EP2720926B2 - Method for operating a switching hump yard, and control device for a switching hump yard - Google Patents

Method for operating a switching hump yard, and control device for a switching hump yard Download PDF

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Publication number
EP2720926B2
EP2720926B2 EP12734887.8A EP12734887A EP2720926B2 EP 2720926 B2 EP2720926 B2 EP 2720926B2 EP 12734887 A EP12734887 A EP 12734887A EP 2720926 B2 EP2720926 B2 EP 2720926B2
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EP
European Patent Office
Prior art keywords
retarder
value
speed
account
brake
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EP12734887.8A
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German (de)
French (fr)
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EP2720926A1 (en
EP2720926B1 (en
Inventor
Peter KUEHS
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Siemens Mobility GmbH
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Siemens Mobility GmbH
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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
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H11/00—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L17/00—Switching systems for classification yards
    • 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

  • shunting shunting systems wagons or groups of wagons, which are also referred to as shunts, are sorted from a mountain track into different directional tracks using the force of gravity acting on the processes.
  • An automatic control system suitable for this purpose is known, for example, from the company publication " Automation system for train formation yards MSR32 - More efficiency and safety in freight traffic", order no.: A19100-V100-B898-V1, Siemens AG 2010 famous.
  • the speed of the processes is automatically influenced by appropriate control of a valley brake in such a way that the entry speed of the processes in the next brake squadron in the form of a directional rail brake does not exceed a first threshold value, which can be around 4 m/s, for example. This ensures that the directional siding brake located at the beginning of the respective siding allows for sufficient braking of the processes under all circumstances that usually occur in practice.
  • the present invention is based on the object of specifying a method for operating a shunting hump that allows an increase in the performance of the respective hump.
  • This object is achieved according to the invention by a method for operating a shunting shunting system, whereby for the respective processes in the form of wagons or groups of wagons being run off for a first track brake, based on a target run-out speed from the first track brake and taking into account the work capacity of the first track brake and under At least one value for an entry speed into the first track brake is determined taking into account properties of the respective process, for a second track brake located uphill in relation to the first track brake, at least one value for an exit speed based on the determined at least one value for the entry speed into the first track brake is determined from the second track brake and the second track brake is controlled taking into account the determined at least one value for the coasting speed.
  • At least one value for an entry speed into the first track brake is determined for the respective sequences in the form of cars or groups of cars for a first track brake, based on a target exit speed from the first track brake.
  • the desired run-out speed from the first track brake can be fixed or can be predetermined for all processes.
  • the setpoint run-out speed from the first rail brake is already determined specifically for the respective process.
  • the at least one value for the entry speed into the first track brake is determined taking into account the work capacity of the first track brake and taking into account properties of the respective process. This is advantageous because it enables the best possible control of the track brakes of the shunting yard system, taking into account the respective circumstances in relation to the first track brake and the respective process. With regard to the working capacity of the first track brake, aspects specific to the relevant track brake, such as the age of the brake or a defective valve, can advantageously be taken into account.
  • the at least one value determined for the entry speed into the first track brake can be a single value, for example in the form of a maximum entry speed at which the respective process is braked to the target exit speed by the first track brake is still guaranteed to act.
  • the at least one value for the run-in speed can also consist, for example, of a plurality of discrete speed values or a speed range delimited by an upper and a lower run-in speed.
  • At least one value for the exit speed from the second track brake is now determined for a second track brake located uphill in relation to the first track brake, based on the determined at least one value for the entry speed into the first track brake. This means that the at least one value for the run-out speed from the second track brake along the route "from bottom to top", ie from the direction tracks is calculated or determined in the direction of the hump.
  • the at least one value for the exit speed from the second track brake is calculated based on the previously determined at least one value for the entry speed in the first track brake, ie based on at least one value of the entry speed in the first track brake that is specific for the respective process.
  • the at least one specific value for the exit speed from the second track brake can be a single speed value, several discrete values or a speed range or a speed band, analogously to the at least one value for the entry speed into the first track brake .
  • the second track brake is controlled taking into account the at least one value determined for the run-down speed. This means that the second track brake is actuated in such a way that the respective sequence at the end of the second track brake does not normally exceed a maximum permissible run-out speed, so that ultimately the first track brake can ensure compliance with the target run-out speed from the first track brake.
  • the method according to the invention can thus advantageously be applied to any number of rail brakes located in the respective route of the respective sequence.
  • At least one value for the entry speed into the relevant track brake is determined based on the specified or determined exit speed from the respective track brake or the respective values for this exit speed and related to the closest track brake in the direction of the hump at least one value for the exit speed from this rail brake is determined on the basis of this determined at least one value of the entry speed.
  • the method according to the invention is basically suitable for controlling any rail brakes of shunting yard systems.
  • the method according to the invention therefore differs fundamentally from the known method, in which the setpoint run-out speed is determined separately from brake to brake, in that it provides for a brake-encompassing determination of the run-out speed from the second track brake.
  • an overall optimization of the operation and, associated therewith, of the performance of the drainage system can advantageously take place. It is possible within the framework of the method according to the invention, for example, to carry out an optimization with regard to the runtime of the respective process.
  • the fact that the deceleration to a low speed level, as is usual for the direction tracks, can take place as far down the valley as possible makes it possible to let light processes run out of the valley brake at high speed, since it is known that only a comparatively small amount of kinetic energy has to be dissipated in the directional rail brake.
  • shorter follow-up times between successive runs can be achieved, which results in a higher mountain performance being made possible.
  • the method according to the invention can preferably be developed in such a way that the mass, the number of axles, the distribution of the mass over the axles and/or the running resistance are taken into account as properties of the respective sequence. This is advantageous because the variables mentioned are those that decisively influence the running behavior of the respective process and the braking force that may be required for braking.
  • At least one measured value is recorded in relation to the respective sequences and the work capacity of the first track brake taken into account when determining the at least one value for the entry speed into the first track brake is adaptively tracked using the at least one recorded measured value.
  • the actual run-in and run-out speeds in and out of the respective track brake are preferably recorded as measured values and used on the basis of a comparison with logged braking stages or states of the track brake to adjust the working capacity of the respective track brake.
  • the method according to the invention can also be designed such that when determining the at least one value for the entry speed into the first track brake, a work capacity that is reduced compared to the maximum work capacity of the first track brake is taken into account.
  • a work capacity that is reduced compared to the maximum work capacity of the first track brake is taken into account.
  • a second track brake is controlled in the form of a valley brake.
  • a third track brake can be, for example, a mountain brake, also referred to as a ramp brake.
  • gradient compensating brakes which can be arranged in the area of the routing tracks depending on the respective embodiment of the hump, can also be taken into account in the context of the method.
  • the method according to the invention is further configured in such a way that when controlling the second track brake, a sequence preceding and/or following the respective sequence is taken into account.
  • the second track brake can thus advantageously be controlled, taking into account the at least one value determined for the run-out speed, in particular in such a way that processes in which there is a time conflict with a previous process on the route between the second track brake and the first track brake are or are occurring could be decelerated in the second track brake in such a way that, in extreme cases, they pass through the first track brake unbraked in order to reach the target run-out speed.
  • the present invention is based on the object of specifying a control device that enables an increase in the performance of the respective hump.
  • a control device for a shunting shunting system being designed to generate at least one value for an entry speed for the respective processes in the form of cars or groups of cars moving off for a first track brake, based on a target exit speed from the first track brake into the first track brake, for a second track brake located uphill in relation to the first track brake, based on the determined at least one value for the entry speed into the first track brake and taking into account the work capacity of the first track brake and taking into account properties of the respective process at least one To determine a value for a run-out speed from the second track brake and to control the second track brake, taking into account the determined at least one value for the run-out speed.
  • the control device is designed, starting from the determined at least one value for the exit speed from the second track brake, to determine at least one value for an entry speed into the second track brake, for a third track brake located uphill in relation to the second track brake, starting from the determined at least one value for the entry speed into the second track brake to determine at least one value for an exit speed from the third track brake and to control the third track brake taking into account the determined at least one value for the exit speed from the third track brake.
  • control device according to the invention corresponds to those of the method according to the invention, so that reference is made in this regard to the corresponding statements above.
  • control device is designed to take into account the mass, the number of axles, the distribution of the mass over the axles and/or the running resistance as properties of the respective sequence.
  • control device is designed to record at least one measured value in relation to the respective sequences and the working capacity of the first track brake, which is taken into account when determining the at least one value for the entry speed into the first track brake, based on the at least one recorded measured value track adaptively.
  • control device can also be configured, when determining the at least one value for the entry speed into the first track brake, in comparison to the maximum working capacity of the first track brake reduced capacity to work
  • control device can also be designed in such a way that the control device is designed to take into account a sequence preceding the respective sequence and/or a sequence subsequent to the respective sequence when controlling the second track brake.
  • the control device according to the invention is preferably further developed in such a way that the first track brake is a directional track brake and the second track brake is a valley brake.
  • figure 1 shows a schematic sketch of an embodiment of a discharge system 10 with an embodiment of the control device according to the invention.
  • the upper part of the figure 1 the track diagram of the hump 10 and the lower part of the figure shows the profile or a longitudinal section of the hump 10.
  • the discharge system 10 which is part of a shunting system for rail traffic, has a discharge ramp 20, to which an intermediate incline 30, a distribution zone 40 having distribution switches 80 to 86, and directional tracks 50 to 57 are connected.
  • track brakes in the form of valley brakes 60, 61 and directional track brakes 70 to 77 can be seen in the figure.
  • a valley brake control 200 is indicated, which is connected to the valley brakes 60, 61 via communication links 210 and 211, which can be wired or wireless.
  • the directional rail brakes 70 to 77 are linked to a directional rail brake controller 220 in terms of communication.
  • a corresponding communication connection 221 between the directional rail brake 77 and the directional rail brake controller 220 is shown merely as an example.
  • the valley brake controller 200 and the directional rail brake controller 220 are each connected to a central control device 230 of the hump system 10 via communication links 231 and 232, respectively.
  • the components 200, 220 and 230 together form a control device for controlling the track 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.
  • the valley brakes 60, 61 and the directional track brakes 70 to 77 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 track brakes in the form of the valley brakes 60, 61 and the directional track brakes 70 to 77 of the hump system 10 are now controlled according to an exemplary embodiment of the method according to the invention in such a way that the respective speeds of the humps 100, 101 are considered or optimized across the brakes.
  • the sequence 100 is intended for the siding 50 and therefore first passes or will pass the valley brake 60 and then the siding brake 70 on its route.
  • the directional track brake 70 Beginning with the track brake located furthest down the valley in the planned route of the sequence 100, ie the directional track brake 70, at least one value for an entry speed into the directional track brake is now calculated for this based on a target exit speed from the directional track brake 70 70 determined.
  • the setpoint run-out speed from the directional rail brakes 70 to 77 is set or predetermined to a uniform value of, for example, 1.5 m/s.
  • At least one value for the entry speed in the directional rail brake 70 is determined or predicted.
  • the values determined in this way for the entry speed are preferably a group of speed values or a range of values for the entry speed that is delimited by a lower and an upper value.
  • the at least one determined value for the entry speed in the directional retarder 70 is preferably selected specifically for the process 100, i.e.
  • the lower limit value is advantageously determined by a minimum speed at which the process 100 leaves the directional rail brake 70 at the setpoint run-out speed without any braking work being performed by it.
  • the upper limit value corresponds to a maximum speed at which it is just still reliably possible to decelerate the process 100 to the setpoint exit speed using the directional rail brake 70 .
  • a work capacity that is reduced compared to the maximum working capacity of the directional siding brake 70 can be applied or taken into account .
  • measured values can be recorded, for example in the form of the entry speed and the exit speed from the rail brake in the form of the directional rail brake 70 . This makes it possible, for example based on a statistical analysis taking into account the braking stages logged over time, for a large number of processes to carry out an adaptive tracking of the work capacity of the directional rail brake 70 taken into account when determining the entry speed into the directional rail brake 70 .
  • At least one value for an exit speed from the second track brake is now determined for the second track brake located uphill in relation to directional track brake 70 in the form of valley brake 60. This means that, in turn, taking into account the properties of the process 100 in question, such values are determined for the exit speed from the valley brake 60 that it is ensured that the entry speed into the directional track brake 70 is in the range of the at least one value determined for the entry speed or in the range If a determined maximum value for the infeed speed is not exceeded.
  • the valley brake 60 can be controlled by considering the entire brake, taking into account the at least one value for the run-out speed from the valley brake.
  • the properties of the respective effluent are preferably measured in the area of the hump or determined from corresponding measured variables.
  • the control device formed by the central control device 230, the valley brake control 200 and the directional rail brake control 220 has, in addition to hardware components, for example in the form of corresponding processors and storage means, also software components, for example in the form of program code for simulating the running behavior of the processes 100, 101, on.
  • the valley brakes 60, 61 and the directional rail brakes 70 to 77 the sequence 101 following the sequence 100 and a sequence that may precede or precede the sequence 100 are preferably taken into account.
  • the respective common route of the processes 100, 101 must be considered in particular in order to avoid catching-up processes and to enable the distribution switches 80 to 86 in the distribution zone 40 to be switched over safely.
  • other boundary conditions such as maximum travel speeds on the route, can also be taken into account as part of the process.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)
  • Transmission Of Braking Force In Braking Systems (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Description

