi-body simulations and on properties specific to the respective drive type. In this case, the parameterization of the calculation models can be carried out, for example, using adaptive methods.

The determination of values for the arc resistance in tracks of runs of track curves is of fundamental importance in the field of technical waste disposal plants, because corresponding sheet resistances have a considerable influence on the

Have running behavior of the processes. The freight wagons in automated train formation systems with Ablaufberg run autonomously through the plant due to gravity and are guided into their predetermined track with the aid of automatically set switches. For safety reasons, the free movement of freight wagons or processes must be monitored at all times. As self-service freight wagons usually do not have a technical possibility for continuous Therefore, the speed can only be influenced via the track brakes installed punctually in the track. This has the consequence that the free running of the car between the brakes must be predicted in order to detect possible dangerous situations early.

It should be noted that in the context of the method described, the at least one value for the arc resistance of the sequence 100 can basically be carried out both in relation to the track lying ahead in the track as well as in relation to track curves lying in the track.

Relative to a track curve lying ahead in the pathway, as in the situation illustrated in FIG. 1, for example, the aforementioned track arc between the distribution switch 82 and the directional track brake 70, this means that a prediction of the sheet resistance is carried out for this track curve in order to determine this in the context of the control of a track brake in front of the rail track concerned, ie in the present case, the valley brake 60, to take into account.

Since there are hardly any suitable estimation models for the rolling resistance of a process, there is also the possibility that the arc resistance is determined in at least one track curve in the travel path of the process 100 and this is taken into account in a calculation or estimation of the rolling resistance of the relevant process. In the situation illustrated in FIG. 1, this can be done, for example, based on the track curve arranged between the first switch and the valley brake 60. Concretely, this may e.g. such that on the part of the valley brake control 200 first the total resistance is determined, which acts on the sequence 100. This can be done, for example, based on the law of conservation of energy

Use on the basis of signals from wheel sensors or by means of trackside radar devices determined speed differences happen. Subsequently, the resistance Parts that are known or can be estimated with sufficient accuracy, such as air resistance, switch resistors and the occurring bow resistors, deducted from this total resistance. The remaining remainder is assumed as a rolling resistance or used as an input value for a rolling resistance prognosis in a subsequent section.

According to the second step of the described exemplary embodiment of the method according to the invention, at least one track brake of the drainage system 10 is now controlled taking into account the at least one specific value for the sheet resistance. According to the representation of FIG. 1, this may be the valley brake 60 and / or the directional track brake 70 in relation to the outlet 100 and its intended travel. Due to the consideration of the drive type of the sequence 100 and the associated higher accuracy in the determination or prognosis of the occurring sheet resistances as well as the resulting more accurate rolling resistance estimates, the result is an improvement of the running target braking. This leads on the one hand to a more efficient and gentler maneuvering even without a conveyor system; On the other hand, through the improved prognosis of the running behavior of the processes 100, 101, catch-up processes or corner joints of the processes 100, 101 can also be avoided, which leads to an improvement of the shunting quality of the drainage system 10. As a result, as a result of the improved determination of the sheet resistances that occur, the performance as well as the maneuvering quality of the technical equipment 10 can be increased overall.

In order to carry out the method described above, the control device comprising at least one of the components central control device 230, Talbremsensteuerung 200 or direction track brake control 220, in addition to hardware components, such as corresponding processors and memory means, further software components, such as in the form of program code for the simulation of Run the course 100, 101, on. In this connection, it should be pointed out that in the control of the valley brakes 60, 61 as well as the directional track brakes 70 to 77, preferably the sequence 101 following the outlet 100 and any sequence preceding or preceding the outlet 100 are taken into account. In this case, in particular the respective common path of the processes 100, 101 is to be considered in order to avoid pick-up operations and to allow a safe changeover of the distribution points 80 to 86 in the distribution zone 40. In addition, as part of the process, other boundary conditions, such as maximum travel speeds in the route, are taken into account. Exemplary embodiments of the method according to the invention will be explained in more detail below with reference to FIGS. 2 to 6.

