EP4520621A1 - Procédé de manoeuvre automatique de wagons ferroviaires dans une installation de triage - Google Patents
Procédé de manoeuvre automatique de wagons ferroviaires dans une installation de triage Download PDFInfo
- Publication number
- EP4520621A1 EP4520621A1 EP24198541.5A EP24198541A EP4520621A1 EP 4520621 A1 EP4520621 A1 EP 4520621A1 EP 24198541 A EP24198541 A EP 24198541A EP 4520621 A1 EP4520621 A1 EP 4520621A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- freight
- wagon
- freight wagon
- train
- entry
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
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Classifications
-
- 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
- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L2205/00—Communication or navigation systems for railway traffic
- B61L2205/02—Global system for mobile communication - railways [GSM-R]
Definitions
- the present invention relates to a method for the automated shunting of rail-bound freight wagons in a shunting yard according to the preamble of claim 1.
- control center computer transmits control instructions to each individual wagon via radio data transmission to initiate the uncoupling of the wagons according to a dismantling plan, to release the brakes by actuating a vent valve, and to activate a control and regulation device for the automatic wagon discharge, as well as to transmit values for the target discharge speed to the wagons.
- speed control can also be carried out according to Setpoints that are pre-programmed in the control unit in the freight train.
- a linear, inductive signal transmission system installed on the entry tracks and a receiver with a safety circuit and pressure switch on the freight cars reliably prevents the unintentional uncoupling of the cars and the release of the brakes outside the entry track.
- the uncoupling of the cars and the release of the brakes only occurs when a corresponding control command is received from the control center computer, the main air line is depressurized, and a release signal is present on the linear signal transmission system.
- the uncoupled cars are pushed over a hump in the shunting yard by a remote-controlled shunting locomotive or a mainline locomotive.
- the individual cars or groups of cars accelerate on the downstream side of the hump, creating gaps between the individual freight cars or freight car trains. These gaps are used to switch the switches between the hump and the directional tracks so that the freight cars or freight car trains reach their designated directional track.
- a disadvantage of the known method for automated shunting of rail-bound freight cars in a shunting yard is the equipment required to detect the entry of a freight train into the entry track.
- a shunting yard has a large number of entry tracks, each of which must be equipped with linear, inductive signal transmissions using the known method.
- the aforementioned receivers must be equipped with safety circuits and pressure switches on the freight cars.
- the present invention is based on the object of improving a method for the automated shunting of rail-bound freight wagons in a shunting yard in such a way that the arrival of a freight train can be detected precisely and with little equipment expenditure and the safety of the method is improved.
- the entry of the freight train into the entry track is recorded by comparing current GPS data of the freight train and stored GPS position data of the shunting yard and/or stored GPS position data of the entry track.
- the entry of the freight train into the entry track is detected by detecting the freight train's entry into a radio signal space in the area of the entry track.
- a radio signal space can be generated, for example, via radio beacons arranged in the shunting yard, in particular along the entry track.
- the radio signals introduced into this radio signal space can preferably be encrypted, and at least one corresponding receiver can be provided in the freight train, which receives and decrypts the encrypted signals and uses them to determine the entry of the freight train into the entry track.
- a shunting yard provides several entry tracks.
- the method according to the invention eliminates the need for a detection device on each individual entry track to detect the arrival of a freight train. Instead, the arrival of several entry tracks can be detected simultaneously via a common system.
- the current GPS data of the freight train are recorded using a navigation system of the freight train, i.e., a navigation system on board the freight train, and compared with GPS position data of the shunting yard and/or the entry track stored in the freight train or retrieved by the freight train. If the comparison matches, the automatic sequence control is automatically activated. Alternatively, a driver of the freight train is prompted to confirm the activation if the comparison matches, and upon confirmation by the driver, the automatic sequence control is activated.
- a navigation system of the freight train i.e., a navigation system on board the freight train
- a corresponding control device can be provided in the freight train, in addition to the navigation system or as a component of the navigation system of the freight train, in which the GPS position data of various shunting yards and/or entry tracks that can be approached by the freight train are stored. or which are retrieved by the control device, for example via the Internet.
- the automatic sequence control can be automatically deactivated a predetermined period of time after its activation. This time limitation of the automated or semi-automated sequence process can prevent independent, incorrectly triggered sequence processes.
- the automatic sequence control can be automatically deactivated when the last freight wagon or freight wagon combination of the freight train comes to a stop in a directional track.
- the freight wagon or freight wagon combination is decelerated to a standstill if no collision is detected in the freight wagon or freight wagon combination with which the freight wagon or freight wagon combination collides with another stationary freight wagon.