In rangiertechnischen Ablaufanlagen werden Wagen oder Wagengruppen, die auch als Abläufe bezeichnet werden, unter Nutzung der auf die Abläufe wirkenden Schwerkraft aus einem Berggleis in unterschiedliche Richtungsgleise sortiert. Im Sinne der Effizienz und Zuverlässigkeit erfolgt hierbei üblicherweise eine weitgehende Automatisierung des Betriebs der Ablaufanlage. Ein zu diesem Zwecke geeignetes automatisches Steuerungssystem ist beispielsweise aus der Firmenveröffentlichung " Automatisierungssystem für Zugbildungsanlagen MSR32 - Mehr Effizienz und Sicherheit im Güterverkehr", Bestell-Nr.: A19100-V100-B898-V1, Siemens AG 2010 bekannt. Dabei erfolgt eine automatische Geschwindigkeitsbeeinflussung der Abläufe durch eine entsprechende Steuerung einer Talbremse derart, dass die Einlaufgeschwindigkeit der Abläufe in die nächste Bremsstaffel in Form einer Richtungsgleisbremse einen ersten Schwellenwert nicht überschreitet, der beispielsweise bei ca. 4 m/s liegen kann. Hierdurch wird sichergestellt, dass durch die am Anfang des jeweiligen Richtungsgleises angeordnete Richtungsgleisbremse unter allen in der Praxis üblicherweise auftretenden Umständen ein ausreichendes Abbremsen der Abläufe möglich ist.In shunting shunting systems, wagons or groups of wagons, which are also referred to as shunts, are sorted from a mountain track into different directional tracks using the force of gravity acting on the processes. In terms of efficiency and reliability, the operation of the discharge system is usually largely automated. An automatic control system suitable for this purpose is known, for example, from the company publication " Automation system for train formation yards MSR32 - More efficiency and safety in freight traffic", order no.: A19100-V100-B898-V1, Siemens AG 2010 famous. The speed of the processes is automatically influenced by appropriate control of a valley brake in such a way that the entry speed of the processes in the next brake squadron in the form of a directional rail brake does not exceed a first threshold value, which can be around 4 m/s, for example. This ensures that the directional siding brake located at the beginning of the respective siding allows for sufficient braking of the processes under all circumstances that usually occur in practice.

Gemäß K. Bochmann, "Ein neues Verfahren zur automatischen Laufzielbremsung und seine Erprobung mit Mitteln der digitalen Simulation sowie unter Betriebsbedingungen", Dresden 1984 , ist es bekannt, die Einlaufgeschwindigkeit für eine Richtungsgleisbremse in Abhängigkeit von einer zur Bremskraft der Richtungsgleisbremse proportionalen Auslaufgeschwindigkeit aus der Richtungsgleisbremse zu berechnen. Zur Berechnung der Auslaufgeschwindigkeit aus einer bergwärts der Richtungsgleisbremse liegenden Talbremse wird eine die Energiebilanz wiedergegebene Ablaufgleichung unter Berücksichtigung der Einlaufgeschwindigkeit in die Richtungsgleisbremse verwendet. According to K. Bochmann, "A new method for automatic running target braking and its testing using means of digital simulation and under operating conditions", Dresden 1984 , it is known to calculate the run-in speed for a directional siding brake as a function of a run-out speed from the directional siding brake that is proportional to the braking force of the directional siding brake. To calculate the exit speed from a valley brake located uphill from the directional siding brake, a process equation reflecting the energy balance is used, taking into account the entry speed into the directional siding brake.

Aus der deutschen Offenlegungsschrift DE 30 19 950 A1 ist ein Verfahren bekannt, bei dem das mit der Temperatur variierende Arbeitsvermögen von als Richtungsgleisbremsen eingesetzten Gummigleisbremsen überwacht und die Solleinlaufgeschwindigkeit in diese Richtungsgleisbremse als Basiswert der Talbremsensteuerung automatisch angepasst wird. Dabei erfolgt die Überwachung des Arbeitsvermögens der Richtungsgleisbremsen derart, dass unterschieden wird, ob die Richtungsgleisbremse wegen Erreichens der Sollauslaufgeschwindigkeit automatisch in Lösestellung gekommen ist oder nicht, und das Räumen der Richtungsgleisbremse sowohl bei gelöster Bremse als auch bei nicht gelöster Bremse gezählt wird. Ab einer bestimmten Anzahl der die Richtungsgleisbremse in gelöster Stellung verlassenden Abläufe wird die Sollauslaufgeschwindigkeit in die Richtungsgleisbremse als Basis für die Steuerung der Talbremse für zukünftige Abläufe erhöht.From the German Offenlegungsschrift DE 30 19 950 A1 a method is known in which the working capacity, which varies with the temperature, of rubber siding brakes used as directional siding brakes is monitored and the target run-in speed in this directional siding brake is automatically adjusted as a base value for valley brake control. The monitoring of the work capacity of the directional rail brakes is carried out in such a way that a distinction is made as to whether the directional rail brake has automatically come into the release position because the target run-out speed has been reached or not, and the clearing of the directional rail brake is counted both when the brake is released and when the brake is not released. From a certain number of processes leaving the directional rail brake in the released position, the target run-out speed in the directional rail brake is increased as a basis for controlling the valley brake for future processes.

