EP0742133B1 - Method for determining a release derivation for a retarder - Google Patents
Method for determining a release derivation for a retarder Download PDFInfo
- Publication number
- EP0742133B1 EP0742133B1 EP19950109162 EP95109162A EP0742133B1 EP 0742133 B1 EP0742133 B1 EP 0742133B1 EP 19950109162 EP19950109162 EP 19950109162 EP 95109162 A EP95109162 A EP 95109162A EP 0742133 B1 EP0742133 B1 EP 0742133B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- brake
- release
- braking
- track
- time
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
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Classifications
-
- 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
- the invention relates to a method for determining a release reserve for a track brake a shunting system, especially with valley and / or directional track brakes.
- the method for determining a suitable solution reserve is used to issue a Release command to the track brake, after which a sequence, i.e. a single railroad car or a group of railroad cars, a predetermined target runout speed achieved with high accuracy.
- a valley brake also has the task of extracting the proportion of kinetic energy from a process that can no longer be managed with the braking capacity of a downstream and usually smaller directional track brake.
- a directional track brake is required to slow down the process to such an exit speed that it either subordinate conveyor devices with a desired speed level or that, as in the case of the target braking process, it reaches an already existing course in the directional track with a permissible overrun.
- DE-A-22 46 306 a method for controlling track brakes is known, that for determining the solution reserve the value of the product from a determined Braking deceleration and a one-time expected response time of the Track brake uses.
- the problem specified in the invention is based on the problem of a method for Determination of a release reserve for a track brake, i.e. a valley and / or directional track brake to create that regarding the braking of a process to a predetermined Target outlet speed the taking of the target outlet speed with a high degree of accuracy allows in particular the method of To be able to apply target braking.
- a track brake should work so that for each type of run in question coming and to be specified target outlet speed is adhered to very precisely.
- the amount of the release provision as a product of the current braking deceleration and the reaction time, which elapses from the issuing of the release command until the residual braking effect has subsided, of a track brake is determined, the reaction times taking into account the last braking force level set from continuous time measurements, the moment the triggering of a release command up to the moment in which the value of the braking deceleration is approximately zero, are obtained, and the reaction time required for determining the release reserve is then determined as one of a number of the previous ones, continuously determined on the same track brake and statistically assessed response times, the average response time is determined.
- the amount of the release reserve to be set in relation to the target run-out speed is determined so precisely by the method according to the invention that there is an optimal braking course for a run.
- the sequence is after the release of the release command for the track brakes when the time for the decay of any residual braking effect caused by various causes in the mechanical and / or electrical components with the last axis at the end of the track brake and at the required level of its target exit speed is located and then leaves the track brake at this target run-out speed.
- a value relating to its current braking deceleration b abl compared to the actual speed v i1 at the previous sampling time is also at each sampling point of the control calculated with the differential path ds , which is also obtained from the Doppler radar signal.
- b abl (v 2nd i -v 2nd i1 ) 2 ⁇ ds
- This value for an instantaneous braking deceleration b abl is multiplied by a response time T lb1 to T lb3 that is valid for this braking force level bks, depending on a braking force level bks that has just been set to effect on the track brake, which time period for the transition from the braked to the completely released Indicates the position of the track brake. Since the individually valid reaction times T lb for neighboring braking force stages bks can be combined, for example, with a number of six available braking force stages bks , a division into three categories is sufficient. Thus obtained at each sampling control a realistic value on the date to be set release derivative v vo from the target exit speed v nom.
- the actual response times T lb of the track brake during the transition from the braking to the released position are subject to numerous influences, such as weather, oil temperature, especially with hydraulic drive components, the wear and tear of machine components or the track course in the detection area of the track brake Process the response times T lb measured on each controlled track brake with the aim of continual reuse in the braking process.
- a braking deceleration b abl is measured which assumes the value zero or decreases for track brakes in an inclined position reversed in the sign or which takes at least a sufficiently small negative value for track brakes without a slope.
- the measured difference time is then assigned to a set of difference times which were measured in previous processes on the same track brake and in the case of release processes from the same braking force level bks .
