Shunting facility for shunting rail vehicle wagons and procedures for operating a shunting facility

Abstract

Shunting facility (1) for shunting railway vehicle wagons, - with a track ring (3) which has at least one self-contained, continuously circulating track loop (8), - wherein the track ring (3) has at least one entry through which wagons (5) can enter the track ring (3) from outside the track ring (3), and has at least one exit through which wagons (5) can exit the track ring (3) to outside the track ring (3).

Description

[0001] The invention relates to a shunting system for shunting rail vehicle wagons and a method for operating a shunting system.

[0002] Marshalling yards are used to re-arrange freight cars, in particular, between trains. Incoming trains are separated, and the cars are assigned to new trains to be formed. Conventional marshalling yards are based on the hump concept. There, incoming trains are pushed over a hill by a shunting locomotive ("pusher locomotive"). Whenever a car reaches the top, it is separated and, using the potential energy it converts into kinetic energy, moves to so-called directional tracks. Since a separate track is required for each outgoing train (which travels in a specific direction / destination) so that all the cars can be correctly arranged, marshalling yards have up to 100 parallel tracks. Due to the large amount of space required, the yards are often located away from major railway junctions.

[0003] Marshalling yards and the processes that take place there have several disadvantages: The processes are complex, dangerous, and labor-intensive. In addition, the hump represents a bottleneck that restricts the processes: If several trains arrive at the same time, a backlog forms in front of the hump, resulting in delays. Furthermore, the throughput capacity for shunting is limited by the capacity of the hump. This means that the capacity of a marshalling yard cannot be scaled infinitely. A large number of switches (which are associated with high acquisition and maintenance costs) are required, and the operating processes, which require mainline locomotives and pusher locomotives, are complex. Furthermore, errors or inaccuracies in speed control are common during conventional coupling operations, which can result in damage to the transported goods or even accidents.Particularly in the case of shunting operations with a mainline locomotive, a second person, in addition to the locomotive driver, is required to monitor the shunting equipment and processes. A low degree of automation and digitalization, coupled with a simultaneous shortage of personnel, currently poses a major challenge for shunting operations. Shunting operations are largely labor-intensive and manually operated. This means that shunters work predominantly manually, and the working conditions are hazardous.

[0004] From the perspective of freight customers, it can be seen that transport from plant to plant is delayed, particularly by the long processing times in marshalling yards, which means that transport by rail is slower than transport by truck.

[0005] DE 10 2006 013 805 A1 describes a turntable for parking or diverting individual extra-long or several connected track-bound vehicles or means of transport to a plurality of radially or approximately radially arranged connecting tracks, with a slightly curved turntable track.

[0006] DE 28 01 947 A1 discloses a system for transporting persons or goods, particularly in urban traffic, comprising a plurality of stations, a one-way traffic route connecting the stations, and trains consisting of several units, each station having an access platform for passengers or goods, and a transit deck for boarding or disembarking from the vehicles.

[0007] DE 389 761 A describes a device for distributing goods from various types of transport vehicles to iron-tap wagons and vice versa. The distribution may include a rotating platform or turntable.

[0008] US 1 068 807 A discloses a shunting application for railway trains, which comprises an electrically operated turntable in conjunction with tracks that end at the turntable.

[0009] It is an object of the present invention to provide a shunting system and a method for operating a shunting system which at least partially eliminate the aforementioned disadvantages.

[0010] The problem is solved by the subject matter of the appended independent patent claims. Further developments are the subject matter of the dependent patent claims.

[0011] It is proposed to equip a shunting yard for shunting rail vehicles with a track ring. This is understood in particular to mean a ring-shaped arrangement of tracks. A rail vehicle is understood to be any unit that can be moved on a track, which can in particular consist of a single vehicle, a single multiple unit, a single locomotive or coupled units. The track ring has at least one self-contained loop of track. This means that rail vehicles, in particular locomotives and / or wagons (for example freight cars), can travel in the loop of track for any length of time at a speed greater than zero without leaving the loop of track. The track ring has at least one entrance and at least one exit, each of which is connected to a track.In this way, a storage area for rail vehicles is created from which individual rail vehicles can be removed in a desired order via a corresponding exit, i.e. these rail vehicles leave the track ring.

[0012] For example, if three freight train wagons have entered the track ring in a certain order, the order can be freely changed by having the wagons leave the track ring again in the desired order.

