EP0810941B1 - Procede d'actualisation de valeurs de substitution pour une caracteristique determinant le roulement de wagons d'une installation de triage - Google Patents

Procede d'actualisation de valeurs de substitution pour une caracteristique determinant le roulement de wagons d'une installation de triage Download PDF

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Publication number
EP0810941B1
EP0810941B1 EP96902890A EP96902890A EP0810941B1 EP 0810941 B1 EP0810941 B1 EP 0810941B1 EP 96902890 A EP96902890 A EP 96902890A EP 96902890 A EP96902890 A EP 96902890A EP 0810941 B1 EP0810941 B1 EP 0810941B1
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Prior art keywords
values
long
class
value
term
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EP96902890A
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German (de)
English (en)
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EP0810941A1 (fr
Inventor
Dietrich Ennulat
Achim Gottschalk
Wilfried Jobst
Wolfgang Talke
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Siemens AG
Siemens Corp
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Siemens AG
Siemens Corp
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Priority to SI9630156T priority Critical patent/SI0810941T1/xx
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K7/00—Railway stops fixed to permanent way; Track brakes or retarding apparatus fixed to permanent way; Sand tracks or the like
    • B61K7/02—Track brakes or retarding apparatus
    • B61K7/12—Track brakes or retarding apparatus electrically controlled
    • 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 lies in the field of operating methods for routing systems and relates to a method for updating of substitute values for run-determining properties of wagons on a maneuvering system, especially a drainage system.
  • Original train sets are created using drainage systems according to specifications, for example a disassembly list dissolved and by the specified entry of the individual Wagons or groups of wagons in different direction tracks new car groups or trains put together.
  • For an automated Operation with reduced use of personnel and technology comes from mastering the running behavior of the free flow after separation up to a valley brake Carriage and the dome-ready running in with permissible Acceleration speed (target braking from the Directional track brake).
  • For an optimal Influence of the control and braking devices of the Drainage system must have run-defining properties of each running wagon or the wagon group as realistic as possible be predicted.
  • the object of the invention is therefore to create a Procedure, if necessary, taking into account previous ones Processes automatically to changed environmental conditions adjusted updated substitute values to replace a measured value for a running characteristic of a car or a car group.
  • This task is performed in one of the methods mentioned at the beginning Art solved according to the invention in that the car according to type Criteria are divided into classes that Class-specific long-term averages for the run-determining Property provided for the creation of substitute values be that from current car runs measured values for the run determining Property can be obtained, depending on the type of car be assigned to the corresponding class, that the deviation for a number of current measured values of the class-assigned measured value from the long-term mean its class determines that the mean the deviations is formed and that to track the Long-term averages the mean of the deviations Long-term averages of all classes are added and on the basis of the updated long-term mean values the substitute values are updated.
  • the basic values can be in advance in OFF-Line mode determined by car class-specific series of measurements become. This has another significant advantage of the method according to the invention, namely namely also long-term mean values and thus track replacement values of car classes become, to which none in the recent past current measured values were recorded.
  • the method according to the invention advantageously takes into account slowly changing weather conditions by the Measured values obtained from current runs for a class-specific long-term tracking of long-term averages be used.
  • the tolerance range can preferably be correspond to twice the standard deviation ⁇ .
  • the mean deviation value only then the long-term mean values is added when the amount of the mean deviation exceeds a threshold.
  • a warning message is output if the mean deviation value is one exceeds the predetermined limit.
  • 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 car.
  • the determination of the rolling resistance is known per se and is described, for example, in DE-OS 22 46 306 and DE-OS 42 30 061.
  • a maneuvering system 1 operated at the temperature T1 comprises a discharge mountain 2 and a downflow area 3 directed downwards, which branches into direction tracks RG1, RG2, RG3 and RG4.
  • a train or 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 are successively released.
  • 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 W1 is in free running in the valley area 3 and passes through a detection zone EKZ in which, for example, the axis configuration (number, arrangement, distribution of the axes) and the light barriers determine the structure as design-dependent criteria BK; the carriage W1 is assigned to class KL1 according to these criteria BK.
  • the speed for example according to DE-OS-42 14 541 or the essay "New method for determining the running resistance in any profile", p + D , 86, (1994) 4 pages 123 ff.
  • the resulting rolling resistance and weight measurement according to equation (1) the determination of the rolling resistance force of a rolling axis FACHS.
