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
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
  • B61L17/00—Switching systems for classification yards

Definitions

• the invention is in the field of operating methods for maneuvering systems and relates to a method for updating replacement values for the running-determining properties of wagons on a shunting system, in particular a drainage system.
• a shunting system in particular a drainage system.
• original train sets are broken down in accordance with the specifications of, for example, a dismantling list and, by means of the specified entry of the individual wagons or wagon groups into various directional tracks, put together to form new wagon groups or trains.
• the mastery of the running behavior of the wagons running in the free run after separation up to a valley brake and the preferably dome-ready running with permissible overrun speed (target braking from the directional track brake) are of particular importance to.
• the properties of the wagon or the wagon group that are running must be predicted as realistically as possible.
• a running wagon group can still be identified in its composition when a maximum group length is exceeded, but measurements necessary for determining the running properties (for example short-term speed measurements) can no longer be carried out.
• substitute values must be used which characterize the respective run-determining property. In order to ensure satisfactory process results, these substitute values must be updated (adapted) in accordance with the current environmental conditions.
• the GERA system solution discloses a method for updating replacement values for a running characteristic of wagons on a maneuvering system, which offers the possibility of manually changing environmental-specific requirements.
• a classification into one of several weather categories to choose from is thus possible, which is to apply to all wagons running subsequently. This requires a qualified assessment and monitoring of the weather conditions by an operator. Self-adaptation to changing environmental conditions and differentiation of the classification according to different types of cars is not possible with the known method.
• the object of the invention is therefore to create a method which, if necessary, taking into account previous processes, provides updated replacement values automatically adapted to changed environmental conditions for the replacement of a measured value for a running property of a car or a group of cars.
• This object is achieved according to the invention in a method of the type mentioned at the outset in that the wagons are divided into classes according to design-dependent criteria, in that class-specific long-term mean values are provided for the run-determining property for forming the substitute values, and that measured values for the run-determining property can be obtained, each of which is assigned to the corresponding class depending on the type of car, that for a number of current measured values the deviation of the class-assigned measured value from the long-term mean value of its class is determined so that the mean value of the deviations is formed and that the average of the deviations is added to the long-term mean values of all classes in order to track the long-term mean values.
• control of the track brakes can be adapted quickly, so that the changes only have a brief effect on the sequence of events.
• predetermined basic values can advantageously be used as start values for the long-term mean values.
• the basic values can be determined in advance in OFF-Line operation by means of series of measurements for each car class. This results in a further significant advantage of the method according to the invention, namely that long-term mean values and thus substitute values of car classes are tracked, for which no current measured values have been recorded in the recent past.
• the method according to the invention advantageously takes into account slowly changing weather conditions by using the measured values obtained from current runs for a class-specific long-term tracking of the long-term mean values.
• an advantageous embodiment of the method according to the invention provides that a deviation of the class-assigned measured value from the long-term mean value of its class is only taken into account when forming the mean deviation value if the deviation is within a tolerance range.
• the tolerance range can preferably correspond to twice the standard deviation ⁇ .
• an advantageous development of the invention provides that the mean deviation value is only added to the long-term mean values if the amount of the mean deviation value exceeds a threshold value.
• the threshold value is preferably reduced with an increasing number of usable or available measured values, so that a significance test dependent on the number of measured values results.
• an advantageous embodiment of the invention provides that a warning is output if the mean deviation value exceeds a predetermined limit value.
• an advantageous embodiment of the invention provides that the mean value of the deviations is added to the long-term mean values with a class-specific weighting.
• stored basic values based on empirical values can preferably be used at the start of the method.