[0013] Optionally, the track ring can have a plurality of at least two exits with connected tracks, so that the rail vehicles can travel to different destinations and different trains can be assembled at the same time.

[0014] Preferably, the track ring has at least two self-contained track loops, each of the track loops having at least one entrance and at least one exit.

[0015] For example, at least the outermost of the multiple track loops, or the only track loop, can have a length of at least three kilometers. This allows a minimum freight train length of typically 500 meters and a typical maximum freight train length of 1 kilometer to allow multiple trains or their wagons to enter and circulate within the track loop. If the track ring has multiple track loops, the outermost track loop can also be shorter, as additional track lengths are available in at least one other track loop.

[0016] The shape of the track loop can vary depending on the design and boundary conditions of the shunting yard (e.g., the terrain and any operational buildings within the facility). The preferred shape is circular, as this results in the largest possible minimum curve radius for a given track loop length. For example, an oval of the same length would have a smaller curve radius in some sections, which would increase wear on the track and wheels there.

[0017] The plurality of track loops are arranged at least approximately concentrically when viewed from above. In other words, there is an innermost track loop and an outermost track loop that runs around the innermost track loop. If there are more than two track loops, there are a plurality of pairs of track loops that are closest to one another, i.e. immediately adjacent. In the case of a total of three track loops, logically speaking, there are two such pairs, i.e. the middle track loop belongs to two pairs. Each of the pairs consists of an inner track loop located further inside the track ring and an outer track loop located further outside the track ring. In each of the pairs, the outer track loop runs around the inner track loop.

[0018] The track loops of the track ring are directly or indirectly connected to the entrance and exit of the track ring, so that each of the track loops can be reached by an incoming rail vehicle.

[0019] The number and type of transitions between track loops can vary. For example, the transitions between immediately adjacent track loops can be realized exclusively via switches, so that a rail vehicle can always switch to the next adjacent track loop, i.e., exit the current track loop and enter the next adjacent track loop. However, it is also possible for at least one track loop to have at least one track crossing, so that a rail vehicle can enter another track loop from an adjacent track loop via the crossing, or exit the track loop via the crossing, or enter the track loop via the crossing.

[0020] The method proposed here for operating a shunting yard relates to at least one of the design types of the shunting yard. In order to separate a train – i.e. a plurality of rail vehicles – it enters the track ring. The rail vehicles are separated from one another and exit the track ring again in the order specified by a shunting rule. The shunting rule therefore specifies the order in which the rail vehicles exit the track ring. If there are at least two exits to the track ring, at least two rail vehicles can repeatedly exit the track ring simultaneously and / or almost simultaneously. In particular, at least one train can be assembled via the various exits. However, it is also possible to assemble more than one train via a single exit. For this purpose, the rail vehicles for the second, third, etc.Trains may circulate within the track loop until the first train is fully assembled and has left the track area following the exit. This does not preclude individual rail vehicles from being temporarily parked in a track loop.

[0021] The shunting order may be established before the shunting operation. However, it is also possible that the order in which the rail vehicles intended to form a single train depart is determined, at least in part, during the shunting operation.

[0022] One way to determine the order of the rail vehicles leaving the track ring is to let the rail vehicles drive around the track loops of the track ring, i.e. to let them drive continuously and / or with intermediate stops through at least one track loop, and to drive a desired rail vehicle out of the track ring via an exit if it corresponds to the desired order of the newly assembled train.

[0023] Alternatively or additionally, a rail vehicle can be transferred from an outer track loop located further out in the track ring to an inner track loop located further in the track ring, or the rail vehicle can enter an inner track loop immediately after entering the track ring (for example, via a crossing in an outer track loop), and therefore not initially drive or stand in the outermost track loop. The outermost track loop, or at least the outermost track loop, is thus available for those rail vehicles that are to be driven out of the track ring shortly, and the rail vehicle transferred to the inner track loop, or located or traveling in an inner track loop, does not interfere, or more space is created in the outermost track loop, or at least the outermost track loop.In particular, the innermost track loop or an inner track loop can be used to park rail vehicles, especially for longer periods. This saves energy for the propulsion of these vehicles. When the parked vehicles are to be used to form a train, they can resume operation and be transferred to an outer or outermost track loop.