  • This running property of each car Wi is by a measured value MWi. represents.
  • the measured values MWi are used in a known manner to control a valley brake TB following in the direction of discharge, which permits a predetermined runout speed depending on the directional track provided.
  • Directional gas brakes RB1 to RB4 are also controlled according to 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 carriage W1 is represented by the measured value MW1, which is assigned to the carriage-specific class KL1 in accordance with the determined design-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.
  • Each assigned to the class of the running wagon Wi Measured values MWi are stored in a FIFO memory SP according to FIG with 20 memory cells written in series, so that each the last 20 measured values MW1 to MW20 are available in the memory SP are.
  • T1 Figure 1
  • Short-term, fast tracking (adaptation) of the long-term mean values LM1 to LM4 take into account the age of the measured values.
  • each measured value MWi is given a time stamp ZST provided, which indicates the time ti of the measured value recording.
  • the last 20 measured values MW20 to MW1 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. Accordingly, the measured value MW1 is compared on the basis of the class assignment KL1 of the carriage W1 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.
  • Each deviation ⁇ 1 to ⁇ 20 (generally ⁇ i) determined in this way is checked in a first comparison VGL1 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 is taken into account in a subsequent averaging MWB. In the present example, only the amount of the deviation ⁇ 17 is larger (J) than the threshold value S1, so that only the deviation ⁇ 17 as measured value outlier is not taken into account in the subsequent averaging MWB.
  • a significance threshold S2 significance test.
  • the significance threshold S2 can preferably be selected to be lower with an increasing number of usable measured values. If the mean deviation value is below the significance threshold (N), there is no short-term adjustment (adaptation) of the long-term mean values.
  • the mean deviation value exceeds the significance threshold S2 (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 previous ones - marked by the addition "(old)" - Long-term averages LM1 (old), LM2 (old), LM3 (old), LM4 (old) all classes KL1 to KL4 opened and updated Long-term averages LM1 to LM4 are formed.
  • the mean deviation value can AWM over different coefficients ⁇ 1, ⁇ 2, ⁇ 3, ⁇ 4 each with different weightings the long-term mean values LM1 (old) to LM4 (old) influence, if empirical determinations for the considered run determining Property depends on the type of construction and therefore class-specific different reactions to changing environmental influences can be expected.
  • the coefficients ⁇ 1 to ⁇ 4 can additionally serve to overshoot the invention too much Prevent proceedings; be preferred the coefficients ⁇ 1 to ⁇ 4 are chosen between 0.5 and 1.
  • Long-term mean values LM1 to LM4 are now (as in Figure 2 indicated by arrow P1) for subsequent determinations of deviations ⁇ i of subsequent measured values (e.g. MW21).
  • measured values MWi of the current process - e.g. B. as a result of Failure of measured values or not individually measurable car groups - not for direct control of the maneuvering technology System can be used under Based on the updated long-term mean values LM1 to LM4 substitute values EW1 to EW4 are formed.
  • the adapted long-term mean values LM1 to LM4 can be used immediately can be used as substitute values.
  • the adapted long-term mean values LM1 to LM4 below Taking into account the age of the last measured value evaluated weighted.
  • the long-term mean values LM1 to LM4 each provided with a time stamp ZST, which the Displays the time of the last adaptation AD. As for them Formation of a substitute value EW4 indicated in Figure 2 and in Figure 3 is shown explicitly, the substitute values EW1 to EW4 in a ratio of the basic values BW1 (T1) to BW4 (T1) and the tracked long-term mean values LM1 to LM4 formed by the age of the last AD adaptation is dependent.
  • a replacement value EW4 can be formed.
  • the share of the tracked long-term mean According to FIG. 3, LM4 is in a first period constant of 3 hours and is 60%, i.e. the replacement value EW4 is 60% from the updated long-term mean LM4 and 40% from that used according to the current temperature T1 Underlying BW1 (T) formed.
  • W21 When writing a new measured value MW21 due to a Expiry of a car (not shown) W21 becomes the oldest Measured value MW1 read out from the memory SP and as by the arrow labeled P2 indicates the long-term Tracking of the respective class-specific long-term average LM1 used.
  • the measured value MW1 is due its assignment to class KL1 only in the long-term mean LM1, according to the weighting that results from the Total number of values considered for the classic Averaging results.
  • the measured value MW1 can in this regard however, remain completely without influence if based on of its timestamp t1 the exceeding of a maximum permissible Ages of e.g. 12 hours is recognized.
  • the measured value MW1 has other long-term mean values LM2 to LM4 no influence on this way.
  • the measured value would be accordingly MW2 in the long-term mean LM3 if another new measured value would be written into the memory SP.
  • FIG. 4 shows the long-term mean as a property that determines the run LM1 or the statistical distribution of rolling resistance forces in processes of a first class KL1 and a second long-term mean LM2 or the statistical Distribution of rolling resistance forces in a second cycle Class KL2.
  • T1 20 ° C
  • Curve T3 is -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)