Der vorliegenden Erfindung liegt die Aufgabe zugrunde, ein Verfahren zum Betreiben einer rangiertechnischen Ablaufanlage anzugeben, das eine Erhöhung der Leistungsfähigkeit der jeweiligen Ablaufanlage ermöglicht.The present invention is based on the object of specifying a method for operating a shunting hump that allows an increase in the performance of the respective hump.

Diese Aufgabe wird erfindungsgemäß gelöst durch ein Verfahren zum Betreiben einer rangiertechnischen Ablaufanlage, wobei für die jeweiligen Abläufe in Form von ablaufenden Wagen oder Wagengruppen für eine erste Gleisbremse ausgehend von einer Soll-Auslaufgeschwindigkeit aus der ersten Gleisbremse und unter Berücksichtigung des Arbeitsvermögens der ersten Gleisbremse sowie unter Berücksichtigung von Eigenschaften des jeweiligen Ablaufs zumindest ein Wert für eine Einlaufgeschwindigkeit in die erste Gleisbremse ermittelt wird, für eine bezogen auf die erste Gleisbremse bergwärts gelegene zweite Gleisbremse ausgehend von dem ermittelten zumindest einen Wert für die Einlaufgeschwindigkeit in die erste Gleisbremse zumindest ein Wert für eine Auslaufgeschwindigkeit aus der zweiten Gleisbremse bestimmt wird und die zweite Gleisbremse unter Berücksichtigung des bestimmten zumindest einen Wertes für die Auslaufgeschwindigkeit gesteuert wird.This object is achieved according to the invention by a method for operating a shunting shunting system, whereby for the respective processes in the form of wagons or groups of wagons being run off for a first track brake, based on a target run-out speed from the first track brake and taking into account the work capacity of the first track brake and under At least one value for an entry speed into the first track brake is determined taking into account properties of the respective process, for a second track brake located uphill in relation to the first track brake, at least one value for an exit speed based on the determined at least one value for the entry speed into the first track brake is determined from the second track brake and the second track brake is controlled taking into account the determined at least one value for the coasting speed.

Gemäß dem ersten Schritt des erfindungsgemäßen Verfahrens wird für die jeweiligen Abläufe in Form von ablaufenden Wagen oder Wagengruppen für eine erste Gleisbremse ausgehend von einer Soll-Auslaufgeschwindigkeit aus der ersten Gleisbremse zumindest ein Wert für eine Einlaufgeschwindigkeit in die erste Gleisbremse ermittelt. Hierbei kann die Soll-Auslaufgeschwindigkeit aus der ersten Gleisbremse einerseits für alle Abläufe fest vorgegeben oder vorgebbar sein. Andererseits ist es auch denkbar, dass bereits die Soll-Auslaufgeschwindigkeit aus der ersten Gleisbremse spezifisch für den jeweiligen Ablauf ermittelt wird.According to the first step of the method according to the invention, at least one value for an entry speed into the first track brake is determined for the respective sequences in the form of cars or groups of cars for a first track brake, based on a target exit speed from the first track brake. In this case, the desired run-out speed from the first track brake can be fixed or can be predetermined for all processes. On the other hand, it is also conceivable that the setpoint run-out speed from the first rail brake is already determined specifically for the respective process.

Erfindungsgemäß wird der zumindest eine Wert für die Einlaufgeschwindigkeit in die erste Gleisbremse unter Berücksichtigung des Arbeitsvermögens der ersten Gleisbremse sowie unter Berücksichtigung von Eigenschaften des jeweiligen Ablaufs ermittelt. Dies ist vorteilhaft, da hierdurch eine die jeweiligen Gegebenheiten in Bezug auf die erste Gleisbremse sowie den jeweiligen Ablauf berücksichtigende bestmögliche Steuerung der Gleisbremsen der rangiertechnischen Ablaufanlage ermöglicht wird. Hinsichtlich des Arbeitsvermögens der ersten Gleisbremse können hierbei vorteilhafterweise für die betreffende Gleisbremse spezifische Aspekte, wie beispielsweise das Alter der Bremse oder ein defektes Ventil, berücksichtigt werden.According to the invention, the at least one value for the entry speed into the first track brake is determined taking into account the work capacity of the first track brake and taking into account properties of the respective process. This is advantageous because it enables the best possible control of the track brakes of the shunting yard system, taking into account the respective circumstances in relation to the first track brake and the respective process. With regard to the working capacity of the first track brake, aspects specific to the relevant track brake, such as the age of the brake or a defective valve, can advantageously be taken into account.

Im Rahmen des erfindungsgemäßen Verfahrens kann es sich bei dem ermittelten zumindest einen Wert für die Einlaufgeschwindigkeit in die erste Gleisbremse einerseits um einen einzelnen Wert, beispielsweise in Form einer maximalen Einlaufgeschwindigkeit, bei der ein Abbremsen des jeweiligen Ablaufs auf die Soll-Auslaufgeschwindigkeit durch die erste Gleisbremse noch gewährleistet ist, handeln. Anderseits kann der zumindest eine Wert für die Einlaufgeschwindigkeit beispielsweise auch aus einer Mehrzahl diskreter Geschwindigkeitswerte oder einem durch eine obere sowie eine untere Einlaufgeschwindigkeit begrenzten Geschwindigkeitsbereich bestehen.In the context of the method according to the invention, the at least one value determined for the entry speed into the first track brake can be a single value, for example in the form of a maximum entry speed at which the respective process is braked to the target exit speed by the first track brake is still guaranteed to act. On the other hand, the at least one value for the run-in speed can also consist, for example, of a plurality of discrete speed values or a speed range delimited by an upper and a lower run-in speed.

Gemäß dem zweiten Schritt des erfindungsgemäßen Verfahrens wird nun für eine bezogen auf die erste Gleisbremse bergwärts gelegene zweite Gleisbremse ausgehend von dem ermittelten zumindest einen Wert für die Einlaufgeschwindigkeit in die erste Gleisbremse zumindest ein Wert für die Auslaufgeschwindigkeit aus der zweiten Gleisbremse bestimmt. Dies bedeutet, dass der zumindest eine Wert für die Auslaufgeschwindigkeit aus der zweiten Gleisbremse entlang des Laufweges "von unten nach oben", d.h. von den Richtungsgleisen in Richtung des Ablaufberges berechnet beziehungsweise bestimmt wird. Dabei wird der zumindest eine Wert für die Auslaufgeschwindigkeit aus der zweiten Gleisbremse im Unterschied zu dem bekannten Verfahren zum Steuern von Gleisbremsen, bei dem von einer für alle Abläufe identischen Soll-Einlaufgeschwindigkeit ausgegangen wird, ausgehend von dem zuvor ermittelten zumindest einen Wert für die Einlaufgeschwindigkeit in die erste Gleisbremse, d.h. ausgehend von zumindest einem für den jeweiligen Ablauf spezifischen Wert der Einlaufgeschwindigkeit in die erste Gleisbremse, bestimmt.According to the second step of the method according to the invention, at least one value for the exit speed from the second track brake is now determined for a second track brake located uphill in relation to the first track brake, based on the determined at least one value for the entry speed into the first track brake. This means that the at least one value for the run-out speed from the second track brake along the route "from bottom to top", ie from the direction tracks is calculated or determined in the direction of the hump. In contrast to the known method for controlling track brakes, in which a setpoint entry speed that is identical for all processes is assumed, the at least one value for the exit speed from the second track brake is calculated based on the previously determined at least one value for the entry speed in the first track brake, ie based on at least one value of the entry speed in the first track brake that is specific for the respective process.

Im Rahmen des erfindungsgemäßen Verfahrens kann es sich bei dem zumindest einen bestimmten Wert für die Auslaufgeschwindigkeit aus der zweiten Gleisbremse analog zu dem zumindest einen Wert für die Einlaufgeschwindigkeit in die erste Gleisbremse um einen einzelnen Geschwindigkeitswert, mehrere diskrete Werte oder auch einen Geschwindigkeitsbereich beziehungsweise ein Geschwindigkeitsband handeln.Within the scope of the method according to the invention, the at least one specific value for the exit speed from the second track brake can be a single speed value, several discrete values or a speed range or a speed band, analogously to the at least one value for the entry speed into the first track brake .