[0024] Some advantages of the shunting system and the operating method are: Time-saving shunting operations, as the wagons run in the track ring after being uncoupled until individual wagons are needed again. • Higher performance while saving energy • Higher frequency when shunting (through self-propulsion or auxiliary propulsion) • Reduced switch wear and switch requirements • Low space requirement with the same high capacity utilisation • Shocks and impacts can be avoided • Increase punctuality • Less time loss for the treated rail vehicles

[0025] Preferably, rail vehicles, such as freight wagons in particular, which do not have their own traction drive for overland travel, nevertheless have an auxiliary drive for traction. These rail vehicles travel within the track ring using this auxiliary drive. This includes, in particular, entering and / or exiting the track ring. The auxiliary drive is designed to power the rail vehicle for travel. However, its traction power is dimensioned in such a way that it is not suitable for permanent traction in a train. The low dimensioning can affect not only the traction power but, alternatively or additionally, also the drive energy available on board. One embodiment of the auxiliary drive is an electric motor that drives an axle or a wheel of the rail vehicle.An electrical energy storage device is preferably also on board, where "electrical" refers to the form in which energy is extracted from the storage device. Electrical energy can therefore be extracted. The form of energy storage can be, for example, electrochemical, as in conventional batteries, or capacitive, as in a capacitor. Mechanical energy can also be stored, for example, in a flywheel energy storage system. Self-propelled vehicles, which exclude traction vehicles such as locomotives and power cars, can also be referred to as self-propelled vehicles without long-distance traction drive.

[0026] Alternatively or additionally, the rail vehicles may each be capable of moving under their own propulsion at a speed of at least 0.3 km / h, preferably at least 0.5 km / h, and particularly preferably at least 1 km / h through a track ring having horizontally running tracks. In particular, however, it is sufficient if the rail vehicle's own propulsion enables it to move through the horizontally running track ring at a speed of no more than 10 km / h, preferably no more than 7 km / h, and particularly preferably no more than 5 km / h. This does not preclude a rail vehicle from moving at a correspondingly different minimum or maximum speed through ascending or descending tracks of a track ring.As mentioned, a low speed of the respective rail vehicle is sufficient and it is advantageous if the drive only has to be designed in such a way that the mentioned maximum speeds are achieved.

[0027] With regard to the shunting yard, it has already been described above that the track ring preferably has an energy transmission device through which energy can be transmitted to the wagons by means of an electromagnetic field (inductive energy transmission). At least one energy transmission device of this type is arranged in an inner or the innermost track loop. This makes it possible, in particular, to park a wagon to be supplied with energy at the energy transmission device and thus extend the time available for energy transmission. However, it is also possible for this type of inductive energy transmission (the electromagnetic field induces an electrical voltage in the wagon's receiving device) to take place while a wagon is moving. Inductive energy transmission systems designed for this purpose are also known, particularly for rail vehicles.In this case, for example, electrical cables are laid in a meandering manner in the track bed and generate an electromagnetic wave moving in the direction of travel or against the direction of travel.

[0028] Self-propelled carriages without long-distance traction drive can also be driven by means other than an electric motor. For example, the combination of at least one track section of the track ring and the respective carriage can be designed as a linear motor, i.e. the carriage is driven from the track via magnetic forces. This has the advantage that the drive of a large number of carriages can be coordinated so that they each travel at a predetermined speed. The track ring can therefore be equipped with a control system for the track-side part of the linear motor. In particular, several track sections of the track ring or the entire track ring can be designed to operate a linear motor. Another advantage of the linear motor is that no energy storage device is required on board the carriage for the drive.However, it is also not impossible to additionally provide inductive energy transmission to the carriage in the case of the linear motor.

[0029] With regard to the method, it is therefore proposed that, during operation of the shunting yard, self-propelled wagons, and preferably exclusively self-propelled wagons, enter the track ring, circulate within it, and exit the track ring again in the sequence specified by the shunting regulations. Circulation means that the respective wagon travels at least partially through at least one track loop of the track ring before leaving the track ring again via the exit. It is not impossible that the journey will be interrupted at least once, and the wagon will stop.

[0030] Alternatively or additionally, the method for operating a shunting yard can be designed in such a way that the individual rail vehicles travel through the track ring under their own power at the previously described minimum speed and / or at the previously described maximum speed, in particular if the respective track of the track ring runs horizontally.