- an updated mean value is always formed using suitable statistical methods when a new measured difference time has been added.
- the mean value calculated in this way can then be used as the new reaction time T lb for the subsequent sequence. So that fluctuations in the measured difference times can be averaged to a sufficient extent and in particular variable influences, such as weather, can be adequately taken into account, a range of about ten to twenty difference times entered and intended for averaging is expedient.
- all times determined during the loosening processes can be subjected to a validity check and can only be used if they meet them. This can rule out the possibility of braking processes with a random course, such as in the case of processes that come to a standstill or run up or are loaded with surge material and / or are subject to other coincidences. Influence the formation of the reaction times T lb.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Braking Arrangements (AREA)
- Regulating Braking Force (AREA)
Description
Die Erfindung betrifft ein Verfahren zur Ermittlung eines Lösevorhaltes für eine Gleisbremse einer Rangieranlage, insbesondere mit Tal- und / oder Richtungsgleisbremsen. Das Verfahren zur Ermittlung eines geeigneten Lösevorhaltes dient dem Erteilen eines Lösebefehls an die Gleisbremse, wonach ein Ablauf, d.h. ein einzelner Eisenbahnwagen oder eine Gruppe von Eisenbahnwagen, eine vorgegebene Sollauslaufgeschwindigkeit mit hoher Genauigkeit erreicht.The invention relates to a method for determining a release reserve for a track brake a shunting system, especially with valley and / or directional track brakes. The method for determining a suitable solution reserve is used to issue a Release command to the track brake, after which a sequence, i.e. a single railroad car or a group of railroad cars, a predetermined target runout speed achieved with high accuracy.
Es ist bekannt, daß in automatisch arbeitenden Rangierbahnhöfen die Zerlegung von zulaufenden
Güterzügen erfolgt, indem diese entsprechend ihrer Bestimmungsrichtung in
Abläufe entkuppelt und sodann mit Hilfe einer Rangierlok über einen Ablaufberg
abgedrückt werden. Die einzelnen Abläufe rollen daraufhin unter dem Einfluß ihrer
Schwerkraft talwärts über Verteilweichen in die zugeordneten Richtungsgleise, wo sie mit
weiteren Abläufen zu neuen Zügen zusammengestellt werden.
Entlang des Laufweges der Abläufe sind Gleisbremsen angeordnet, die unterschiedliche
Aufgaben zu erfüllerf haben.
Im Neigungsauslauf des Ablaufberges gleicht die Talbremse durch den Bremsvorgang
die u. U. großen Streuungen unterworfenen Laufeigenschaften der einzelnen Abläufe
derart aus, daß der für eine einwandfreie Laufwegtrennung erforderliche Abstand zum
jeweiligen Voraus- und Nachläufer eingehalten wird. Eine Talbremse hat außerdem die
Aufgabe, einem Ablauf den Anteil an kinetischer Energie zu entziehen, der mit dem
Bremsvermögen einer nachgeordneten und üblicherweise kleiner dimensionierten
Richtungsgleisbremse nicht mehr bewältigt werden kann.
An eine Richtungsgleisbremse wird die Forderung gestellt, den Ablauf auf eine solche
Auslaufgeschwindigkeit abzubremsen, daß er entweder nachgeordnete Fördereinrichtungen
mit einem gewünschten Geschwindigkeitsniveau oder daß er, wie beim
Verfahren der Laufzielbremsung, einen im Richtungsgleis bereits vorhandenen Ablauf mit
einem zulässigen Auflaufstoß erreicht.It is known that in automatically operating marshalling yards, incoming freight trains are disassembled by decoupling them into processes according to their direction of destination and then pushing them off with a shunting locomotive over a discharge hill. The individual processes then roll under the influence of their gravity down the valley via distribution switches into the assigned direction tracks, where they are put together with further processes to form new trains.
Track brakes are arranged along the route of the processes, which have different tasks to perform.
In the slope slope of the drain mountain, the valley brake is equalized by the braking process. U. large variations in the running properties of the individual processes in such a way that the distance to the respective leading and trailing person required for proper separation of the running path is maintained. A valley brake also has the task of extracting the proportion of kinetic energy from a process that can no longer be managed with the braking capacity of a downstream and usually smaller directional track brake.