FIG. 2 shows a schematic representation of an exemplary embodiment of a decision tree used in the context of an exemplary embodiment of the method according to the invention.

In the context of the method according to the invention, specific sheet travel phases are preferably determined based on the respective track curve lying in the travel path of the respective run for the respective run. The determination of the sheet travel phases advantageously takes place taking into account the at least one type of drive of the respective process. As will be explained in more detail below in connection with FIGS. 3 and 4, different calculation models are advantageously used for the determination of the at least one value for the arc resistance for the determined leaf running phases. In addition, when determining the sheet travel phases and / or the selection of the respective calculation model, at least one further parameter characterizing the respective process and / or respective environmental conditions may be taken into account. Ultimately, this leads to the fact that, depending on the situation, a suitable calculation mode dell is selected for the arc resistance. This is advantageously done by means of a decision tree, as shown by way of example in FIG. Figure 2 shows a decision tree having three levels LI, L2 and L3. For reasons of simpler representation, only a part of an entire decision tree is represented here, namely that part which, according to the situation in FIG. 1, is used for processes in the form of individual wagons. Accordingly, at the level LI of the decision tree, a branch is made to the branch 300 if the decision criterion "single wagon" is met., Starting from level L2 of the decision tree, a differentiation according to the type of drive of the particular wagon in question 310 and 320, it being assumed in the exemplary embodiment described that branch 310 corresponds to the decision criterion "double-hook drive" and branch 320 corresponds to the decision criterion "Y25 bogie." As indicated in FIG In another level L3 of the decision tree, different branches are provided for different sheet travel phases, whereby it can be seen that a distinction is made between the two different types of drives dary number of sheet travel phases is taken into account. Thus, it is assumed that for processes with a double-hook drive the decision criterion 311 corresponds to a sheet phase "sheet feed", the decision criterion 312 to a sheet phase "quasi-static sheet run" and the decision criterion 313 corresponds to a sheet phase "sheet discharge." On the other hand, in the case of a freight wagon with Y25 bogie the decision criterion 321 of a sheet phase "sheet feed", the decision criterion 322 of a sheet phase "quasi-static sheet run", the decision criterion 323 of a sheet phase "Bogenauslauf" and the decision criterion 324 an additional Bogenlauf hase "change the Bogenrichtung". This is based on the finding that a change in the bow direction in the case of freight wagons with Y25 bogie at least in the absence of a transitional arc leads to an increased sheet resistance and therefore the corresponding sheet phase in determining the total in corresponding

Track curves occurring sheet resistance is preferably taken into account separately.

It should be noted that depending on the particular circumstances in practice decision trees can be used with other levels. As a result, one or more further parameters characterizing the respective sequence and / or respective environmental conditions can be taken into account. Examples of such parameters are the wheelbase in freight wagons with double-wishbone drives, the pivot distance in freight wagons with Y25 bogies, or about one of the environmental conditions, for example in the form of weather conditions, i. For example, wet or snow, characterizing parameter called.

FIG. 3 shows a first schematic representation of the arc resistance as a function of the location with respect to a first track arc and a sequence with a first drive type. It is assumed that the process is a single carriage and that the first type of drive in the described embodiment is a double-hook drive.

In the upper part of Figure 3, the arc resistance w _{b is shown} as a function of the running path or location s. 3, the course of the considered track arc as a function of the location s is also indicated in the form of a "bow band" B. It is clear here that the track arc extends between the locations Si and s ₄ . It can be seen in the upper part of FIG. 3 that, in the context of the determination of the sheet resistance w _{b of} the track curve, it is possible to differentiate between three sheet races P 1, P 2 and P 5. In the first sheet phase PI, which corresponds to a break-in phase, a continuous increase in the sheet resistance w _{b is} initially assumed in accordance with the relevant calculation model. In this case, the running-in phase PI begins with entry of the first axis of the process into the arch. The maximum value of the arc resistance w _b in the break-in phase PI is reached at location s ₂ and is denoted in FIG. 1 as w _max . Subsequently, the arc resistance w _b drops further down to a location s ₃ to a resistance value w _q , which is the resistance value in a subsequent sheet phase P2, which is also referred to as a quasi-static phase. It should be pointed out that, depending on the respective center distance of the sequence, a calculation model can also be used in which w _max = w _q .

