Method for automatically manoeuvring rail-bound freight cars in a manoeuvring system

Abstract

The invention relates to a method for the automated shunting of rail-bound freight wagons in a shunting yard, comprising the following steps: - detecting the entry of a freight train into an entry track; - upon detection of entry, activating an automatic sequence control in which a rolling speed or rolling speed profile is determined for individual freight wagons or individual freight wagon sets of the freight train; - accelerating the individual freight wagons or freight wagon sets in a push-start track and / or on a hump yard; - setting the determined rolling speed or rolling speed profile by automated braking of the respective freight wagon or freight wagon set; - distributing the individual freight wagons or freight wagon sets onto different direction tracks.The method according to the invention is characterized in that the entry of the freight train into the entry track is detected by comparing current GPS data of the freight train with stored GPS position data of the shunting facility and / or the entry track, or by detecting the freight train's entry into a radio signal area in the vicinity of the entry track.

Description

[0001] The present invention relates to a method for the automated shunting of rail-bound freight wagons in a shunting facility according to the preamble of claim 1.

[0002] The automated shunting of rail-bound freight wagons in shunting yards is well-known. Reference is made, for example, to WO 2018 / 137878 A1 and EP 2 718 165 B1. Both documents describe the automated braking of freight wagons moving from a hump yard onto a sorting track.

[0003] A particularly comprehensive shunting automation system for rail-bound freight wagons and an associated method for the automated shunting of such rail-bound freight wagons in a shunting yard are disclosed in EP 0 697 321 B1. The features known from this document are summarized in the preamble of claim 1. Accordingly, in the automated shunting of rail-bound freight wagons in a shunting yard, the entry of a freight train into an entry track is detected, wherein the identity of the individual wagons is first automatically detected by means of an identification device attached to the track and a data carrier on the freight wagon as it passes, and is reported to a control room computer, where it is temporarily stored and displayed on a monitor, along with data relevant for shunting operations such as wagon number, destination station, and load weight.Subsequently, the control center computer transmits control instructions via radio data transmission to each individual wagon to initiate the uncoupling of the wagons according to a dismantling plan, release the brakes by actuating a venting valve, activate a control and regulation device for the automatic wagon uncoupling, and transmit values ​​for the target uncoupling speed to the wagons. Alternatively, instead of instructions from the control center, speed control can also be based on target values ​​that are pre-programmed in the control unit of the freight train.

[0004] A linear, inductive signal transmission system installed on the entry tracks, along with a receiver equipped with a safety circuit and pressure switch on the freight cars, reliably prevents unintentional uncoupling of the cars and release of the brakes outside the entry track. Uncoupling of the cars and release of the brakes only occurs when a corresponding control command is received from the control room computer, the main air line is depressurized, and a release signal is present at the linear signal transmission system. Once the cars are ready for shunting, they are uncoupled and pushed over a hump yard by a remotely controlled shunting locomotive or a mainline locomotive.Under the influence of gravity, the individual wagons or groups of wagons accelerate on the valley side of the hump, creating gaps between the individual freight wagons or wagon trains. These gaps are used to switch the points between the hump and the direction tracks so that the freight wagons or wagon trains reach the direction track designated for them.

[0005] As soon as individual freight cars or freight car groups exceed a predetermined speed at the hump yard, a hump path is recorded and a speed control is activated. A spacing control is also provided.

[0006] A disadvantage of the known method for the automated shunting of rail freight wagons in a shunting yard is the complex equipment required to detect when a freight train enters the entry track. Typically, a shunting yard has numerous entry tracks, each of which must be equipped with linear, inductive signal transmitters using the known method. Furthermore, the receivers must be fitted with safety circuits and pressure switches on the freight wagons.

[0007] The present invention is based on the objective of improving a method for the automated shunting of rail-bound freight wagons in a shunting facility in such a way that the arrival of a freight train can be detected precisely and with minimal equipment costs, and the safety of the method is improved.

[0008] The problem according to the invention is solved by a method comprising the steps of claim 1. Advantageous and particularly expedient embodiments of the invention are specified in the dependent claims.

[0009] The inventive method for the automated shunting of rail-bound freight wagons in a shunting facility comprises the following steps: Detecting the entry of a freight train into an entry track; upon detection, activating an automatic sequence control in which a rolling speed or rolling speed profile is determined for individual freight cars or individual freight car groups of the freight train; accelerating the individual freight cars or freight car groups in a shunting track and / or on a hump yard; setting the determined rolling speed or rolling speed profile by automated braking of the respective freight car or freight car group; distributing the individual freight cars or freight car groups onto different direction tracks.

[0010] According to the invention, the entry of the freight train into the entry track is detected by comparing current GPS data of the freight train with stored GPS position data of the shunting facility and / or stored GPS position data of the entry track.