Gemäß dem dritten Schritt des erfindungsgemäßen Verfahrens wird die zweite Gleisbremse unter Berücksichtigung des bestimmten zumindest einen Wertes für die Auslaufgeschwindigkeit gesteuert. Dies bedeutet, dass die zweite Gleisbremse derart betätigt wird, dass der jeweilige Ablauf im Normalfall am Ende der zweiten Gleisbremse eine maximal zulässige Auslaufgeschwindigkeit nicht überschreitet, so dass letztlich durch die erste Gleisbremse ein Einhalten der Soll-Auslaufgeschwindigkeit aus der ersten Gleisbremse gewährleistet werden kann.According to the third step of the method according to the invention, the second track brake is controlled taking into account the at least one value determined for the run-down speed. This means that the second track brake is actuated in such a way that the respective sequence at the end of the second track brake does not normally exceed a maximum permissible run-out speed, so that ultimately the first track brake can ensure compliance with the target run-out speed from the first track brake.

Erfindungsgemäß ist vorgesehen, dass ausgehend von dem bestimmten zumindest einen Wert für die Auslaufgeschwindigkeit aus der zweiten Gleisbremse zumindest ein Wert für eine Einlaufgeschwindigkeit in die zweite Gleisbremse ermittelt wird, für eine bezogen auf die zweite Gleisbremse bergwärts gelegene dritte Gleisbremse ausgehend von dem ermittelten zumindest einen Wert für die Einlaufgeschwindigkeit in die zweite Gleisbremse zumindest ein Wert für eine Auslaufgeschwindigkeit aus der dritten Gleisbremse bestimmt wird und die dritte Gleisbremse unter Berücksichtigung des bestimmten zumindest einen Wertes für die Auslaufgeschwindigkeit aus der dritten Gleisbremse gesteuert wird. Das erfindungsgemäße Verfahren ist somit vorteilhafterweise auf eine beliebige Anzahl von in dem jeweiligen Laufweg des jeweiligen Ablaufs liegenden Gleisbremsen anwendbar. Hierbei wird jeweils beginnend mit der am weitesten talwärts gelegenen Gleisbremse ausgehend von der vorgegebenen beziehungsweise bestimmten Auslaufgeschwindigkeit aus der jeweiligen Gleisbremse beziehungsweise den jeweiligen Werten für diese Auslaufgeschwindigkeit zumindest ein Wert für die Einlaufgeschwindigkeit in die betreffende Gleisbremse ermittelt und bezogen auf die in Richtung des Ablaufbergs nächstgelegene Gleisbremse ausgehend von diesem ermittelten zumindest einen Wert der Einlaufgeschwindigkeit zumindest ein Wert für die Auslaufgeschwindigkeit aus dieser Gleisbremse bestimmt.According to the invention, it is provided that, based on the determined at least one value for the exit speed from the second track brake, at least one value for an entry speed into the second track brake is determined, for a third track brake located uphill in relation to the second track brake, based on the determined at least one value at least one value for an exit speed from the third track brake is determined for the entry speed into the second track brake and the third track brake is controlled taking into account the determined at least one value for the exit speed from the third track brake. The method according to the invention can thus advantageously be applied to any number of rail brakes located in the respective route of the respective sequence. Starting with the track brake furthest down the valley, at least one value for the entry speed into the relevant track brake is determined based on the specified or determined exit speed from the respective track brake or the respective values for this exit speed and related to the closest track brake in the direction of the hump at least one value for the exit speed from this rail brake is determined on the basis of this determined at least one value of the entry speed.

Das erfindungsgemäße Verfahren ist grundsätzlich zum Steuern beliebiger Gleisbremsen rangiertechnischer Ablaufanlagen geeignet.The method according to the invention is basically suitable for controlling any rail brakes of shunting yard systems.

Von dem bekannten Verfahren, bei dem die Soll-Auslaufgeschwindigkeit jeweils separat von Bremse zu Bremse bestimmt wird, unterscheidet sich das erfindungsgemäße Verfahren somit insbesondere dahingehend grundlegend, das es eine bremsübergreifende Bestimmung der Auslaufgeschwindigkeit aus der zweiten Gleisbremse vorsieht. Hierdurch kann vorteilhafterweise eine Gesamtoptimierung des Betriebs und damit verbunden der Leistungsfähigkeit der Ablaufanlage erfolgen. Dabei ist es im Rahmen des erfindungsgemäßen Verfahrens beispielsweise möglich, eine Optimierung in Bezug auf die Laufzeit des jeweiligen Ablaufs vorzunehmen. So wird es dadurch, dass die Abbremsung auf ein niedriges Geschwindigkeitsniveau, wie es für die Richtungsgleise üblich ist, so weit talwärts wie möglich erfolgen kann, beispielsweise ermöglicht, leichte Abläufe mit hoher Geschwindigkeit aus der Talbremse auslaufen zu lassen, da bekannt ist, dass nur eine vergleichsweise geringe kinetische Energie in der Richtungsgleisbremse abgebaut werden muss. Hierdurch können geringere Folgezeiten zwischen aufeinanderfolgenden Abläufen erzielt werden, wodurch im Ergebnis eine höhere Bergleistung ermöglicht wird. Dies gilt insbesondere für Ablaufanlagen mit asymmetrischen Verteilzonen, d.h. beispielsweise mit in Abhängigkeit von dem jeweiligen Laufweg stark unterschiedlichen Abständen zwischen Tal- und Richtungsgleisbremsen.The method according to the invention therefore differs fundamentally from the known method, in which the setpoint run-out speed is determined separately from brake to brake, in that it provides for a brake-encompassing determination of the run-out speed from the second track brake. As a result, an overall optimization of the operation and, associated therewith, of the performance of the drainage system can advantageously take place. It is possible within the framework of the method according to the invention, for example, to carry out an optimization with regard to the runtime of the respective process. For example, the fact that the deceleration to a low speed level, as is usual for the direction tracks, can take place as far down the valley as possible makes it possible to let light processes run out of the valley brake at high speed, since it is known that only a comparatively small amount of kinetic energy has to be dissipated in the directional rail brake. As a result, shorter follow-up times between successive runs can be achieved, which results in a higher mountain performance being made possible. This applies in particular to humps with asymmetrical distribution zones, i.e., for example, with very different distances between valley and directional retarders, depending on the route in question.

Es sei darauf hingewiesen, dass bei der Steuerung der Gleisbremsen darüber hinaus für die jeweilige Ablaufanlage spezifische Randbedingungen, etwa in Form von maximalen Befahrungsgeschwindigkeiten im Laufweg, berücksichtigt werden können.It should be pointed out that when controlling the rail brakes, specific boundary conditions for the respective hump, for example in the form of maximum travel speeds in the route, can also be taken into account.

Vorzugsweise kann das erfindungsgemäße Verfahren derart fortgebildet sein, dass als Eigenschaften des jeweiligen Ablaufs die Masse, die Achszahl, die Verteilung der Masse auf die Achsen und/oder der Laufwiderstand berücksichtigt werden. Dies ist vorteilhaft, da es sich bei den genannten Größen um solche handelt, welche das Laufverhalten des jeweiligen Ablaufs sowie die gegebenenfalls für ein Abbremsen erforderliche Bremskraft maßgeblich beeinflussen.The method according to the invention can preferably be developed in such a way that the mass, the number of axles, the distribution of the mass over the axles and/or the running resistance are taken into account as properties of the respective sequence. This is advantageous because the variables mentioned are those that decisively influence the running behavior of the respective process and the braking force that may be required for braking.

Gemäß einer weiteren besonders bevorzugten Ausführungsform des erfindungsgemäßen Verfahrens wird bezogen auf die jeweiligen Abläufe jeweils zumindest ein Messwert erfasst und das bei der Ermittlung des zumindest einen Wertes für die Einlaufgeschwindigkeit in die erste Gleisbremse berücksichtigte Arbeitsvermögen der ersten Gleisbremse anhand des zumindest einen erfassten Messwertes adaptiv nachgeführt. Dabei werden vorzugsweise insbesondere die tatsächlichen Ein- und Auslaufgeschwindigkeiten in beziehungsweise aus der jeweiligen Gleisbremse als Messwerte erfasst und anhand eines Vergleichs mit protokollierten Bremsstufen beziehungsweise Zuständen der Gleisbremse für eine Anpassung des Arbeitsvermögens der jeweiligen Gleisbremse verwendet. Dies bietet den Vorteil, dass Änderungen des Arbeitsvermögens der Gleisbremsen, wie sie sich beispielsweise aufgrund Verschleiß ergeben können, automatisch bei der Steuerung der Gleisbremsen berücksichtigt werden und somit eine gleichbleibende Zuverlässigkeit der Ablaufanlage erzielt wird.According to a further particularly preferred embodiment of the method according to the invention, at least one measured value is recorded in relation to the respective sequences and the work capacity of the first track brake taken into account when determining the at least one value for the entry speed into the first track brake is adaptively tracked using the at least one recorded measured value. In particular, the actual run-in and run-out speeds in and out of the respective track brake are preferably recorded as measured values and used on the basis of a comparison with logged braking stages or states of the track brake to adjust the working capacity of the respective track brake. This offers the advantage that changes in the work capacity of the track brakes, such as can result from wear, are automatically taken into account when controlling the track brakes, and the reliability of the hump system is therefore maintained at the same level.