According to the illustration of Figure 3 is assumed in the present embodiment that the break-in phase PI is completed after a distance corresponding to twice the center distance l _{ax of} the freight car with Doppelschaken- drive. Subsequent to the break-in phase PI, the quasistatic phase P2 now sets in. This is followed, starting at the location s ₄ with the outlet of the first axis of the car from the track arc to a phase-out P5. In the phase-out phase P5, the arc resistance w _b now drops continuously to 0, whereby the arc resistance w _b at the location s ₅ , ie approximately after half a carriage length, has decayed. In this context, it should be noted that the

Representation in Figures 3 and 4 with respect to the location s in each case refers to the first axis of the respective sequence in the running direction. The length of the quasi-static phase P2 extending between the route points s ₃ and s ₄ results, according to FIG. 3, from the difference between the arc length l _b and the double center distance l _ax . FIG. 4 shows a second schematic representation of the arc resistance as a function of the location with respect to a second track arc and a sequence with a second drive type. In the context of the exemplary embodiment of FIG. 4, it is assumed that the respective sequence is a four-axle single wagon with Y25 bogie.

The illustration of Figure 4 corresponds to their type of that of Figure 3. In the comparison of the two figures, it is first clear that in the embodiment of Figure 4 corresponding to the illustrated bow band B a curve with a change of direction, i. a change of the Bogenrich- direction, is considered. For the assumed in the described embodiment four-axle car with Y25 bogies five sheet phases PI, P2, P3, P4 and P5 are distinguished here according to the illustration in Figure 4.

In addition to the run-in phase PI, the quasi-static phase P2 and the run-out phase P5, a direction change phase P3 and a further quasi-static phase P4 are additionally taken into account here in comparison to FIG. The running-in phase PI begins at the location Si with entry of the first bogie of the freight wagon in the curve and stops until the second bogie enters the bow. At this time, the foremost axle of the car is at location s ₂ . This is followed by the quasi-static sheet phase P2, which ends as soon as the radius changes on the first bogie. The direction change phase P3 is defined by the fact that the two bogies of the considered sequence are located in track curves of different curvature direction. Both in the case of a change of direction and in the case of a change of radius while the direction of the bow remains constant, there is an increased arc resistance, which is to be taken into account when determining the sheet resistance w _b .

As a result of such investigations, it was found that in the case of a four-axle wagon with Y25 bogies the pivot distance significantly influenced the length of the Has scored a sheet run. Thus, as shown in FIG. 4, the run-in phase PI limited by the locations Si and s ₂ , the direction change phase P3 bounded by the locations s ₃ and s ₄ , and the run-out phase P5 limited by the locations s ₅ and s ₆ each have a length on, which corresponds to the pivot distance l _{dz of} the process. Further, the length of the quasi-static phases P2 and P4 in each case is the arc length l _b minus the pivot distance L _dz · According to the illustration of Figure 4 results here in relation to the soil genwiderstand w _b in the context of modeling a step-like course, the value of the sheet resistance w _b in the break-in phase PI with w _e , in the quasi-static phases P2 and P4 with w _q , in the direction change phase P3 with w _w and in the phase-out phase P5 with w _a is designated.

In comparison of FIGS. 3 and 4, it becomes very clear that considering the type of drive of the respective sequence leads to clearly differing calculation models for the arc resistance. In addition, it can be seen that, advantageously, different sheet travel phases which are specific to the respective drive type continue to be taken into account.

For further explanation, FIG. 5 shows, in a first diagram of the location coordinates x and y with respect to a first sequence, a first embodiment of different sheet travel phases. It is assumed that the process in question is a single carriage with a Y25 bogie, which has a pivot distance of 7 m.

The illustration of the sheet travel phases a _± to ai ₀ in this xy diagram indicating the course of the travel corresponds to an imaginary movement of the respective process through the relevant route segment, with identification of the sheet travel phase prevailing at the corresponding location xy.