[0011] According to an alternative embodiment of the invention, the entry of the freight train into the entry track is detected by sensing its entry into a radio signal area in the vicinity of the entry track. Such a radio signal area can be generated, for example, by radio beacons arranged in the shunting yard, particularly along the entry track. The radio signals introduced into this radio signal area 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 derives from this the entry of the freight train into the entry track.

[0012] In a shunting yard according to the invention, several entry tracks are typically provided. However, the method according to the invention eliminates the need for a detection device at each individual entry track to detect the arrival of a freight train. Instead, the arrival at several entry tracks can be detected simultaneously via a centralized, shared system.

[0013] According to one embodiment of the method according to the invention, the current GPS data of the freight train is acquired by 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 or retrieved by the freight train. If the comparison matches, the automatic sequence control is activated automatically. Alternatively, a driver of the freight train is prompted to confirm the activation if the comparison matches, and after confirmation by the driver, the automatic sequence control is activated.

[0014] A corresponding control device may be provided in the freight train, in addition to or as part of the navigation system of the freight train, in which the GPS position data of various shunting facilities and / or entry tracks that can be approached by the freight train are stored or which are retrieved by the control device accordingly, for example via the Internet.

[0015] As a safety mechanism, the automatic process control can be automatically deactivated after a predetermined period of time following its activation. This time limit on the automated or semi-automated process prevents unintentional, erroneously triggered processes.

[0016] Additionally or alternatively, the automatic sequence control can be automatically deactivated when the last freight car or freight car train of the freight train comes to a stop in a direction track.

[0017] Furthermore, it is additionally or alternatively possible that, after a predetermined time period following the acceleration of an individual freight car or freight car train, the entire train or train is braked to a standstill if no collision is detected within the freight car or train, in which it collides with another stationary freight car. Such a collision can be detected, for example, by sensors within the freight car or train, such as acceleration sensors or pressure sensors.

[0018] According to a particularly preferred embodiment of the invention, the actuation of a brake in the individual freight cars or freight car trains is monitored, and an error message is issued if the speed of the respective freight car or freight car train is lower than the specified rolling speed or lower than the specified rolling speed profile, i.e., if a comparatively higher rolling speed than the current speed has been specified at a certain time, and the actuation of a brake of the freight car or freight car train has been detected. In this case, the actuation of the brake is faulty because the freight car or freight car train has not reached the desired rolling speed. Accordingly, suitable measures can be initiated when the error message is issued.

[0019] Brake activation can be detected, for example, by 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. Monitoring brake activation can help prevent breakdowns on the incline.

[0020] According to one embodiment of the invention, before or during the acceleration of the individual freight wagons or freight wagon trains, the current inertia of the respective freight wagon or freight wagon train is determined, and depending on this, a push-off speed of the freight wagon or freight wagon train is set at the end of the push-off track and / or on the hump, and / or a braking force, in particular at least an initial braking force, is set when braking the freight wagon or freight wagon train to the specific rolling speed or the specific rolling speed profile.This allows, for example, the rolling impulse of a shunting locomotive, with which the freight train or a freight wagon or freight wagon train is accelerated in the shunting track and / or on the hump, to be precisely metered in order to achieve a desired initial speed with which the shunting locomotive accelerates the freight wagon or freight wagon train shortly before automatic uncoupling in the shunting track and / or on the hump, and / or the braking force can be precisely set in advance and thus the desired reduction of speed after uncoupling can be set.

[0021] The inertia can be determined, for example, by at least one sensor in or on the brake of a freight wagon, such as a brake pressure sensor or strain gauge. Here, too, a strain gauge on the brake linkage between a brake pad and a brake cylinder and / or on the brake pad itself, and / or a pressure sensor that measures the brake pressure in the brake cylinder, are suitable examples.

[0022] Preferably, the automatic sequence control can be manually activated by the driver of the freight train, but only if the freight train's entry into the entry track has been detected.

[0023] According to a preferred embodiment of the invention, after the entry of the freight train into the entry track has been detected, at least one of the following quantities is used to determine the rolling speed or the rolling speed profile: a weight of individual freight wagons or freight wagon trains; the current speed of individual freight wagons or freight wagon trains; a brake to be activated for individual freight wagons or freight wagon trains; a number of freight wagons coupled together to form a freight wagon train; a gradient of the hump yard; a length of the hump yard track and / or from the hump yard to a predetermined stopping position in the direction track.

[0024] At least one of the corresponding values ​​may have been entered manually beforehand or may be determined automatically through suitable sensors and / or calculations.