Vorzugsweise kann das erfindungsgemäße Verfahren darüber hinaus auch derart ausgestaltet sein, dass bei der Ermittlung des zumindest einen Wertes für die Einlaufgeschwindigkeit in die erste Gleisbremse ein im Vergleich zum maximalen Arbeitsvermögen der ersten Gleisbremse reduziertes Arbeitsvermögen berücksichtigt wird. Dies ist vorteilhaft, da hierdurch beispielsweise eine systematische Überlastung der ersten Gleisbremse, d.h. der talwärts gelegenen Gleisbremse, vermieden werden kann. Hierbei ist es beispielsweise denkbar, dass die maximal zur Verfügung stehende Bremsstufe und damit die wirksam werdende Bremsarbeit beziehungsweise das jeweilige Arbeitsvermögen der ersten Gleisbremse gemäß einem Faktor reduziert wird.Preferably, the method according to the invention can also be designed such that when determining the at least one value for the entry speed into the first track brake, a work capacity that is reduced compared to the maximum work capacity of the first track brake is taken into account. This is advantageous because, for example, a systematic overloading of the first track brake, ie the track brake down the valley, can thereby be avoided. It is conceivable here, for example, that the maximum available braking level and thus the braking work that becomes effective or the respective working capacity of the first track brake is reduced according to a factor.

Gemäß einer weiteren besonders bevorzugten Ausführungsform des erfindungsgemäßen Verfahrens wird bei einer ersten Gleisbremse in Form einer Richtungsgleisbremse eine zweite Gleisbremse in Form einer Talbremse gesteuert. Dies ist vorteilhaft, da Ablaufanlagen häufig zwei entsprechende Bremsenstaffeln aufweisen. Bei einer dritten Gleisbremse kann es sich in diesem Fall beispielsweise um eine auch als Rampenbremse bezeichnete Bergbremse handeln. Des Weiteren können auch Gefälleausgleichsbremsen, die in Abhängigkeit von der jeweiligen Ausführungsform der Ablaufanlage im Bereich der Richtungsgleise angeordnet sein können, im Rahmen des Verfahrens berücksichtigt werden.According to a further particularly preferred embodiment of the method according to the invention, in the case of a first track brake in the form of a directional track brake, a second track brake is controlled in the form of a valley brake. This is advantageous since drainage systems often have two corresponding brake squadrons. In this case, a third track brake can be, for example, a mountain brake, also referred to as a ramp brake. Furthermore, gradient compensating brakes, which can be arranged in the area of the routing tracks depending on the respective embodiment of the hump, can also be taken into account in the context of the method.

Vorzugsweise ist das erfindungsgemäße Verfahren weiterhin derart ausgestaltet, dass bei der Steuerung der zweiten Gleisbremse ein dem jeweiligen Ablauf vorhergehender und/oder ein dem jeweiligen Ablauf nachfolgender Ablauf berücksichtigt wird. So kann die zweite Gleisbremse unter Berücksichtigung des bestimmten zumindest einen Wertes für die Auslaufgeschwindigkeit vorteilhafterweise insbesondere derart gesteuert werden, dass solche Abläufe, bei denen es auf dem Laufweg zwischen der zweiten Gleisbremse und der ersten Gleisbremse zu einem zeitlichen Konflikt mit einem vorhergehenden Ablauf kommt beziehungsweise kommen könnte, in der zweiten Gleisbremse derart abgebremst werden, dass sie die erste Gleisbremse zum Erreichen der Soll-Auslaufgeschwindigkeit im Extremfall ungebremst durchlaufen. Dies ermöglicht es, den erkannten zeitlichen Konflikt zu entschärfen oder gar ganz aufzulösen, wobei die Auslaufgeschwindigkeit aus der zweiten Gleisbremse erforderlichenfalls vorteilhafterweise dahingehend korrigiert beziehungsweise optimiert wird, dass ein zur Vermeidung von Stößen von aufeinander folgenden Abläufen sowie zum Stellen der Weichen erforderliche Abstand zwischen den Abläufen gewährleistet ist. Im Ergebnis besteht somit auch in diesem Fall die Möglichkeit, die Folgezeit aufeinanderfolgender Abläufe zu reduzieren und damit eine höhere Bergleistung der Ablaufanlage zu ermöglichen.Preferably, the method according to the invention is further configured in such a way that when controlling the second track brake, a sequence preceding and/or following the respective sequence is taken into account. The second track brake can thus advantageously be controlled, taking into account the at least one value determined for the run-out speed, in particular in such a way that processes in which there is a time conflict with a previous process on the route between the second track brake and the first track brake are or are occurring could be decelerated in the second track brake in such a way that, in extreme cases, they pass through the first track brake unbraked in order to reach the target run-out speed. This makes it possible to defuse the identified time conflict or even resolve it entirely, with the run-out speed from the second rail brake being corrected or optimized if necessary, advantageously in such a way that there is a distance between the processes required to avoid impacts from successive processes and to set the points is guaranteed. As a result, there is also the possibility in this case to reduce the follow-up time of successive processes and thus to enable a higher mountain performance of the drainage system.

Hinsichtlich der Steuereinrichtung für die rangiertechnische Ablaufanlage liegt der vorliegenden Erfindung die Aufgabe zugrunde, eine Steuereinrichtung anzugeben, die eine Erhöhung der Leistungsfähigkeit der jeweiligen Ablaufanlage ermöglicht.With regard to the control device for the shunting hump, the present invention is based on the object of specifying a control device that enables an increase in the performance of the respective hump.

Diese Aufgabe wird erfindungsgemäß gelöst durch eine Steuereinrichtung für eine rangiertechnische Ablaufanlage, wobei die Steuereinrichtung ausgebildet ist, für die jeweiligen Abläufe in Form von ablaufenden Wagen oder Wagengruppen für eine erste Gleisbremse ausgehend von einer Soll-Auslaufgeschwindigkeit aus der ersten Gleisbremse zumindest einen Wert für eine Einlaufgeschwindigkeit in die erste Gleisbremse zu ermitteln, für eine bezogen auf die erste Gleisbremse bergwärts gelegene zweite Gleisbremse ausgehend von dem ermittelten zumindest einen Wert für die Einlaufgeschwindigkeit in die erste Gleisbremse und unter Berücksichtigung des Arbeitsvermögens der ersten Gleisbremse sowie unter Berücksichtigung von Eigenschaften des jeweiligen Ablaufs zumindest einen Wert für eine Auslaufgeschwindigkeit aus der zweiten Gleisbremse zu bestimmen und die zweite Gleisbremse unter Berücksichtigung des bestimmten zumindest einen Wertes für die Auslaufgeschwindigkeit zu steuern.This object is achieved according to the invention by a control device for a shunting shunting system, the control device being designed to generate at least one value for an entry speed for the respective processes in the form of cars or groups of cars moving off for a first track brake, based on a target exit speed from the first track brake into the first track brake, for a second track brake located uphill in relation to the first track brake, based on the determined at least one value for the entry speed into the first track brake and taking into account the work capacity of the first track brake and taking into account properties of the respective process at least one To determine a value for a run-out speed from the second track brake and to control the second track brake, taking into account the determined at least one value for the run-out speed.

Erfindungsgemäß ist die Steuereinrichtung ausgebildet, ausgehend von dem bestimmten zumindest einen Wert für die Auslaufgeschwindigkeit aus der zweiten Gleisbremse zumindest einen Wert für eine Einlaufgeschwindigkeit in die zweite Gleisbremse zu ermitteln, für eine bezogen auf die zweite Gleisbremse bergwärts gelegene dritte Gleisbremse ausgehend von dem ermittelten zumindest einen Wert für die Einlaufgeschwindigkeit in die zweite Gleisbremse zumindest einen Wert für eine Auslaufgeschwindigkeit aus der dritten Gleisbremse zu bestimmen und die dritte Gleisbremse unter Berücksichtigung des bestimmten zumindest einen Wertes für die Auslaufgeschwindigkeit aus der dritten Gleisbremse zu steuern.According to the invention, the control device is designed, starting from the determined at least one value for the exit speed from the second track brake, to determine at least one value for an entry speed into the second track brake, for a third track brake located uphill in relation to the second track brake, starting from the determined at least one value for the entry speed into the second track brake to determine at least one value for an exit speed from the third track brake and to control the third track brake taking into account the determined at least one value for the exit speed from the third track brake.