[0031] Preferably, in particular, the self-propelled wagons (in an embodiment described in this description) are equipped with a sensor system that can detect the approach of a rail vehicle traveling or standing ahead. Furthermore, the sensor system is preferably connected to the traction drive (in particular to the aforementioned auxiliary motor) of the wagon via signaling and / or electrical means, and the traction drive or a control system of the wagon is configured to stop the wagon before it collides with the rail vehicle traveling or standing ahead. An exception to the collision may be intended if coupling to the rail vehicle ahead is intended. In this case, a coupling process can take place, in particular, automatically with the involvement of the traction drive. This process can take place inside or outside the track ring.Therefore, it is also preferred that the wagons shunted using the shunting system have an automatic coupling for coupling with other rail vehicles. Preferably, the automatic coupling is remotely controllable from a location outside the respective wagon.

[0032] Therefore, at least one track loop that has an exit to the outside of the track ring can have a hump. A corresponding embodiment of the method provides that a wagon in a track loop that has an exit to the outside of the track ring is pushed onto a hump and / or, using a drive on board the wagon, climbs onto the hump and, using the potential energy, rolls down the hump and leaves the track loop via the exit to the outside of the track ring.

[0033] According to a further development of this embodiment of the method, which can also be used when there is no hump, the track loop has at least two exits to the outside of the track ring, whereby the exit via which a wagon leaves the track ring to the outside is specified by controlling the position of a switch in the track loop.

[0034] Not only with regard to the previously mentioned examples of automated shunting operations, it is preferred that shunting operations within and outside the track ring be fully automated, optionally with the exception of a driver in a locomotive used within the track ring as a pusher locomotive or hauler for wagons. Automation particularly concerns at least one or any combination of processes, such as the entry, uncoupling, and coupling of wagons, as well as the propulsion of wagons within the track ring and in the entry and exit tracks.

[0035] A high degree of automation, particularly based on the digitalization of operational control, can achieve various advantages, including the absorption of coupling shocks (when cars collide). Safe and, for example, dampened coupling to locomotives or other cars is possible. The automation of cars also enables shunting operations involving pushing, coupling, and pulling around the clock. This can increase efficiency and reduce personnel requirements, which in turn successfully reduces the risk of accidents involving people and property (especially rail vehicles and shunting yards), as well as disruptions.

[0036] Embodiments of the invention will now be described with reference to the accompanying drawings. The individual figures of the drawing show: Fig. 1 schematic and not to scale a shunting yard and Fig. 2 a design of a shunting yard with a track ring having four track loops.

[0037] The Fig. The shunting yard 1 shown in Figure 1 has a track ring 3 with a single entrance, which is shown in the Fig. 1 at the top of the track ring 3. This entrance can be reached via a number of tracks, which are shown in the illustration of the Fig. 1 top left. Fig. 1 shows that several cars 5 are approaching the entrance on the various entry tracks. Furthermore, the track ring 3 has several exits, whose exit tracks are shown in the illustration of the Fig. 1 are shown at the top right, bottom right, and bottom left. On three of these exit tracks, locomotive 7 is ready to pull the later-completed, rearranged train from car 5.

[0038] Fig. Figure 1 shows a plurality of carriages, schematically represented by rectangles and indicated buffers, with some of these carriages designated by the reference numeral 5. A total of six of the carriages 5 are located within track ring 3.

[0039] As mentioned, the representation is to be understood schematically. In practice, freight trains, in particular, have a large number of wagons, and the wagons of an incoming train are preferably all brought into the track loop and shunted in the desired order, optionally via one of several exits, to an exit track, where a newly assembled train is formed. Each track loop of the track loop is preferably long enough to allow at least one complete train to enter the track loop.

[0040] While the number of track loops in Fig. 1 cannot be clearly seen due to the schematic representation, the Fig. The embodiment of the track ring 3 of the shunting yard 1 shown in Figure 2 has a total of four concentrically arranged track loops 8a, 8b, 8c, and 8d. Only the outermost track loop 8a has entrances and exits to the outside of the track ring 3. Therefore, there are no crossings in the track loops 8. Logically speaking, the track loops 8 form pairs, each with a track loop located further out and a track loop located further in. For example, the outermost track loop 8a and the next adjacent, further in, track loop 8b form such a pair. The innermost track loop 8d and the next outermost track loop 8c also form such a pair. The switches present in the track loop 8 are designated with reference symbols only for this inner pair.It is thus possible for a rail vehicle traveling in the innermost track loop 8d, for example for one of the two wagons shown there, to leave the innermost track loop 8d via the switch 9 and thus via an exit of the innermost track loop 8d and to enter the immediately adjacent second innermost track loop 8c via the switch 10.