In detail, the sheet phase a _± is a break-in phase, which is in a quasi-static sheet phase a ₂ passes. Corresponding to the illustration of FIG. 5, this is followed by a phase of the change in radius or direction a ₃ , which in turn merges into a quasi-static sheet-passing phase a ₄ . An outflow phase a _{5 is} followed by a so-called intermediate straight a ₆ . An intermediate straight line here describes the situation that follows after the first bogie from a first arc initially a short phase-out with the length of the intermediate straight. Thereafter, with the entry of the first bogie in the second sheet, there is a special sheet phase to the effect that the intermediate straight is under the car and the second bogie still runs in the first arc. This sheet phase is referred to in the context of the present description as an intermediate line.

The intermediate straight line a ₆ is followed by an entry phase a ₇ , which in turn merges into a phase of the quasi-static sheet pass a ₈ . This is terminated by an outflow phase a ₉ , to which, according to the representation of FIG. 5, a straight line a _i0 follows. This means that a _{i0 is} not in the strict sense a sheet _phase , because based on the illustrated embodiment at this location or at this time all the axes of the process have completed the track curves of the route already complete.

FIG. 6 shows, in a second diagram of the location coordinates x and y with respect to a second sequence, a second embodiment of different sheet travel phases. It is assumed that this is again a single freight wagon with Y25 bogie, but in this case with a much longer pivot distance of 19 m.

The route shown in FIG. 6 corresponds to that of FIG. 5. Despite the same type of drive, it becomes clear in the comparison of the two figures that the sheet travel phases a _{1 ±} to a _{2 ±} clearly differ in their type and length from those in FIG 5 illustrated sheet running phases a _± to ai ₀ differ. Thus, according to FIG. 6, an intermediate straight follows an intake phase a ₁₂ followed by a short phase of the quasi-static sheet travel a ₁₃ . This is followed by a phase of the radius change ai ₄ , which in turn is followed by a short phase of the quasi-static arc run a ₁₅ . Following a phase-out phase a ₁₆ , a sheet-pass phase follows in the form of an intermediate straight line a ₁₇ , which is followed by a run-in phase ais. After another quasi-static sheet phase a ₁₉ and a phase-out phase a ₂ o, the representation of FIG. 6 also concludes with a section a _{2 ±} in the form of a straight line.

From the illustration of FIGS. 5 and 6 it is thus clear that, with certain drive types, for example in the form of Y25 bogies, it may be expedient, in addition to the respective drive type, to have at least one further characteristic parameter of the respective sequence, for example in the form of the pivot distance. to take into account. With regard to the decision tree shown in FIG. 2, this would consequently have the consequence that it would have a further corresponding level. Alternatively, Y25 bogies with different pivot spacing could be treated as different drive types. In summary, it is clear from the exemplary embodiments described above that sequences of different drive types result in significantly different sheet resistances. Consequently, the performance and maneuvering quality of a technical waste disposal system can be considerably increased by taking into account the drive type of the respective sequence in the determination of sheet resistance and the subsequent control of at least one track brake of the drainage system, taking into account the at least one specific value for the sheet resistance. In addition, a distinction may be made between different sheet travel phases, by means of which the accuracy of the calculation or prediction of the sheet resistances can be further improved. The same applies depending on the In each case also for the fact that in the determination of the sheet course hare and / or the selection of the respective associated calculation model at least another of the respective sequence and / or respective environmental conditions characterizing- parameter is taken into account.

Claims

claims

1. A method for operating a technical procedure Ablaufanläge (10), wherein for the respective processes (100, 101) in the form of expiring cars or car groups

at least one value for an arc resistance in at least one track curve lying in the travel path of the respective run (100, 101) is determined taking into account at least one drive type of the respective run (100, 101) and

- At least one track brake (60, 70) of the Ablaufanläge (10) is controlled taking into account the at least one specific value for the sheet resistance.

2. The method according to claim 1,

d a d u r c h e c e n c i n e s that

the at least one type of drive of the respective sequence (100, 101) is determined taking into account the preliminary data of a scheduling system.