Die Vorteile der erfindungsgemäßen Steuereinrichtung entsprechen denjenigen des erfindungsgemäßen Verfahrens, so dass diesbezüglich auf die entsprechenden vorstehenden Ausführungen verwiesen wird. Gleiches gilt hinsichtlich der im Folgenden genannten bevorzugten Weiterbildungen der erfindungsgemäßen Steuereinrichtung in Bezug auf die entsprechenden bevorzugten Weiterbildungen des erfindungsgemäßen Verfahrens, so dass auch diesbezüglich auf die entsprechenden vorstehenden Erläuterungen verwiesen wird.The advantages of the control device according to the invention correspond to those of the method according to the invention, so that reference is made in this regard to the corresponding statements above. The same applies with regard to the preferred developments of the control device according to the invention mentioned below in relation to the corresponding preferred developments of the method according to the invention, so that reference is also made in this regard to the corresponding explanations above.

Gemäß einer vorteilhaften Ausführungsform ist die erfindungsgemäße Steuereinrichtung ausgebildet, als Eigenschaften des jeweiligen Ablaufs die Masse, die Achszahl, die Verteilung der Masse auf die Achsen und/oder den Laufwiderstand zu berücksichtigen.According to an advantageous embodiment, the control device according to the invention is designed to take into account the mass, the number of axles, the distribution of the mass over the axles and/or the running resistance as properties of the respective sequence.

Gemäß einer weiteren besonders bevorzugten Weiterbildung ist die erfindungsgemäße Steuereinrichtung ausgebildet, bezogen auf die jeweiligen Abläufe jeweils zumindest einen Messwert zu erfassen und das bei der Ermittlung des zumindest einen Wertes für die Einlaufgeschwindigkeit in die erste Gleisbremse berücksichtigte Arbeitsvermögen der ersten Gleisbremse anhand des zumindest einen erfassten Messwertes adaptiv nachzuführen.According to a further particularly preferred development, the control device according to the invention is designed to record at least one measured value in relation to the respective sequences and the working capacity of the first track brake, which is taken into account when determining the at least one value for the entry speed into the first track brake, based on the at least one recorded measured value track adaptively.

Vorzugsweise kann die erfindungsgemäße Steuereinrichtung auch ausgestaltet sein, bei der Ermittlung des zumindest einen Wertes für die Einlaufgeschwindigkeit in die erste Gleisbremse ein im Vergleich zum maximalen Arbeitsvermögen der ersten Gleisbremse reduziertes Arbeitsvermögen zu berücksichtigenPreferably, the control device according to the invention can also be configured, when determining the at least one value for the entry speed into the first track brake, in comparison to the maximum working capacity of the first track brake reduced capacity to work

Vorteilhafterweise kann die erfindungsgemäße Steuereinrichtung auch derart ausgeführt sein, dass die Steuereinrichtung ausgebildet ist, bei der Steuerung der zweiten Gleisbremse einen dem jeweiligen Ablauf vorhergehenden und/oder einen dem jeweiligen Ablauf nachfolgenden Ablauf zu berücksichtigen. Vorzugsweise ist die erfindungsgemäße Steuereinrichtung weiterhin derart weitergebildet, dass die erste Gleisbremse eine Richtungsgleisbremse und die zweite Gleisbremse eine Talbremse ist.Advantageously, the control device according to the invention can also be designed in such a way that the control device is designed to take into account a sequence preceding the respective sequence and/or a sequence subsequent to the respective sequence when controlling the second track brake. The control device according to the invention is preferably further developed in such a way that the first track brake is a directional track brake and the second track brake is a valley brake.

Im Folgenden wird die Erfindung anhand von Ausführungsbeispielen näher erläutert. Hierzu zeigt

Figur 1
in einer schematischen Skizze ein Ausführungsbeispiel einer Ablaufanlage mit einem Ausführungsbeispiel der erfindungsgemäßen Steuereinrichtung,
Figur 2
in einem exemplarischen GeschwindigkeitsWeg-Diagramm einen Vergleich der sich für einen Ablauf mit beziehungsweise ohne eine Steuerung der Gleisbremsen einer Ablaufanlage gemäß einem Ausführungsbeispiel des erfindungsgemäßen Verfahrens ergebenden Kurven und
Figur 3
in einem exemplarischen Zeit-Weg-Diagramm einen Vergleich der sich für einen Ablauf mit beziehungsweise ohne eine Steuerung der Gleisbremsen einer Ablaufanlage gemäß einem Ausführungsbeispiel des erfindungsgemäßen Verfahrens ergebenden Kurven.
The invention is explained in more detail below using exemplary embodiments. For this shows
figure 1
in a schematic sketch an exemplary embodiment of a discharge system with an exemplary embodiment of the control device according to the invention,
figure 2
in an exemplary speed-distance diagram, a comparison of the curves resulting for a sequence with and without control of the rail brakes of a sequence system according to an exemplary embodiment of the method according to the invention, and
figure 3
in an exemplary time-distance diagram, a comparison of the curves resulting for a process with and without control of the rail brakes of a hump system according to an exemplary embodiment of the method according to the invention.

Figur 1 zeigt in einer schematischen Skizze ein Ausführungsbeispiel einer Ablaufanlage 10 mit einem Ausführungsbeispiel der erfindungsgemäßen Steuereinrichtung. Dabei stellt der obere Teil der Figur 1 das Gleisbild der Ablaufanlage 10 und der untere Teil der Figur das Profil beziehungsweise einen Längsschnitt der Ablaufanlage 10 dar. figure 1 shows a schematic sketch of an embodiment of a discharge system 10 with an embodiment of the control device according to the invention. The upper part of the figure 1 the track diagram of the hump 10 and the lower part of the figure shows the profile or a longitudinal section of the hump 10.

Entsprechend der Darstellung der Figur 1 weist die Ablaufanlage 10, die Bestandteil einer rangiertechnischen Anlage des schienengebundenen Verkehrs ist, eine Ablauframpe 20 auf, an die sich eine Zwischenneigung 30, eine Verteilweichen 80 bis 86 aufweisende Verteilzone 40 sowie Richtungsgleise 50 bis 57 anschließen. Darüber hinaus sind in der Figur Gleisbremsen in Form von Talbremsen 60, 61 und Richtungsgleisbremsen 70 bis 77 erkennbar.According to the representation of figure 1 the discharge system 10, which is part of a shunting system for rail traffic, has a discharge ramp 20, to which an intermediate incline 30, a distribution zone 40 having distribution switches 80 to 86, and directional tracks 50 to 57 are connected. In addition, track brakes in the form of valley brakes 60, 61 and directional track brakes 70 to 77 can be seen in the figure.

Neben den genannten Komponenten der Ablaufanlage 10 sind in der Figur exemplarisch Abläufe 100 und 101 dargestellt, die von einer Abdrücklokomotive 110 über den Ablaufberg geschoben beziehungsweise abgedrückt worden sind und sich in der Folge angetrieben durch die einwirkende Schwerkraft entlang der Ablaufanlage 10 bewegen.In addition to the components of the hump 10 mentioned, the figure shows examples of chutes 100 and 101 that have been pushed or pushed over the hump by a hump locomotive 110 and subsequently move along the hump 10 driven by the acting gravity.

Zur Steuerung der Gleisbremsen in Form der Talbremsen 60 und 61 ist in Figur 1 des Weiteren eine Talbremsensteuerung 200 angedeutet, die über Kommunikationsverbindungen 210 und 211, die drahtgebunden oder auch drahtlos ausgeführt sein können, an die Talbremsen 60, 61 angebunden ist. In entsprechender Weise sind die Richtungsgleisbremsen 70 bis 77 kommunikationstechnisch an eine Richtungsgleisbremsensteuerung 220 angebunden. Aus Gründen der Übersichtlichkeit ist hierbei in Figur 1 lediglich exemplarisch eine entsprechende Kommunikationsverbindung 221 zwischen der Richtungsgleisbremse 77 und der Richtungsgleisbremsensteuerung 220 gezeigt. Die Talbremsensteuerung 200 sowie die Richtungsgleisbremsensteuerung 220 sind jeweils über Kommunikationsverbindungen 231 beziehungsweise 232 mit einer zentralen Steuervorrichtung 230 der Ablaufanlage 10 verbunden. Dies bedeutet, dass durch die Komponenten 200, 220 und 230 insgesamt eine Steuereinrichtung zum Steuern der Gleisbremsen in Form der Talbremsen 60 und 61 sowie die Richtungsgleisbremsen 70 bis 77 in Form eines verteilten Steuerungssystems gebildet wird. Alternativ hierzu wäre es selbstverständlich beispielsweise auch möglich, dass die Talbremsen 60, 61 sowie die Richtungsgleisbremsen 70 bis 77 unmittelbar mit der zentralen Steuervorrichtung 230 verbunden sind.To control the rail brakes in the form of valley brakes 60 and 61, in figure 1 Furthermore, a valley brake control 200 is indicated, which is connected to the valley brakes 60, 61 via communication links 210 and 211, which can be wired or wireless. In a corresponding manner, the directional rail brakes 70 to 77 are linked to a directional rail brake controller 220 in terms of communication. For reasons of clarity, in figure 1 A corresponding communication connection 221 between the directional rail brake 77 and the directional rail brake controller 220 is shown merely as an example. The valley brake controller 200 and the directional rail brake controller 220 are each connected to a central control device 230 of the hump system 10 via communication links 231 and 232, respectively. This means that the components 200, 220 and 230 together form a control device for controlling the track 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. As an alternative to this, 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.