[0041] The representation in Fig. 2 is schematic and is not complete. For example, additional switches for transitions between immediately adjacent track loops are missing. For the sake of simplicity, Fig. 2 only shows crossings from a further inner track loop of a pair to a further outer track loop of the same pair.

[0042] In practice, the rail vehicles always travel through the track loop with the same orientation when viewed from above. Fig. 1 and Fig. In the examples shown in Figure 2, the orientation from above corresponds to a clockwise direction. However, it is also possible to create shunting yards with track rings in which the orientation from above corresponds to a counterclockwise direction.

[0043] The Fig. The configuration of the shunting yard 1 shown in Figure 2 can be operated as follows: Cars 5 travel over various entry tracks, which are shown in the top left corner of Fig. 2, into the outermost track loop 8a of the track ring 3. Depending on the shunting regulations, i.e. depending on the specifications regarding the composition of new trains, individual wagons can be shunted into further inner track loops 8b, 8c and 8d. In particular, the wagons can also be temporarily parked in the innermost track loop 8d. If a wagon in one of the track loops 8 is to become part of a train on one of the exit tracks, the wagon is shunted out of a further inner track loop 8b, 8c and 8d into the outermost track loop 8a and leaves the outermost track loop 8a via the exit, which leads to the connected track on which the wagon is to become part of the new train.

[0044] Through the three bottom left in Fig. The parallel exit tracks shown in Figure 2 indicate that several tracks can be connected to the same exit, so that wagons or rail vehicles can be driven out of track ring 3 via this exit for various combinations of references.

[0045] In the Fig. 1 and Fig.The wagons 5 shown in Figure 2 can, for example, be self-propelled wagons. However, contrary to what is shown, a locomotive can also be used to pull or preferably push wagons into the track ring 3 via an entry track. In particular, if all the couplings of the train entering in this way are automatic couplings that can be opened via a control device, preferably remotely, then a locomotive can easily bring the wagons into the desired track loop and, preferably via appropriate transitions, exit the respective track loop again without the wagons or with only some of the wagons. When wagons are to leave the track ring 3 again, the locomotive can push the respective wagon up onto a hump, particularly in the outermost track loop 8a, from where the wagon then rolls off and leaves the track ring 3 via a desired exit to the outside.

Claims

[1] Shunting yard (1) for shunting rail vehicle wagons, - with a track ring (3) which has at least one self-contained track loop (8), - wherein the track ring (3) has at least one entrance via which wagons (5) can enter the track ring (3) from outside the track ring (3), and at least one exit via which wagons (5) can exit the track ring (3) to outside the track ring (3). [2] Shunting yard according to claim 1, wherein the track ring (3) has at least two self-contained, circumferential track loops (8a, 8b, 8c, 8d) and wherein each of the track loops (8a, 8b, 8c, 8d) has at least one entrance and at least one exit. [3] Shunting yard according to claim 2, wherein at least one pair (8c, 8d) of track loops (8a, 8b, 8c, 8d), which consists of an inner track loop (8d) located further inside the track ring (3) and an outer track loop (8c) located further outside the track ring (3), has at least two track transitions, namely a track transition from an exit of the outer track loop to an entrance of the inner track loop and a track transition from an exit of the inner track loop to an entrance of the outer track loop. [4] Shunting yard according to one of claims 1-3, wherein the track loop or at least one of the track loops (8a, 8b, 8c, 8d) is provided with an energy transmission device which is designed to generate energy in the form of magnetic or electromagnetic field energy and to transmit it to a corresponding receiving device of a rail vehicle standing or moving in the track loop. [5] Method for operating a shunting system (1) for shunting wagons (5) according to one of the preceding claims, wherein a plurality of wagons (5) enter the track ring (3) and the wagons (5) exit the track ring (3) again in a sequence according to a shunting instruction. [6] Method according to the preceding method claim for operating a shunting yard according to claim 2 or 3, wherein a wagon (5) is transferred from an outer track loop located further out in the track ring (3) to an inner track loop located further in the track ring (3). [7] Method according to one of the two preceding method claims, wherein self-propelled wagons (5) enter the track ring (3), circulate therein and exit the track ring (3) again in the sequence according to the shunting instructions. [8] Method according to one of the three preceding method claims, wherein the track loop has at least two exits to the outside of the track ring (3) and wherein by controlling a switch position of a switch in the track loop it is specified via which exit a wagon leaves the track ring (3) to the outside.

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