- a collision can be detected, for example, by sensors in the freight wagon or freight wagon combination, such as acceleration sensors or pressure sensors.
- the actuation of a brake in the individual freight wagons or freight wagon convoys is monitored and an error message is output if the speed of the respective freight wagon or freight wagon convoy is lower than the determined rolling speed or lower than the determined rolling speed profile, i.e. a comparatively higher current rolling speed than the current speed was specified at a specific time, and the actuation of a brake of the freight wagon or freight wagon convoy was detected.
- the The brake application is faulty because the freight car or freight car train has not reached the desired rolling speed. Appropriate measures can be initiated accordingly when the error message is issued.
- Brake application can be detected, for example, using sensors on the brake pad or strain gauges in the brake linkage between the brake cylinder and the brake pads, or by measuring the brake cylinder pressure. By monitoring brake application, vehicle breakdowns can be avoided preferentially on the rolling hill.
- a current inertia of the respective freight wagon or freight wagon convoy is determined and, depending on this, a push-off speed of the freight wagon or freight wagon convoy at the end of the push-off track and/or on the bump is set, and/or a braking force, in particular at least an initial braking force, is set to the determined rolling speed or the determined rolling speed profile when braking the freight wagon or freight wagon convoy.
- the inertia can be determined, for example, by at least one sensor in or on a brake of a freight car, such as a brake pressure sensor or strain gauge.
- a brake pressure sensor or strain gauge such as a brake pressure sensor or strain gauge.
- the automatic sequence control can be activated manually by the driver of the freight train, and only when the freight train has been detected entering the entry track.
- the at least one corresponding quantity may have been previously entered manually or may be determined automatically by suitable sensors and/or calculations.
- the automated shunting of rail-bound freight wagons in a shunting yard is further improved based on the GPS position data of the freight train or its freight wagons and/or freight wagon convoys and preferably the route profile of the shunting yard, the weight of the individual freight wagons or freight wagon convoys, which is determined, for example, using weight sensors, the determination of a suitable rolling speed and the targeted braking intervention, for example with at least one handbrake and/or with a service brake, in a previously activated shunting mode.
- Freight cars or freight car trains can be automatically coupled and uncoupled via coupling signals.
- Data transmission can be carried out via data lines, radio, NFC, and/or Bluetooth.
- the invention can be easily retrofitted to existing shunting yards and freight trains.
- FIG 1 is shown as an example a shunting yard 1 with an entry track 3, which is followed by a rolling hill 7, which in turn leads to a directional track 8.
- FIG. 4 As shown, several entry tracks 3 are provided parallel to each other, which are connected via corresponding switches to a common rolling hill 7, which in turn is connected via corresponding switches to several parallel directional tracks 8.
- a push track 6 without gradient could be provided, as in the Figure 1 is shown.
- Such a pushing track 6 could also be arranged in front of a rolling hill 7.
- Both a rolling hill 7 and a pushing track 6 serve to accelerate the freight train 2 with its freight wagons 4 entering the entry track 3 in such a way that the leading freight wagon 4 or freight wagon combination 5 is accelerated to a predetermined speed before it is separated from the remaining freight train part by opening a mechanical coupling. Subsequently, as shown in the Figure 1 As shown, the freight wagon or here the freight wagon combination 5 enters the directional track 8 assigned to it due to this starting speed, whereby it is brought to a certain rolling speed or a certain rolling speed profile in the directional track 8 by automated braking.
- the rolling speed or the rolling speed profile is determined in such a way that the rolling freight car 4 or freight car combination 5 reaches a freight car 4 or freight car combination 5 standing on the direction track 8 in such a way that it can be coupled there, but does not exert an undesirable excessive coupling shock.
- the first freight car 4 or Freight wagon train 5, which rolls into a directional track 8, is braked to a standstill at a predetermined position.
- the individual freight cars are, as shown in the example Figure 2 shown, are interconnected by automatically operable couplings 10.
- Each coupling 10 can have a unique coupling ID and receive a remotely controlled coupling signal for opening and closing.
- the couplings 10 designated kw11 and kw22 are opened, and the couplings 10 designated kw12 and kw21 are closed, so that the two freight wagons 4 run together as a freight wagon convoy 5 from the unwinding ramp 7 onto a predetermined directional track 8.
- the freight cars 4 each preferably have a weight sensor 11 in the area of each bogie and/or the wheels and sensors for detecting the GPS position data of the freight car 4, for detecting the current inclination of the track on which the freight car 4 is located, for detecting the current speed of the freight car 4, for detecting the current time, and/or the like. All sensors can be integrated into a common control device.