A directional track brake is required to slow down the process to such an exit speed that it either subordinate conveyor devices with a desired speed level or that, as in the case of the target braking process, it reaches an already existing course in the directional track with a permissible overrun.
Gemäß der DE-A-22 46 306 ist ein Verfahren zur Steuerung von Gleisbremsen bekannt, das für die Bestimmung des Lösevorhaltes den Wert des Produktes aus einer ermittelten Bremsverzögerung und einer einmalig mit Bestimmtheit erwarteten Reaktionszeit der Gleisbremse nutzt. According to DE-A-22 46 306, a method for controlling track brakes is known, that for determining the solution reserve the value of the product from a determined Braking deceleration and a one-time expected response time of the Track brake uses.
Der Nachteil dieses Verfahrens besteht in der Verwendung einer konstanten Reaktionszeit, die einmalig für einen Bremsentyp festgelegt ist und als unveränderlich angenommen wird. In der Praxis unterliegen diese Reaktionszeiten jedoch ständig zahlreichen Einflüssen, wie z.B. der Witterung, der Öltemperatur bei hydraulischen Funktionseinheiten, dem Verschleißzustand von Maschinenteilen oder dem Gleisverlauf im Erfassungsbereich vor der Gleisbremse, der verschieden enge Krümmungen aufweisen kann.The disadvantage of this method is the use of a constant Response time, which is defined once for a brake type and as unchangeable Is accepted. In practice, however, these reaction times are subject to constant numerous influences, e.g. the weather, the oil temperature in hydraulic Functional units, the state of wear of machine parts or the course of the track in the detection area in front of the track brake, the different tight curvatures can have.
Gemäß der DE-A-30 37 145 ist weiterhin ein Verfahren zur Ermittlung des Lösevorhaltes
für Gleisbremsen bekannt, welches für die Beschaffung der notwendigen Kenntnis über
die wirksamen Reaktionszeit der Bremse beim Übergang von der bremsenden in die
nichtbremsende Stellung vorschlägt, diese Reaktionszeit jeweils anhand der
vorausgegangenen Lösezeit oder mehreren vorausgegangenen Lösezeiten an der
Gleisbremse selbst zu messen. In diesem Verfahren wird dazu eine Quittungsauslösung
durch Stellungsgeber an der Gleisbremse bei Übereinstimmung von Soll- und Ist-Lösestellung
verwendet.
Da der Zeitpunkt der Abgabe eines Quittungssignals für die gelöste Stellung der
Gleisbremse nicht unmittelbar der gleiche ist wie der Zeitpunkt an dem die Restbremswirkung
tatsächlich abgeklungen ist, ist auf diese Weise keine zuverlässigen Aussage
über die wirkliche Wert der Reaktionszeit möglich.According to DE-A-30 37 145 a method for determining the release reserve for track brakes is also known, which suggests for the procurement of the necessary knowledge of the effective reaction time of the brake when changing from the braking position to the non-braking position, this reaction time in each case on the basis of to measure previous release times or multiple previous release times on the track brake itself. In this procedure, a receipt is triggered by a position transmitter on the track brake if the target and actual release positions match.
Since the time at which an acknowledgment signal for the released position of the track brake is not immediately the same as the time at which the residual braking effect has actually subsided, it is not possible to make a reliable statement about the actual value of the reaction time in this way.
Der im Anspruch angegebenen Erfindung liegt das Problem zugrunde, ein Verfahren zur Ermittlung eines Lösevorhaltes für eine Gleisbremse, d.h. eine Tal- und / oder Richtungsgleisbremse zu schaffen, das bezüglich des Abbremsens eines Ablaufes auf eine vorgegebene Sollauslaufgeschwindigkeit die Einnahme der Sollauslaufgeschwindigkeit mit einer hohen Genauigkeit gestattet, um insbesondere das Verfahren der Laufzielbremsung anwenden zu können. Um dieser Zielsetzung möglichst nahe zu kommen, soll eine Gleisbremse so arbeiten, daß für jede Ablaufart die in Frage kommende und vorzugebende Sollauslaufgeschwindigkeit sehr genau eingehalten wird.The problem specified in the invention is based on the problem of a method for Determination of a release reserve for a track brake, i.e. a valley and / or directional track brake to create that regarding the braking of a process to a predetermined Target outlet speed the taking of the target outlet speed with a high degree of accuracy allows in particular the method of To be able to apply target braking. To get this goal as close as possible come, a track brake should work so that for each type of run in question coming and to be specified target outlet speed is adhered to very precisely.