Die Steuerung der Gleisbremsen in Form der Talbremsen 60, 61 sowie der Richtungsgleisbremsen 70 bis 77 der Ablaufanlage 10 erfolgt nun gemäß einem Ausführungsbeispiel des erfindungsgemäßen Verfahrens derart, dass eine bremsübergreifende Betrachtung beziehungsweise Optimierung der jeweiligen Geschwindigkeiten der Abläufe 100, 101 vorgenommen wird. Im Rahmen des beschriebenen Ausführungsbeispiels sei hierbei angenommen, dass der Ablauf 100 für das Richtungsgleis 50 bestimmt ist und daher auf seinem Laufweg zunächst die Talbremse 60 und anschließend die Richtungsgleisbremse 70 passiert beziehungsweise passieren wird.The track brakes in the form of the valley brakes 60, 61 and the directional track brakes 70 to 77 of the hump system 10 are now controlled according to an exemplary embodiment of the method according to the invention in such a way that the respective speeds of the humps 100, 101 are considered or optimized across the brakes. In the context of the exemplary embodiment described, it is assumed here that the sequence 100 is intended for the siding 50 and therefore first passes or will pass the valley brake 60 and then the siding brake 70 on its route.

Beginnend von der im vorgesehenen Laufweg des Ablaufs 100 am weitesten talwärts gelegenen Gleisbremse, d.h. der Richtungsgleisbremse 70, wird nun für diese ausgehend von einer Soll-Auslaufgeschwindigkeit aus der Richtungsgleisbremse 70 zumindest ein Wert für eine Einlaufgeschwindigkeit in die Richtungsgleisbremse 70 ermittelt. Dabei sei angenommen, dass die Soll-Auslaufgeschwindigkeit aus den Richtungsgleisbremsen 70 bis 77 auf einen einheitlichen Wert von beispielsweise 1,5 m/s festgelegt beziehungsweise vorgegeben ist. Ausgehend von dieser Soll-Auslaufgeschwindigkeit aus der ersten Gleisbremse in Form der Richtungsgleisbremse 70 wird nun - und zwar bevor der Ablauf 100 die Talbremse 60 erreicht hat - unter Berücksichtigung des Arbeitsvermögens der ersten Gleisbremse in Form der Richtungsgleisbremse 70 sowie unter Berücksichtigung von Eigenschaften des Ablaufs 100 zumindest ein Wert für die Einlaufgeschwindigkeit in die Richtungsgleisbremse 70 ermittelt beziehungsweise prognostiziert. Bei den derart ermittelten Werten für die Einlaufgeschwindigkeit handelt es sich vorzugsweise um eine Schar von Geschwindigkeitswerten beziehungsweise einen durch einen unteren sowie einen oberen Wert begrenzten Wertebereich für die Einlaufgeschwindigkeit. Dabei ist der zumindest eine ermittelte Wert für die Einlaufgeschwindigkeit in die Richtungsgleisbremse 70 vorzugsweise spezifisch für den Ablauf 100, d.h. unter Berücksichtigung beispielsweise der Masse, der Achszahl, der Verteilung der Masse auf die Achsen und des Laufwiderstands des Ablaufs 100, gerade derart gewählt, dass er zwischen einem unteren und einem oberen Grenzwert liegt. Hierbei ist der untere Grenzwert vorteilhafterweise durch eine Minimalgeschwindigkeit bestimmt, bei welcher der Ablauf 100 die Richtungsgleisbremse 70 ohne von dieser geleistete Bremsarbeit mit der Soll-Auslaufgeschwindigkeit verlässt. Hingegen entspricht der obere Grenzwert einer Maximalgeschwindigkeit, bei der ein Abbremsen des Ablaufs 100 auf die Soll-Auslaufgeschwindigkeit durch die Richtungsgleisbremse 70 gerade noch zuverlässig möglich ist. Um hierbei eine systematische Überlastung der Richtungsgleisbremse 70, d.h. einen dauerhaften Betrieb der Richtungsgleisbremse 70 im Bereich ihrer maximalen Leistungsfähigkeit, zu verhindern, kann bei der Ermittlung der Einlaufgeschwindigkeit in die Richtungsgleisbremse 70 ein im Vergleich zum maximalen Arbeitsvermögen der Richtungsgleisbremse 70 reduziertes Arbeitsvermögen angesetzt beziehungsweise berücksichtigt werden. Darüber hinaus kann zwecks Berücksichtigung von beispielsweise Alterungserscheinungen oder Defekten der Richtungsgleisbremse 70 eine Erfassung von Messwerten, etwa in Form der Einlaufgeschwindigkeit sowie der Auslaufgeschwindigkeit aus der Gleisbremse in Form der Richtungsgleisbremse 70 erfolgen. Dies ermöglicht es, beispielsweise basierend auf einer statistischen Betrachtung unter Berücksichtigung im zeitlichen Verlauf protokollierter Bremsstufen für eine Vielzahl von Abläufen ein adaptives Nachführen des bei der Ermittlung der Einlaufgeschwindigkeit in die Richtungsgleisbremse 70 berücksichtigten Arbeitsvermögens der Richtungsgleisbremse 70 vorzunehmen.Beginning with the track brake located furthest down the valley in the planned route of the sequence 100, ie the directional track brake 70, at least one value for an entry speed into the directional track brake is now calculated for this based on a target exit speed from the directional track brake 70 70 determined. In this context, it is assumed that the setpoint run-out speed from the directional rail brakes 70 to 77 is set or predetermined to a uniform value of, for example, 1.5 m/s. Starting from this target run-out speed from the first track brake in the form of the directional track brake 70 - before the process 100 has reached the valley brake 60 - taking into account the working capacity of the first track brake in the form of the directional track brake 70 and taking into account the properties of the process 100 at least one value for the entry speed in the directional rail brake 70 is determined or predicted. The values determined in this way for the entry speed are preferably a group of speed values or a range of values for the entry speed that is delimited by a lower and an upper value. The at least one determined value for the entry speed in the directional retarder 70 is preferably selected specifically for the process 100, i.e. taking into account, for example, the mass, the number of axles, the distribution of the mass over the axles and the running resistance of the process 100 such that it lies between a lower and an upper limit value. In this case, the lower limit value is advantageously determined by a minimum speed at which the process 100 leaves the directional rail brake 70 at the setpoint run-out speed without any braking work being performed by it. On the other hand, the upper limit value corresponds to a maximum speed at which it is just still reliably possible to decelerate the process 100 to the setpoint exit speed using the directional rail brake 70 . In order to prevent systematic overloading of the directional siding brake 70, i.e. permanent operation of the directional siding brake 70 in the area of its maximum performance, when determining the entry speed into the directional siding brake 70, a work capacity that is reduced compared to the maximum working capacity of the directional siding brake 70 can be applied or taken into account . In addition, in order to take account of signs of aging or defects in the directional rail brake 70 , for example, measured values can be recorded, for example in the form of the entry speed and the exit speed from the rail brake in the form of the directional rail brake 70 . This makes it possible, for example based on a statistical analysis taking into account the braking stages logged over time, for a large number of processes to carry out an adaptive tracking of the work capacity of the directional rail brake 70 taken into account when determining the entry speed into the directional rail brake 70 .

Ausgehend von dem derart ermittelten zumindest einen Wert für die Einlaufgeschwindigkeit in die erste Gleisbremse in Form der Richtungsgleisbremse 70 wird nun für die bezogen auf die Richtungsgleisbremse 70 bergwärts gelegene zweite Gleisbremse in Form der Talbremse 60 zumindest ein Wert für eine Auslaufgeschwindigkeit aus der zweiten Gleisbremse bestimmt. Dies bedeutet, dass wiederum unter Berücksichtigung von Eigenschaften des betreffenden Ablaufs 100 solche Werte für die Auslaufgeschwindigkeit aus der Talbremse 60 bestimmt werden, bei denen sichergestellt ist, dass die Einlaufgeschwindigkeit in die Richtungsgleisbremse 70 im Bereich des ermittelten zumindest einen Wertes für die Einlaufgeschwindigkeit liegt beziehungsweise im Falles eines ermittelten Maximalwertes für die Einlaufgeschwindigkeit dieser nicht überschritten wird.Based on the at least one value determined in this way for the entry speed into the first track brake in the form of directional track brake 70, at least one value for an exit speed from the second track brake is now determined for the second track brake located uphill in relation to directional track brake 70 in the form of valley brake 60. This means that, in turn, taking into account the properties of the process 100 in question, such values are determined for the exit speed from the valley brake 60 that it is ensured that the entry speed into the directional track brake 70 is in the range of the at least one value determined for the entry speed or in the range If a determined maximum value for the infeed speed is not exceeded.