• an advantageous further development of the invention provides that basic values for the running-determining property are determined in advance for different temperatures and that corresponding basic values are provided as starting values for the current temperature at the start of the process become.
• a further advantageous development of the invention provides that the weighting of the tracked long-term mean values in the bil ⁇ the replacement values decrease with increasing age of the last current measurement value and the weighting of the base values used according to the current temperature is dimensioned higher.
• a particularly preferred application of the method according to the invention is the updating of substitute values for the rolling resistance force (FACHS) of a rolling axis.
• the rolling resistance is largely independent of the load and therefore characteristic of the specific vehicle.
• “rolling resistance force” is the product of the rolling resistance (wr) with the total weight (Gges) standardized to the number (n) of axles per wagon or wagon group according to the equation
• 1 shows schematically a drainage system
• FIG. 2 essential steps of the method according to the invention
• a maneuvering system 1 operated at the temperature T1 comprises a drain mountain 2 and a drain area 3 directed downwards, which branches into direction tracks RG1, RG2, RG3 and RG4.
• a train or a carriage group 10 is pushed uphill by a push-off locomotive 11 in such a way that a large number of individual carriages Wi (carriages W1, W2, W17, W18, W19 and W20 are explicitly shown) or carriage groups successively enter the free run.
• the wagons Wi are divided into type-specific wagon classes KL1, KL2, KL3, KL4 depending on their structure and their axle configuration. In the situation shown in FIG.
• the carriage WI is in free running in the valley area 3 and passes through a detection zone EKZ in which, for example, the axle configuration (number, arrangement, distribution of the axles) and the structure are determined as design-dependent criteria BK by light barriers; the wagon WI is assigned to class KL1 according to these criteria BK.
• the rolling resistance and weight measurement which can be determined in accordance with, for example, DE-OS-42 14 541 or the article "New method for determining the running resistance in any profile", SIGNAL + DRAHT, 86, (1994) 4, pages 123 ff Equation (1) the determination of the rolling resistance of a rolling axis FACHS.
• This running property of each car Wi is represented by a measured value MWi.
• the measured values MWi are used in a known manner to control a valley brake TB which follows in the downward direction and which permits a predetermined run-out speed depending on the directional track provided.
• Directional track brakes RB1 to RB4 are also controlled in accordance with the measured values MWi in order to achieve a dome-ready run-in with the highest possible track filling.
• the rolling resistance force FACHS for the car WI is represented by the measured value MWI, which is assigned to the car-specific class KL1 according to the determined type-dependent criterion BK.
• a measured value MW2 is obtained accordingly and the assignment of the carriage W2 to the class KL3 etc. is carried out.
• the measured values MWi respectively assigned to the class of the running carriage Wi are written into a FIFO memory SP with 20 memory cells in accordance with FIG. 2, so that the last 20 measured values MWI to MW20 are available in the memory SP.
• start values SW1 to SW4 are first written into the long-term mean values LM1 to LM4 (indicated by arrows P3).
• the starting values are determined in advance for different temperatures Tl, T2, T3, base values BW1 to BW4 which are determined and stored individually for each class.
• the age of the measured values is preferably taken into account, at least in the short-term, rapid updating (adaptation) of the long-term mean values LM1 to LM4, which is explained in more detail below.
• each measured value MWi is provided with a time stamp ZST, which indicates the time ti of the measured value recording.
• the last 20 measured values MW20 to MWI are compared with the currently valid - at the start of the process, for example with the corresponding start value or with the previous - class-specific long-term mean value.
• the provision of the class-specific long-term mean values LM1 to LM4 required for this is summarized in FIG. 2 by the arrow P1.
• the measured value MWI is compared with the long-term mean value LM1 (or at the start of the process with the start value SW1), the measured value MW2 with the long-term mean value LM3 (SW3), etc., based on the class assignment KL1 of the carriage WI.
• Each deviation ⁇ l to ⁇ 20 (generally ⁇ i) determined in the process is checked in a first comparison VGLl to determine whether it lies within a tolerance range.
• the amount of the deviation ⁇ i is checked in relation to a first threshold value S1. If the amount is smaller (N) than the threshold value S1, the respective deviation ⁇ i becomes a subsequent MWB averaging is taken into account. In the present example, only the amount of the deviation .DELTA.17 is greater (J) than the threshold value S1, so that only the deviation .DELTA.17 as measured value outlier is not taken into account in the subsequent averaging MWB. From the remaining deviations ⁇ l to ⁇ 16; ⁇ 18 to ⁇ 20 is according to the equation
• the mean value of the deviations (mean deviation value) AWM is checked whether the mean deviation AWM determined exceeds a significance threshold S2 (significance test).