Erfindungsgemäß wird der Betrag des Lösevorhaltes als Produkt der aktuellen
Bremsverzögerung und der Reaktionszeit, die von der Erteilung des Lösebefehles an bis
zum Abklingen der Restbremswirkung vergeht, einer Gleisbremse ermittelt, wobei die
Reaktionszeiten jeweils unter Berücksichtigung der zuletzt eingestellten Bremskraftstufe
aus fortlaufenden Zeitmessungen, die vom Moment des Auslösen eines Lösebefehls an
bis zu dem Moment, in dem der Wert der Bremsverzögerung annähernd Null ist,
durchgeführt werden, gewonnen werden und die für die Ermittlung des Lösevorhaltes
benötigte Reaktionszeit dann als eine aus einer Anzahl von den vorausgegangenen, fortlaufend
an der gleichen Gleisbremse ermittelten und statistisch bewerteten Reaktionszeiten
ermittelbare mittlere Reaktionszeit ermittelt wird.
Der Betrag des aktuell gegenüber der Sollauslaufgeschwindigkeit einzustellenden
Lösevorhaltes wird durch das erfindungsgemäße Verfahren so genau bestimmt, daß ein
optimaler Bremsverlauf für einen Ablauf gegeben ist. Der Ablauf befindet sich nach dem
Auslösen des Lösebefehles für die Gleisbrems beim Erreichen des Zeitpunktes des
Abklingens jeglicher, durch verschiedene Ursachen in den mechanischen und / oder
elektrischen Komponenten verursachte Restbremswirkung mit der letzten Achse am des
Endes der Gleisbremse und auf dem geforderten Niveau seiner Sollauslaufgeschwindigkeit
befindet und verläßt mit dieser Sollauslaufgeschwindigkeit dann die
Gleisbremse.According to the invention, the amount of the release provision as a product of the current braking deceleration and the reaction time, which elapses from the issuing of the release command until the residual braking effect has subsided, of a track brake is determined, the reaction times taking into account the last braking force level set from continuous time measurements, the moment the triggering of a release command up to the moment in which the value of the braking deceleration is approximately zero, are obtained, and the reaction time required for determining the release reserve is then determined as one of a number of the previous ones, continuously determined on the same track brake and statistically assessed response times, the average response time is determined.
The amount of the release reserve to be set in relation to the target run-out speed is determined so precisely by the method according to the invention that there is an optimal braking course for a run. The sequence is after the release of the release command for the track brakes when the time for the decay of any residual braking effect caused by various causes in the mechanical and / or electrical components with the last axis at the end of the track brake and at the required level of its target exit speed is located and then leaves the track brake at this target run-out speed.
Die Erfindung wird anhand eines Ausführungsbeispieles näher beschrieben.The invention is described in more detail using an exemplary embodiment.
Auf der Basis eines mit geeigneten technischen Mitteln geglätteten Doppler-Radarsignals
wird an jedem Abtastpunkt der Steuerung außer einem Wert über die aktuelle Ist-Geschwindigkeit
vi des Ablaufes auch ein Wert über seine aktuelle Bremsverzögerung
babl gegenüber der Ist-Geschwindigkeit vi1 zum vorausgegangenen Abtastzeitpunkt mit
dem Differenzlaufweg ds, der ebenfalls aus dem Doppler-Radarsignal gewonnen wird,
berechnet.