[0025] The inventive method can prevent excessively high and excessively low rolling speeds of freight wagons or freight wagon trains when rolling into the direction tracks by optimally adjusting the acceleration of the individual freight wagons or freight wagon trains before uncoupling and / or selectively braking the freight wagons and / or freight wagon trains to specific rolling speeds or rolling speed profiles, thus avoiding stalls and excessive shunting impacts.The automated shunting of rail-bound freight wagons in a shunting facility is further improved by using the GPS position data of the freight train or its freight wagons and / or freight wagon groups, and preferably the track profile of the marshalling yard, the weight of the individual freight wagons or freight wagon groups, which is determined, for example, with weight sensors, the determination of a suitable rolling speed, and targeted braking intervention, for example, with at least one handbrake and / or with a service brake, in a previously activated shunting mode.

[0026] Freight wagons or wagon trains can be automatically coupled and uncoupled via coupling signals. Data transmission can occur via data lines, radio, NFC, and / or Bluetooth.

[0027] By using GPS position data, the invention can easily be retrofitted to existing shunting facilities and freight trains.

[0028] The invention will below be described by way of example using an embodiment and the figures.

[0029] They show: Figure 1 shows a shunting facility for carrying out a method according to the invention in a profile view; Figure 2 shows a freight wagon train on a hump yard; Figure 3 shows the transmission of an acceleration signal from the control device of a freight wagon on the crest of the hump yard to the shunting locomotive; Figure 4 shows the temporal sequence of a method according to the invention in a shunting facility in a schematic representation.

[0030] In the Figure 1 An example of a shunting yard 1 with an entry track 3 is shown, to which a hump yard 7 is connected, which in turn leads into a direction track 8. As in the Figure 4As shown, several entry tracks 3 are provided parallel to each other, which are connected via corresponding switches to a common hump 7, which in turn is connected via corresponding switches to several parallel direction tracks 8.

[0031] Instead of the hump yard 7, a push-off track 6 without a gradient could also be provided, as in the Figure 1 is shown. Such a push track 6 could also be located upstream of a hump yard 7.

[0032] Both a hump 7 and a push-start track 6 serve to accelerate the freight train 2, which has entered on the entry track 3, with its freight cars 4, in such a way that the leading freight car 4 or freight car assembly 5 is accelerated to a predetermined speed before it is separated from the remaining part of the freight train by opening a mechanical coupling. Then, as in the Figure 1As shown, the freight wagon or here the freight wagon train 5 enters its assigned direction track 8 due to this starting speed, whereby it is brought to a certain rolling speed or a certain rolling speed profile in the direction track 8 by automated braking.

[0033] The rolling speed or rolling speed profile is determined such that the rolling freight car 4 or freight car train 5 reaches a freight car 4 or freight car train 5 standing in the direction track 8 in such a way that it can be coupled there, but without causing an undesirable excessive coupling shock. The first freight car 4 or freight car train 5 to roll into a direction track 8 is braked to a standstill at a predetermined position.

[0034] The individual freight cars are, as exemplified in the Figure 2The figure shows the two freight cars connected to each other by automatically actuated couplings 10. Each coupling 10 can have a unique coupling ID and remotely receive a coupling signal for opening and closing. In the illustrated embodiment, the couplings 10 designated kw11 and kw22 are open and the couplings 10 designated kw12 and kw21 are closed, so that the two freight cars 4 together run as a freight car train 5 from the hump yard 7 into a predetermined direction track 8.

[0035] The freight wagons 4 each preferably have a weight sensor 11 in the area of ​​each bogie and / or the wheels, and sensors for recording the GPS position data of the freight wagon 4, for recording the current inclination of the track on which the freight wagon 4 is located, for recording the current speed of the freight wagon 4, for recording the current time, and / or the like. All sensors can be integrated into a common control device. The freight wagon ID is preferably also stored in this control device. The control device can have a corresponding transmitter or be connected to one in order to transmit this data to a control station in the shunting facility 1 and / or a control computer in the freight train 2, which then uses this data to calculate the appropriate speed before uncoupling and / or the appropriate rolling speed or the appropriate rolling speed profile.

[0036] Such control devices in freight wagon 4 are numbered 12 by way of example.

[0037] In the Figure 3 The diagram illustrates how the control device 12 of the leading freight wagon 4, which has arrived at the crest of the hump 7 or is about to reach it, sends this data to the shunting locomotive 13 so that it can accelerate this freight wagon 4 appropriately.

[0038] In the Figure 4The schematically depicted shunting facility 1 also shows individual points in time of the method according to the invention. At time I, the entry of a freight train 2 into an entry track 3 is detected. At time II, the shunting locomotive 13 is instructed by a corresponding signal to accelerate the freight train 2 appropriately so that the leading freight car 4 or the leading freight car assembly 5 is brought to a predetermined speed at the hump 7 or in the shunting track 6, at which point it is uncoupled from the remaining section of the freight train 2 in order to roll into an assigned direction track 8. At time III, the brakes of the freight car 4 or freight car assembly 5 rolling into the direction track 8 are controlled and applied so that the freight car 4 or freight car assembly 5 is braked to the specified rolling speed or rolling speed profile.Braking can be achieved pneumatically, electropneumatically or electrically using automated service brakes and / or automated handbrakes.