Claims (10)

  1. Procédé d'actualisation de valeurs de substitution (EW1 à EW4) pour une caractéristique (FACHS) déterminant le roulement de wagons (Wi) sur une installation (1) de triage,
    caractérisé en ce que
    les wagons (Wi) sont classes suivant des critères (BK) dépendant de leur type de construction en classes (KL1 à KL4),
    des valeurs moyennes (LM1 à LM4) de tongue durée propres à chaque classe pour la caractéristique (FACHS) déterminant le roulement sont mises à disposition pour la formation des valeurs de substitution (EW1 à EW4),
    à partir des roulements réels de wagons, on obtient pour a caractéristique déterminant le roulement des valeurs (MWi) de mesure, qui sont associées respectivement à la classe (KL1 à KL4) correspondante en fonction du type de wagon,
    pour un certain nombre (n) de valeurs (MW20 à MW1) de mesure actuelles, on détermine respectivement l'écart (Δi) de la valeur (MW1) de mesure associée à a classe à la valeur moyenne (LM1) de longue durée de sa classe (KL1),
    on forme a valeur moyenne (AWM) des écarts (Δi),
    pour l'adaptation des valeurs moyennes (LM1 à LM4) de longue durée, on porte a valeur moyenne (AWM) des écarts (Δi) dans les valeurs moyennes (LM1 à LM4) de longue durée de toutes les classes (KL1 à KL4) et en se fondant sur les valeurs moyennes (LM1 à LM4) de longue durée adaptées, on actualise les valeurs de substitution (EW1 à EW4).
  2. Procédé suivant la revendication 1,
    caractérisé en ce que l'on tire parti des dernières 10 à 20 valeurs (MW1) de mesure actuelles pour obtenir la valeur moyenne (AWM) des écarts (Δi).
  3. Procédé suivant la revendication 1 ou 2,
    caractérisé en ce que l'on utilise les valeurs (MWi) de mesure obtenues par les roulements actuels pour l'adaptation de longue durée individuellement par classe des valeurs moyennes (LM1 à LM4) de longue durée.
  4. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce qu'on ne tient compte d'un écart (Δi) des valeurs (MWi) de mesure associées à chaque classe par rapport à la valeur moyenne (LM1 à LM4) de tongue durée de chaque classe (KL1 à KL4), lors de la formation de la valeur moyenne (AWM) des écarts, que si l'écart (Δi) est dans une plage de tolérance.
  5. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que l'on ne porte la valeur moyenne (AWM) des écarts dans les valeurs moyennes (LM1 à LM4) de longue durée que si la valeur absolue de Ia moyenne (AWM) des écarts dépasse une valeur (S2) de seuil.
  6. Procédé suivant la revendication 5,
    caractérisé en ce que la valeur (S2) de seuil est diminuée au fur et à mesure que le nombre (i) de valeur (MW20 à MW1) de mesure pouvant être pris en compte augmente de manière à obtenir un test significatif en fonction du nombre de valeurs de mesure.
  7. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce qu'il est émis un signal d'avertissement si la valeur moyenne (AWM) des écarts dépasse une valeur (GW) limite prescrite.
  8. Procédé suivant I'une des revendications précédentes,
    caractérisé en ce que Ia valeur moyenne (AWM) des écarts est portée dans les valeurs moyennes (LM1 à LM4) de longue durée avec une pondération (α1 à α4) propre à chaque classe.
  9. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que l'on détermine au préalable, pour des températures (T1 à T3) différentes, des valeurs de base (BW1 à BW4) propres à chaque classe pour la caractéristique (FACHS) déterminant le roulement et en ce que, au début du procédé, on met à disposition comme valeur de départ (SW1, SW2, SW3, SW4) des valeurs de base (BW1(T1), BW2(T1), BW3(T1), BW4(T1)) correspondant à la temperature (T1) actuelle.
  10. Procédé suivant a revendication 9,
    caractérisé en ce que l'on effectue une pondération des valeurs moyennes (LM1 à LM4) de tongue durée adaptées lors de a formation des valeurs de substitution (EW1 à EW4), en les diminuant au fur et à mesure de l'ancienneté de Ia dernière valeur de mesure (MW1) actuelle et une pondération des valeurs de base (BW1(T1), BW2(T1), BW3(T1), BW4(T1)) tirées de Ia température (T1) actuelle en les augmentant.
EP96902890A 1995-02-24 1996-02-16 Procede d'actualisation de valeurs de substitution pour une caracteristique determinant le roulement de wagons d'une installation de triage Expired - Lifetime EP0810941B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
SI9630156T SI0810941T1 (en) 1995-02-24 1996-02-16 Process for updating substitute values for a run-determining property of wagons in a shunting facility