3. The method according to claim 1 or 2,

d a d u r c h e c e n c i n e s that

- Achsdaten the respective process (100, 101) are detected and

- The at least one drive type of the respective process

(100, 101) is determined taking into account the detected axis data.

4. The method according to any one of the preceding claims,

d a d u r c h e c e n c i n e s that

- At least one of the respective sequence (100, 101) specific characteristic is detected and

- The at least one drive type of the respective process

(100, 101) is determined taking into account the detected characteristic.

5. The method according to claim 4,

characterized in that the at least one type of drive is read out of a carriage database on the basis of the at least one detected characteristic.

6. The method according to any one of the preceding claims,

d a d u r c h e c e n c i n e s that

based on the respective in the path of the respective process (100, 101) lying track curve for the respective sequence (100, 101) specific sheet running phases are determined.

7. The method according to claim 6,

d a d u r c h e c e n c i n e s that

the sheet travel phases are determined taking into account the at least one drive type of the respective process (100, 101).

8. The method according to claim 6 or 7,

d a d u r c h e c e n c i n e s that

In the context of determining the at least one value for the sheet resistance, different calculation models are used for the determined sheet travel phases.

9. The method according to claim 7 or 8,

d a d u r c h e c e n c i n e s that

when determining the sheet travel phases and / or the selection of the respective calculation model, at least one further parameter characterizing the respective process (100, 101) and / or respective environmental conditions is taken into account.

10. The method according to claim 8 or 9,

d a d u r c h e c e n c i n e s that

the selection of the respective calculation model takes place by means of a decision tree.

11. Control device (200, 220, 230) for a draining plant (10), wherein the control device (200,

220, 230) is formed, for the respective processes (100, 101) in the form of expiring cars or groups of wagons to determine at least one value for an arc resistance in at least one track curve lying in the travel path of the respective sequence (100, 101) taking into account at least one drive type of the respective sequence (100, 101) and

- To control at least one track brake (60, 70) of the Ablaufanläge (10) taking into account the at least one specific value for the arc resistance.

12. Control device according to claim 11,

d a d u r c h e c e n c i n e s that

the control device (200, 220, 230) is designed to determine the at least one type of drive of the respective process (100, 101), taking account of preliminary data of a disposition system.

13. Control device according to claim 11 or 12,

d a d u r c h e c e n c i n e s that

the control device (200, 220, 230) is designed

- Achsdaten the respective process (100, 101) to capture and

- Determine the at least one drive type taking into account the detected axis data.

14. The control device according to claim 11, wherein a

the control device (200, 220, 230) is designed

- To capture at least one for the respective sequence (100, 101) specific characteristic and

- The at least one type of drive of each process

(100, 101) to be determined taking into account the at least one detected characteristic.

15. Control device according to claim 14,

d a d u r c h e c e n c i n e s that

the control device (200, 220, 230) is formed, the at least one type of drive of the respective sequence (100, 101) on the basis of the at least one recorded parameter read from a car database.

16. The control device according to claim 11, wherein:

the control device (200, 220, 230) is designed to determine specific sheet travel phases relative to the respective track curve in the path of the respective run (100, 101) for the respective run (100, 101).

17. Control device according to claim 16,

d a d u r c h e c e n c i n e s that

the control device (200, 220, 230) is designed to determine the sheet travel phases taking into account the at least one drive type of the respective process (100, 101).

18. Control device according to claim 16 or 17,

d a d u r c h e c e n c i n e s that

the control device (200, 220, 230) is designed to use different calculation models as part of the determination of the at least one value for the sheet resistance for the determined sheet travel phases.

19. Control device according to claim 17 or 18,

d a d u r c h e c e n c i n e s that

the control device (200, 220, 230) is designed to take into account at least one further parameter characterizing the respective sequence (100, 101) and / or respective environmental conditions during the determination of the sheet travel phases and / or the selection of the respective calculation model.

20. Control device according to claim 18 or 19,

d a d u r c h e c e n c i n e s that

the control device (200, 220, 230) is designed to select the respective calculation model by means of a decision tree.