[0039] According to the invention, the entry of the freight train 2 into the entry track 3 is detected by comparing GPS data of the freight train 2 with GPS position data of the shunting facility 1 and / or the respective entry track 3. The control devices 12 in the freight wagons 4 can be used for this purpose.

[0040] Alternatively, a radio signal room 9 is provided in the area of ​​entry track 3 and it is recorded when a freight train 2 enters the radio signal room 9. Reference symbol list

[0041] 1 Shunting yard 2 Freight train 3 Entry track 4 Freight wagon 5 Freight wagon train 6 Push track 7 Hump 8 Directional track 9 Function signal room 10 Coupling 11 Weight sensor 12 Control device 13 Shunting locomotive I Time II Time III Time

Claims

1. Method for the automated shunting of rail-bound freight cars in a shunting yard (1), comprising the following steps: - Detecting the entry of a freight train (2) into a receiving track (3); - upon detecting entry, activating an automatic sequence control, in which a rolling speed or a rolling speed profile is determined for individual freight cars (4) or individual freight car units (5) of the freight train (2); - Accelerating the individual freight cars (4) or freight car units (5) on a push track (6) and / or on a hump (7); - Adjusting the determined rolling speed or rolling speed profile by automatically braking the respective freight car (4) or freight car consist (5); - Distributing the individual freight cars (4) or freight car units (5) to different destination tracks (8); characterized in that the entry of the freight train (2) into the entry track (3) is detected by comparing current GPS data of the freight train (2) with stored GPS position data of the marshalling yard (1) and / or the entry track (3) or by detecting the entry of the freight train (2) into a radio signal zone (9) in the area of the entry track (3).

2. A method according to claim 1, characterized in that the current GPS data of the freight train (2) is acquired using a navigation system of the freight train (2) and is compared with GPS position data of the marshalling yard (1) and / or the entry track (3) stored in the freight train (2) or retrieved from the freight train (2), and if the comparison matches, the automatic sequence control is automatically activated, or a driver of the freight train (2) is prompted to confirm the activation, and after confirmation, the automatic sequence control is activated.

3. A method according to one of claims 1 or 2, characterized in that the automatic sequence control is automatically deactivated after a predetermined period of time following its activation.

4. A method according to any one of claims 1 to 3, characterized in that the automatic sequence control is automatically deactivated when the last freight car (4) or freight car consist (5) of the freight train (2) has come to a stop in a through track (8).

5. A method according to any one of claims 1 to 4, characterized in that the actuation of a brake in the individual freight cars (4) or freight car formations (5) is monitored, and an error message is issued when the speed of the respective freight car (4) or freight car formation (5) is less than the specified coasting speed or the specified coasting speed profile and the application of a brake on the freight car (4) or freight car formation (5) has been detected.

6. A method according to any one of claims 1 through 5, characterized in that, prior to or during the acceleration of the individual freight cars (4) or freight car formations (5), a current inertia of the respective freight car (4) or freight car formation (5) is determined, and, depending thereon, a release speed of the freight car (4) or freight car consist (5) at the end of the push track (6) is set and / or at least an initial braking force is set during braking of the freight car (4) or freight car consist (5) to the determined rolling speed or the determined rolling speed profile.

7. A method according to claim 6, characterized in that the inertia is determined by at least one sensor in or on a brake of a freight car (4), such as a brake pressure sensor or a strain gauge.

8. A method according to any one of claims 1 to 7, characterized in that the automatic sequence control can be manually activated by the driver of the freight train (2) after the freight train (2) has been detected entering the entry track (3).

9. A method according to any one of claims 1 to 8, characterized in that, after the entry of the freight train (2) into the entry track (3) has been detected, at least one of the following parameters, which was previously entered manually or is determined automatically, is used to determine the rolling speed or the rolling speed profile: - the weight of individual freight cars (4) or individual freight car units (5); - the current speed of individual freight cars (4) or freight car units (5); - a brake to be activated on individual freight cars (4) or freight car trains (5); - a number of freight cars (4) coupled together to form a freight car consist (5); - a gradient of the starting ramp (7); - a length of the route of the roll-off ramp (7) and / or from the roll-off ramp (7) to a predetermined stopping position in the directional track (8).

10. A method according to any one of claims 1 through 9, characterized in that, after a predetermined period of time has elapsed following acceleration of the individual freight car (4) or freight car consist (5), the freight car (4) or freight car consist (5) is braked to a stop if no rear-end collision is detected in the freight car (4) or freight car consist (5), in which the freight car (4) or freight car consist (5) collides with another stationary freight car (4).

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