Dieser Wert für eine augenblickliche Bremsverzögerung babl wird in Abhängigkeit von
einer gleichzeitig an der Gleisbremse gerade wirksam eingestellten Bremskraftstufe bks
mit einer für diese Bremskraftstufe bks gültigen Reaktionszeit Tlb1 bis Tlb3 multipliziert,
die jene Zeitdauer für den Übergang von der gebremsten in die restlos gelöste Stellung
der Gleisbremse kennzeichnet. Da die im einzelnen gültigen Reaktionszeiten Tlb für
benachbarte Bremskraftstufen bks jeweils zusammengefaßt werden können, genügt
beispielsweise bei einer Anzahl von sechs verfügbaren Bremskraftstufen bks bereits eine
Unterteilung in drei Kategorien.
Man erhält so zu jedem Abtastzeitpunkt der Steuerung einen realistischen Wert über den
aktuell einzustellenden Lösevorhalt vvo gegenüber der Sollauslaufgeschwindigkeit vsoll .
This value for an instantaneous braking deceleration b abl is multiplied by a response time T lb1 to T lb3 that is valid for this braking force level bks, depending on a braking force level bks that has just been set to effect on the track brake, which time period for the transition from the braked to the completely released Indicates the position of the track brake. Since the individually valid reaction times T lb for neighboring braking force stages bks can be combined, for example, with a number of six available braking force stages bks , a division into three categories is sufficient.
Thus obtained at each sampling control a realistic value on the date to be set release derivative v vo from the target exit speed v nom.
Ausgehend davon, daß die tatsächlichen Reaktionszeiten Tlb der Gleisbremse beim Übergang von der bremsenden in die gelöste Stellung zahlreichen Einflüssen unterliegen, wie z.B. der Witterung, der Öltemperatur speziell bei hydraulischen Antriebskomponenten, dem Verschleißzustand von Maschinenbauteilen oder dem Gleisverlauf im Erfassungsbereich der Gleisbremse, benutzt das Verfahren die an jeder gesteuerten Gleisbremse selbst gemessenen Reaktionszeiten Tlb mit dem Ziel einer fortwährenden Wiederverwendung im Bremsprozeß.Based on the fact that the actual response times T lb of the track brake during the transition from the braking to the released position are subject to numerous influences, such as weather, oil temperature, especially with hydraulic drive components, the wear and tear of machine components or the track course in the detection area of the track brake Process the response times T lb measured on each controlled track brake with the aim of continual reuse in the braking process.
Erfindungsgemäß wird dazu mit jeder Erteilung eines Lösebefehls an die Gleisbremse zugleich die Messung einer Differenzzeit gestartet, sofern es sich bei dem betreffenden Ablauf um einen Einzelwagen handelt, um den verfälschenden Einfluß von Kuppelstößen auszuschließen und / oder sofern der Ablauf bis zum Auslösen des Lösebefehls eine Mindestdauer lang einer Bremswirkung ausgesetzt war und / oder sofern der Ablauf kein Schwallgutverhalten zeigt.According to the invention, each time a release command is issued to the track brake at the same time the measurement of a difference time started, provided that it is in the concerned Process is a single car, the falsifying influence of dome joints exclude and / or provided that the sequence until the release command is triggered Has been subjected to a braking effect for a minimum period of time and / or if the process does not Shows surge behavior.
Die Messung der Differenzzeit wird sodann gestoppt, wenn bei fortdauernder Beibehaltung des Lösezustandes, und während sich ununterbrochen mindestens eine Achse des Ablaufes im Eingriff der Gleisbremse befunden hat, eine Bremsverzögerung babl gemessen wird, die bei Gleisbremsen in geneigten Lage den Wert Null annimmt oder sich im Vorzeichen umgekehrt hat oder die bei Gleisbremsen ohne Neigungslage mindestens einen hinreichend kleinen negativen Wert annimmt.The measurement of the difference time is then stopped when, while the release condition is maintained and while at least one axis of the process has been engaged by the track brake, a braking deceleration b abl is measured which assumes the value zero or decreases for track brakes in an inclined position reversed in the sign or which takes at least a sufficiently small negative value for track brakes without a slope.
Die gemessene Differenzzeit wird daraufhin einer Menge von Differenzzeiten zugeordnet,
die an vorausgehenden Abläufen an derselben Gleisbremse und bei Lösevorgängen aus
derselben Bremskraftstufe bks gemessen wurden.