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19507931 1995-02-24
DE19507931A DE19507931C1 (de) 1995-02-24 1995-02-24 Verfahren zum Aktualisieren von Ersatzwerten für eine laufbestimmende Eigenschaft von Wagen auf einer Rangieranlage
PCT/DE1996/000293 WO1996026095A1 (fr) 1995-02-24 1996-02-16 Procede d'actualisation de valeurs de substitution pour une caracteristique determinant le roulement de wagons d'une installation de triage

Publications (2)

Publication Number Publication Date
EP0810941A1 EP0810941A1 (fr) 1997-12-10
EP0810941B1 true EP0810941B1 (fr) 1999-12-01

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EP96902890A Expired - Lifetime EP0810941B1 (fr) 1995-02-24 1996-02-16 Procede d'actualisation de valeurs de substitution pour une caracteristique determinant le roulement de wagons d'une installation de triage

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EP (1) EP0810941B1 (fr)
AT (1) ATE187131T1 (fr)
DE (2) DE19507931C1 (fr)
WO (1) WO1996026095A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19648645C1 (de) * 1996-11-18 1998-01-02 Siemens Ag Verfahren zum Vorgeben der Beidrückweite
DE19708677C1 (de) * 1997-02-21 1998-05-07 Siemens Ag Verfahren zum Betrieb einer Gleisanlage
DE102010041183A1 (de) * 2010-09-22 2012-03-22 Siemens Aktiengesellschaft Verfahren zum Betreiben einer Ablaufanlage des schienengebundenen Verkehrs sowie Steuer-Einrichtung für eine solche Ablaufanlage
DE102015202429A1 (de) * 2015-02-11 2016-08-11 Siemens Aktiengesellschaft Verfahren zum Betreiben einer rangiertechnischen Ablaufanlage sowie Steuereinrichtung für eine solche Anlage
DE102017201266A1 (de) * 2017-01-26 2018-07-26 Siemens Aktiengesellschaft Verfahren zum Betreiben einer rangiertechnischen Ablaufanlage sowie Steuereinrichtung für eine solche Anlage

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3689788A (en) * 1970-10-23 1972-09-05 Southern Pacific Transport Co Rollability prediction system
US3745334A (en) * 1971-09-23 1973-07-10 Southern Pacific Transport Co Hump yard retarder control system
DE3124428A1 (de) * 1981-06-22 1983-01-05 Siemens AG, 1000 Berlin und 8000 München Einrichtung zum erfassen der laufeigenschaften von eisenbahnwagen
DE4214541A1 (de) * 1992-04-29 1993-11-04 Siemens Ag Verfahren zum bestimmen des rollwiderstandes von eisenbahnfahrzeugen
DE4230061C2 (de) * 1992-09-07 2001-05-10 Siemens Ag Verfahren zur Prognose des Laufverhaltens von Wagen in einem Richtungsgleis und Anwendung des Verfahrens

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WO1996026095A1 (fr) 1996-08-29
DE19507931C1 (de) 1996-09-12
DE59603784D1 (de) 2000-01-05
ATE187131T1 (de) 1999-12-15
EP0810941A1 (fr) 1997-12-10

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