• the significance threshold S2 can preferably be selected to be lower as the number of usable measured values increases. If the mean deviation value is below the significance threshold (N), there is no short-term adjustment (adaptation) of the long-term mean values. If, on the other hand, the mean deviation value exceeds the significance threshold S2 (J), it is subsequently checked whether the amount of the mean deviation value lies above a permissible limit value GW. In this case (J), the mean deviation shows an extremely large deviation. Therefore, a warning message is issued instead of or in addition to tracking the long-term mean values.
• the mean deviation value AWM for the adaptation AD becomes the previous one - identified by the addition "(old)" -
• Long-term mean values LMl (old), LM2 (old), LM3 (old), LM4 (old) of all classes KL1 to KL4 are added and thus updated long-term mean values LMl to LM4 are formed.
• the mean deviation value AWM can influence the long-term mean values LM1 (old) to LM4 (old) using different coefficients Ctl, ⁇ 2, ⁇ 3, ⁇ 4, each with a different weighting, If empirical determinations for the run-determining property under consideration depend on the type of construction and thus on a class-specific basis, different reactions to changed environmental influences can be expected.
• the coefficients ⁇ 1 to ⁇ 4 can additionally serve to prevent the method according to the invention from overshooting too much; the coefficients ⁇ l to ct4 are preferably chosen between 0.5 and 1.
• the long-term mean values LM1 to LM4 which are briefly adapted to the changed environmental conditions represented by the measured values MWI to MW20 are now (as indicated in FIG. 2 by the arrow P1) for subsequent determinations of deviations ⁇ i of subsequent measured values (for example MW21). By switching the mean deviation value AWM directly to the long-term mean values of all classes to date, a rapid and immediate adaptation to changed environmental conditions has been achieved.
• the adapted long-term mean values LM1 to LM4 can be used directly as substitute values.
• the adapted long-term mean values LM1 to LM4 are preferably weighted taking into account the age of the last measured value evaluated.
• the long-term mean values LM1 to LM4 are each provided with a time stamp ZST, which represents the time of the last adaptation AD.
• the substitute values EW1 to EW4 are in a ratio of the basic values BWl (Tl) to BW4 (T1) and the updated long-term mean values LMl to LM4 formed, which depends on the age of the last adaptation AD.
• a replacement value EW4 is to be formed for a current sequence of a class KL4 car due to the lack of real measured values.
• the proportion AN of the updated long-term mean value LM4 is constant according to FIG. 3 in a first period of 3 hours and is 60%, i.e.
• the substitute value EW4 is formed to 60% from the long-term mean LM4 and 40% from the base value BW1 (T) used according to the current temperature T1.
• the proportion AN is 40%, i.e.
• the substitute value EW1 is only determined to 40% from the updated long-term mean value LMl and to 60% from the base value BW1 (T) used according to the current temperature T1.
• the proportion AN decreases linearly from 60% to 0% over a period of 3 to 12 hours.
• the creation of substitute values EW2, EW3, EW4 would proceed accordingly.
• the oldest measured value MWI is read out of the memory SP and, as indicated by the arrow denoted by P2, is used for long-term tracking of the respective class-specific long-term mean value LM1. Due to its assignment to class KL1, the measured value MWI is only included in the long-term mean value LM1, specifically in accordance with the weighting that results from the total number of values taken into account in the classic averaging. In this regard, however, the measured value MWI can also remain completely without influence if the exceeding of a maximum permissible age of, for example, 12 hours is recognized on the basis of its time stamp t1.
• the measured value MWI has no influence in this way.
• the measured value MW2 would be included in the long-term average value LM3 if another new measured value were written into the memory SP.
• FIG. 4 shows the long-term mean value LM1 or the statistical distribution of the rolling resistance forces in processes of a first class KL1 and a second long-term mean value LM2 or die statistical distribution of the rolling resistance forces in processes of a second class KL2.
• Tl 20 ° C
• T3 -10 ° C

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Management, Administration, Business Operations System, And Electronic Commerce (AREA)
• Control Of Transmission Device (AREA)
• Warehouses Or Storage Devices (AREA)
• Vehicle Cleaning, Maintenance, Repair, Refitting, And Outriggers (AREA)
• Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
• Image Analysis (AREA)

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• 1995
  • 1995-02-24 DE DE19507931A patent/DE19507931C1/de not_active Expired - Fee Related
• 1996
  • 1996-02-16 DE DE59603784T patent/DE59603784D1/de not_active Expired - Fee Related
  • 1996-02-16 AT AT96902890T patent/ATE187131T1/de not_active IP Right Cessation
  • 1996-02-16 WO PCT/DE1996/000293 patent/WO1996026095A1/fr not_active Ceased
  • 1996-02-16 EP EP96902890A patent/EP0810941B1/fr not_active Expired - Lifetime

Non-Patent Citations (1)

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