- the freight car ID is preferably also stored in this control device.
- the control device can have a corresponding transmitter or be connected to it in order to transmit this data to a control station in the shunting yard 1 and/or a master computer in the freight train 2, which then uses this data to calculate the appropriate speed before uncoupling and/or the appropriate uncoupling speed or the appropriate uncoupling speed profile.
- Such control devices in freight cars 4 are numbered 12 as an example.
- the brakes of the freight wagon 4 or freight wagon train 5 rolling into the directional track 8 are actuated in a controlled manner so that the freight wagon 4 or freight wagon train 5 is braked to the determined rolling speed or the rolling speed profile.
- Braking can be carried out pneumatically, electro-pneumatically, or electrically using automated service brakes and/or automated hand brakes.
- the entry of the freight train 2 into the entry track 3 is detected by comparing GPS data of the freight train 2 and GPS position data of the shunting yard 1 and/or the respective entry track 3.
- the control devices 12 in the freight wagons 4 can be used for this purpose.
- a radio signal room 9 is provided in the area of the entry track 3 and it is detected when a freight train 2 enters the radio signal room 9.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Train Traffic Observation, Control, And Security (AREA)
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102023124398.5A DE102023124398A1 (de) | 2023-09-11 | 2023-09-11 | Verfahren zum automatischen Rangieren von schienengebundenen Güterwagen in einer Rangieranlage |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| EP4520621A1 true EP4520621A1 (fr) | 2025-03-12 |
Family
ID=92708354
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP24198541.5A Pending EP4520621A1 (fr) | 2023-09-11 | 2024-09-05 | Procédé de manoeuvre automatique de wagons ferroviaires dans une installation de triage |
Country Status (2)
| Country | Link |
|---|---|
| EP (1) | EP4520621A1 (fr) |
| DE (1) | DE102023124398A1 (fr) |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0697321B1 (fr) | 1993-01-28 | 1999-03-17 | Erhard Dipl.-Ing. Beule | Triage automatique pour wagons de marchandises ferroviaires |
| DE10338606A1 (de) * | 2003-08-22 | 2005-03-31 | Faust, Gottfried | System zum schnellen Rangieren von Güterzugwagons |
| DE102011075642A1 (de) * | 2011-05-11 | 2012-11-15 | Siemens Aktiengesellschaft | Verfahren zum Betreiben einer Rangieranlage sowie Steuereinrichtung für eine Rangieranlage |
| EP2718165B1 (fr) | 2011-07-18 | 2017-01-18 | Siemens Aktiengesellschaft | Procédé permettant de faire fonctionner une installation de triage technique et dispositif de commande pour une telle installation |
| WO2018137878A1 (fr) | 2017-01-26 | 2018-08-02 | Siemens Aktiengesellschaft | Procédé pour faire fonctionner une installation de triage par gravité et système de commande conçu pour une telle installation |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102005034488A1 (de) * | 2005-07-20 | 2007-01-25 | Railion Deutschland Ag | Autonome Laufverfolgung und Disposition von Güterwagen mittels Satellitenortung und Sensorik |
-
2023
- 2023-09-11 DE DE102023124398.5A patent/DE102023124398A1/de active Pending
-
2024
- 2024-09-05 EP EP24198541.5A patent/EP4520621A1/fr active Pending
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0697321B1 (fr) | 1993-01-28 | 1999-03-17 | Erhard Dipl.-Ing. Beule | Triage automatique pour wagons de marchandises ferroviaires |
| DE10338606A1 (de) * | 2003-08-22 | 2005-03-31 | Faust, Gottfried | System zum schnellen Rangieren von Güterzugwagons |
| DE102011075642A1 (de) * | 2011-05-11 | 2012-11-15 | Siemens Aktiengesellschaft | Verfahren zum Betreiben einer Rangieranlage sowie Steuereinrichtung für eine Rangieranlage |
| EP2718165B1 (fr) | 2011-07-18 | 2017-01-18 | Siemens Aktiengesellschaft | Procédé permettant de faire fonctionner une installation de triage technique et dispositif de commande pour une telle installation |
| WO2018137878A1 (fr) | 2017-01-26 | 2018-08-02 | Siemens Aktiengesellschaft | Procédé pour faire fonctionner une installation de triage par gravité et système de commande conçu pour une telle installation |
Also Published As
| Publication number | Publication date |
|---|---|
| DE102023124398A1 (de) | 2025-03-13 |
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