Im Ergebnis des Verfahrens kann somit durch eine bremsübergreifende Betrachtung eine Steuerung der Talbremse 60 unter Berücksichtigung des zumindest einen Wertes für die Auslaufgeschwindigkeit aus der Talbremse erfolgen.As a result of the method, the valley brake 60 can be controlled by considering the entire brake, taking into account the at least one value for the run-out speed from the valley brake.

Es sei darauf hingewiesen, dass die Eigenschaften des jeweiligen Ablaufs, die im Rahmen des Verfahrens berücksichtigt werden, vorzugsweise im Bereich des Ablaufberges gemessen beziehungsweise aus entsprechenden Messgrößen ermittelt werden. Zwecks Durchführung des Verfahrens weist die durch die zentrale Steuervorrichtung 230, die Talbremsensteuerung 200 sowie die Richtungsgleisbremsensteuerung 220 gebildete Steuereinrichtung neben hardwaretechnischen Komponenten, etwa in Form entsprechender Prozessoren und Speichermittel, weiterhin softwaretechnische Komponenten, etwa in Form von Programmcode zur Simulation des Laufverhaltens der Abläufe 100, 101, auf. In diesem Zusammenhang sei darauf hingewiesen, dass bei der Steuerung der Talbremsen 60, 61 sowie der Richtungsgleisbremsen 70 bis 77 vorzugsweise der dem Ablauf 100 nachfolgende Ablauf 101 sowie ein gegebenenfalls dem Ablauf 100 vorhergehender beziehungsweise vorauslaufender Ablauf berücksichtigt werden. Hierbei ist insbesondere der jeweilige gemeinsame Laufweg der Abläufe 100, 101 zu betrachten, um Einholvorgänge zu vermeiden und ein sicheres Umstellen der Verteilweichen 80 bis 86 in der Verteilzone 40 zu ermöglichen. Darüber hinaus können im Rahmen des Verfahrens auch weitere Randbedingungen, wie beispielsweise maximale Befahrungsgeschwindigkeiten im Laufweg, berücksichtigt werden.It should be pointed out that the properties of the respective effluent, which are taken into account in the context of the method, are preferably measured in the area of the hump or determined from corresponding measured variables. For the purpose of carrying out the method, the control device formed by the central control device 230, the valley brake control 200 and the directional rail brake control 220 has, in addition to hardware components, for example in the form of corresponding processors and storage means, also software components, for example in the form of program code for simulating the running behavior of the processes 100, 101, on. In this context, it should be noted that when controlling the valley brakes 60, 61 and the directional rail brakes 70 to 77, the sequence 101 following the sequence 100 and a sequence that may precede or precede the sequence 100 are preferably taken into account. In this context, the respective common route of the processes 100, 101 must be considered in particular in order to avoid catching-up processes and to enable the distribution switches 80 to 86 in the distribution zone 40 to be switched over safely. In addition, other boundary conditions, such as maximum travel speeds on the route, can also be taken into account as part of the process.

Figur 2 zeigt in einem exemplarischen Geschwindigkeits-Weg-Diagramm einen Vergleich der sich für einen Ablauf mit beziehungsweise ohne eine Steuerung der Gleisbremsen einer Ablaufanlage gemäß einem Ausführungsbeispiel des erfindungsgemäßen Verfahrens ergebenden Kurven. Im Detail ist die Geschwindigkeit v als Funktion des Ortes s in Form von Kurven K1 und K2 dargestellt, wobei die Kurve K2 aus einer Anwendung eines Ausführungsbeispiels des erfindungsgemäßen Verfahrens resultiert und die Kurve K1 eine Vergleichskurve darstellt, bei der die Steuerung der Gleisbremsen jeweils ausschließlich nur von Bremse zu Bremse, d.h. nicht in der zuvor beschriebenen bremsübergreifenden Weise, erfolgt ist. figure 2 shows in an exemplary speed-distance diagram a comparison of the curves resulting for a process with and without control of the track brakes of a hump system according to an exemplary embodiment of the method according to the invention. In detail, the speed v is shown as a function of the location s in the form of curves K1 and K2, with the curve K2 resulting from an application of an embodiment of the method according to the invention and the curve K1 representing a comparison curve in which the control of the track brakes is exclusively only from brake to brake, ie not in the above-described cross-brake manner.

Claims (11)

  1. Method for operating a switching hump yard (10), wherein, for the respective cuts (100,101) in the form of rolling cars or car groups,
    - at least one value for an entry speed into a first retarder (70) is ascertained for the first retarder (70) on the basis of a target release speed from the first retarder (70) and taking into account the retarding ability of the first retarder (70) and taking into account properties of the respective cut (100,101),
    - at least one value for a release speed from a second retarder (60) that lies uphill relative to the first retarder (70) is determined for the second retarder (60) on the basis of the ascertained at least one value for the entry speed into the first retarder (70), and
    - the second retarder (60) is controlled taking into account the determined at least one value for the release speed,
    characterised in that
    - at least one value for an entry speed into the second retarder (60) is ascertained on the basis of the determined at least one value for the release speed from the second retarder (60),
    - at least one value for a release speed from a third retarder that lies uphill relative to the second retarder (60) is determined for the third retarder on the basis of the ascertained at least one value for the entry speed into the second retarder (60), and
    - the third retarder is controlled taking into account the determined at least one value for the release speed from the third retarder.
  2. Method according to claim 1,
    characterised in that
    the mass, the number of axles, the distribution of the mass over the axles and/or the running resistance are taken into account as properties of the respective cut (100,101).
  3. Method according to one of the claims 1 or 2,
    characterised in that
    - at least one measurement value relating to the respective cuts (100,101) is captured in each case, and
    - the retarding ability of the first retarder (70), which retarding ability is taken into account when ascertaining the at least one value for the entry speed into the first retarder (70), is adaptively corrected with reference to the at least one captured measurement value.
  4. Method according to one of the preceding claims,
    characterised in that
    a reduced retarding ability in comparison with the maximal retarding ability of the first retarder (70) is taken into account when ascertaining the at least one value for the entry speed into the first retarder (70).
  5. Method according to one of the preceding claims,
    characterised in that
    a second retarder (60) in the form of a lower main retarder is controlled when a first retarder (70) takes the form of a classification track retarder.
  6. Method according to one of the preceding claims,
    characterised in that
    a cut (101) which precedes and/or follows the respective cut (e.g. 100) is taken into account when controlling the second retarder (60).
  7. Control device (200,220,230) for a switching hump yard (10), wherein, for the respective cuts (100,101) in the form of rolling cars or car groups, said control device (200,220,230) is designed
    - to ascertain at least one value for an entry speed into a first retarder (70) for a first retarder (70) on the basis of a target release speed from the first retarder (70) and taking into account the retarding ability of the first retarder (70) and taking into account properties of the respective cut,
    - to determine at least one value for a release speed from a second retarder (60) that lies uphill relative to the first retarder (70) for the second retarder (60) on the basis of the ascertained at least one value for the entry speed into the first retarder (70), and
    - to control the second retarder (60) taking into account the determined at least one value for the release speed,
    characterised in that
    the control device (200,220,230) is designed
    - to ascertain at least one value for an entry speed into the second retarder (60) on the basis of the determined at least one value for the release speed from the second retarder (60),
    - to determine at least one value for a release speed from a third retarder that lies uphill relative to the second retarder (60) for the third retarder on the basis of the ascertained at least one value for the entry speed into the second retarder (60), and
    - to control the third retarder taking into account the determined at least one value for the release speed from the third retarder.
  8. Control device according to claim 7,
    characterised in that
    the control device (200,220,230) is designed to take into account the mass, the number of axles, the distribution of the mass over the axles and/or the running resistance as properties of the respective cut (100,101).
  9. Control device according to one of the claims 7 or 8,
    characterised in that
    the control device (200,220,230) is designed
    - to capture in each case at least one measurement value relating to the respective cuts (100,101), and
    - adaptively to correct the retarding ability of the first retarder (70), said retarding ability being taken into account when ascertaining the at least one value for the entry speed into the first retarder (70), with reference to the at least one captured measurement value.
  10. Control device according to one of the claims 7 to 9,
    characterised in that
    the control device (200,220,230) is designed to take into account a reduced retarding ability in comparison with the maximal retarding ability of the first retarder (70) when ascertaining the at least one value for the entry speed into the first retarder (70).
  11. Control device according to one of the claims 7 to 10,
    characterised in that
    the control device is designed to take into account a cut (101) which precedes and/or follows the respective cut (e.g. 100) when controlling the second retarder (60).
EP12734887.8A 2011-07-20 2012-07-04 Method for operating a switching hump yard, and control device for a switching hump yard Active EP2720926B2 (en)

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RU2014106220A (en) 2015-08-27
EP2720926B1 (en) 2017-02-22
LT2720926T (en) 2017-04-25
US9126606B2 (en) 2015-09-08
WO2013010796A1 (en) 2013-01-24

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