Mit dieser Menge bereits vorhandener Differenzzeiten wird unter Anwendung geeigneter
statistischer Methoden immer dann ein aktualisierter Mittelwert gebildet, wenn eine neue
gemessene Differenzzeit hinzugekommen ist. Der so berechnete Mittelwert kann
daraufhin für den nachfolgenden Ablauf als neue Reaktionszeit Tlb benutzt werden.
Damit Schwankungen bei den gemessenen Differenzzeiten in ausreichendem Maße
gemittelt werden und dennoch insbesondere veränderliche Einflüsse, wie etwa Witterung,
eine genügende Berücksichtigung finden können, ist ein Umfang von etwa zehn bis
zwanzig jeweils eingetragener und für die Mittelung vorgesehener Differenzzeiten
zweckmäßig. Darüber hinaus können alle während der Lösevorgänge ermittelten Zeiten
einer Sinnfälligkeitsprüfung unterzogen und nur dann weiterverwendet werden, wenn sie
diese erfüllen So kann ausgeschlossen werden, daß Bremsvorgänge mit zufälligem
Verlauf, wie z.B. bei stehenbleibenden oder auflaufenden oder schwallgutbeladenen und /
oder mit anderen Zufälligkeiten behafteten Abläufen, Einfluß auf die Bildung der
Reaktionszeiten Tlb nehmen.The measured difference time is then assigned to a set of difference times which were measured in previous processes on the same track brake and in the case of release processes from the same braking force level bks .
With this set of existing difference times, an updated mean value is always formed using suitable statistical methods when a new measured difference time has been added. The mean value calculated in this way can then be used as the new reaction time T lb for the subsequent sequence.
So that fluctuations in the measured difference times can be averaged to a sufficient extent and in particular variable influences, such as weather, can be adequately taken into account, a range of about ten to twenty difference times entered and intended for averaging is expedient. In addition, all times determined during the loosening processes can be subjected to a validity check and can only be used if they meet them. This can rule out the possibility of braking processes with a random course, such as in the case of processes that come to a standstill or run up or are loaded with surge material and / or are subject to other coincidences. Influence the formation of the reaction times T lb.
Claims (1)
- Procedure to determine a release derivative for a rail brake for the purpose of issuing the brake release command, notably in a marshalling yard with primary and/or secondary retarders, whereby the release derivative is determined using the braking retardation and the reaction time of the rail brake, current mean reaction times are continuously computed from a number of statistically weighted previous reaction times for the same rail brake, and these reaction times are arrived at, taking account of the most recently effected brake force setting in each instance, on the basis of timings taken from the initiation of the brake release command to the moment when the value of braking retardation approximates to zero.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE4447499A DE4447499C2 (en) | 1994-06-15 | 1994-06-15 | Procedure for determining a release reserve for a track brake |
DE4447499 | 1995-05-11 |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0742133A1 EP0742133A1 (en) | 1996-11-13 |
EP0742133B1 true EP0742133B1 (en) | 1999-04-14 |
Family
ID=6537640
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP19950109162 Expired - Lifetime EP0742133B1 (en) | 1994-06-15 | 1995-06-14 | Method for determining a release derivation for a retarder |
Country Status (1)
Country | Link |
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EP (1) | EP0742133B1 (en) |
Family Cites Families (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE1605368B2 (en) * | 1966-11-18 | 1976-04-15 | Siemens AG, 1000 Berlin und 8000 München | CONTROL DEVICE FOR A TRACK BRAKE IN A SEWAGE SYSTEM |
CH453419A (en) * | 1966-10-12 | 1968-06-14 | Huber Jakob Ing Dr | Control device for a rail brake device of a marshalling yard |
DE2910511C2 (en) * | 1979-03-16 | 1986-05-07 | Siemens AG, 1000 Berlin und 8000 München | Device for controlling track brakes in railroad shunting systems |
-
1995
- 1995-06-14 EP EP19950109162 patent/EP0742133B1/en not_active Expired - Lifetime
Also Published As
Publication number | Publication date |
---|---|
EP0742133A1 (en) | 1996-11-13 |
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