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EP0568167B1 - Procédé pour la détermination de la résistance au roulement de véhicules ferroviaires - Google Patents

Procédé pour la détermination de la résistance au roulement de véhicules ferroviaires Download PDF

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Publication number
EP0568167B1
EP0568167B1 EP93250107A EP93250107A EP0568167B1 EP 0568167 B1 EP0568167 B1 EP 0568167B1 EP 93250107 A EP93250107 A EP 93250107A EP 93250107 A EP93250107 A EP 93250107A EP 0568167 B1 EP0568167 B1 EP 0568167B1
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Prior art keywords
values
running
determined
path
rolling resistance
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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.)
Expired - Lifetime
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EP93250107A
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German (de)
English (en)
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EP0568167A1 (fr
Inventor
Achim Dr. Ing. Gottschalk
Wilfried Dipl.-Ing. Jobst
Dietrich Dipl.-Ing. Ennulat
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Siemens AG
Siemens Corp
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Siemens AG
Siemens Corp
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    • 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 relates to a method according to the preamble of claim 1.
  • Such a method is, for. B. from DE-PS 12 36 256 known.
  • the rolling resistance of a department running through a measuring section in free running is usually determined by inferring from the distance from the track switching means and the times of their actuation the entry and exit speeds of the departments into or from a measuring section. These speed values are squared and then subtracted from each other. The resulting value is divided by the double distance between the measuring bases for the speed determination, multiplied by the value of a reduced acceleration due to gravity, and then subtracted from the inclination of the measuring section (DE-PS 12 36 256).
  • the values for the rolling resistance of a department determined using the aforementioned relationships are quite imprecise for various reasons.
  • the measuring base is usually quite short due to the constant inclination of the track.
  • the rolling resistances that can be determined with the known devices generally include not only the actual rolling resistance of a vehicle, which is essentially speed-independent, but also other resistances, which are largely speed-dependent, essentially track-dependent resistances due to horizontal and vertical deviations of the loaded rails within the Measuring section from the ideal line. Furthermore, the measuring devices do not take into account the influence of the wind on the running departments, or do so only very inadequately, and neither when determining the rolling resistance nor when the departments later run / runtime control to achieve predetermined running goals.
  • the object of the invention is to provide a method according to the preamble of claim 1, which allows the rolling resistance of running departments to be determined very precisely, without this being a measuring section with constant inclination and at a precise distance from each other Track switching equipment required.
  • the method according to the invention should also still be applicable if one of the track switching devices for the determination of traffic events fails. It should do without the mandatory use of speed measuring devices to determine the vehicle speeds in the measuring section and should not require detailed knowledge of vehicle-specific parameters such as the center distances for its application.
  • the method according to the invention is based on the consideration that the values for the model parameters included in any simulation model for describing the route / runtime behavior of freely running departments have only been correctly selected if the runway / runtime behavior of the departments calculated from the simulation model covers the actual route / runtime behavior of these departments.
  • the comparison of the simulated with the actual driving behavior of a department according to running time or speed will regularly show certain deviations, i. H. the values used for the variables in the simulation model do not correspond to the actual values of these variables.
  • the method according to the invention now provides for the values of the variables used in the simulation model to be gradually optimized using a mathematical method until finally the simulated driving behavior matches the actual driving behavior.
  • This process takes a finite amount of time after the actual running behavior of the vehicles has been recorded; this period of time is available the more in shunting mode, the sooner the running behavior of the departments in free run z. B. detected shortly behind the summit.
  • the model parameters to be determined are required for the control of the brakes further ahead in the running path and the running time there is many times longer than the time for the adaptation of the running behavior determined in the simulation model of a department to its actual running behavior.
  • the runtime is adjusted in online mode.
  • the description of the running behavior of a department in free running is done regularly via an energy balance, in which the kinetic and the potential energy of the Department is described in different running positions; the numerical difference between these energies corresponds to the influence of all the resistances acting on the department when passing through the measuring section.
  • these resistances include a speed-dependent running resistance, which is dependent on the respective running path position and essentially describes the obstacles caused by wind, track arches, wheel links, rail twists and bends and other comparable influences the rail act on the vehicle.
  • the axle weights of the departments are recorded on the track-side transducers when the individual wheel sets pass the transducers.
  • the method according to the invention uses track switching means for the run / runtime description of the departments in free run, hereinafter referred to as contacts, which are preferably arranged predominantly in the direction of travel behind the summit mountain. Their distance from one another must be known, but it is not necessary for the contacts to have a predetermined distance from one another.
  • the measuring section defined by the contacts also need not have a certain constant gradient. Rather, the gradient can in principle be chosen arbitrarily, only it must be measured with sufficient accuracy in order to be able to determine the downward slope forces arising there for the individual running positions of the department.
  • the method can also be used on measuring sections that contain sections with inclines.
  • the method according to the invention manages to determine the advancing speed of the department in the measuring section without speed measuring devices; rather, the entry speed of the department into the measuring section is initially preferably estimated; the Changes in the department's speed when advancing in the measuring section result from arithmetic tracking of the axes, taking into account the track gradient at the respective running position of the axes.
  • the center distances to be used as the basis for route tracking may or may not be known in advance; they can be estimated at least approximately from the rollover times of the contacts and the distance between the contacts.
  • the estimated values for rolling resistance, vehicle speed and center distances, which are required for the simulation of the running of the vehicle, are gradually calculated and optimized more precisely in the course of using the method according to the invention.
  • FIG. 1 There is schematically shown a track in the area of a drain mountain peak with a department consisting of two coupled vehicles. Each vehicle has two axles A with a first digit identifying the position of the vehicle and with a following digit following a point and identifying the position of the respective axle in the vehicle.
  • the associated traffic events are indicated by the identification of the contact, the axis and the rollover time marked.
  • the rolling over of the first contact K1 by the first axis A1.1 marks the time to for the start of the tracing.
  • the rollover times of the contacts through the individual axes are determined from the simulation model, which result from the values of the model parameters taken into account in the simulation.
  • One of these model parameters is the department's initial speed at the beginning of the trace. This initial speed is estimated. This can e.g. B. happen by the time evaluation of the passage of successive rail contacts and taking into account their distance. The value of an average speed between these two contacts to be determined could, for. B. can be used as a first estimate of the initial speed of the department.
  • the differential equations given in FIG. 2 with the associated initial values for the start of the sequence tracking apply to the route tracking of a department in the measuring section and the influence of the variables on the transit times at predetermined running positions.
  • the influence of a change in the assumed rolling resistance can be determined for each arithmetically determinable driving event and determine the assumed initial speed on the calculated running time.
  • the influence of the change in the assumed center distances follows from the reciprocal of the calculated speed of the department (second differential equation).
  • These values are entered line by line in the matrix according to FIG. 3 for the respective run times supplied from the model and the actual run times.
  • the indices used behind the determination expressions in FIG. 3 indicate that the numerical value in question is a calculated value and to which traffic event this value applies.
  • the matrix contains further values which contain the dependence of the assumed center distances on the running times.
  • the matrix shown in FIG. 3 is finally obtained, the larger the larger is the number of contacts whose travel events are evaluated and the larger the number of axes in a department.
  • three contacts are sufficient to use the method according to the invention.
  • the accuracy of the method depends largely on the length of the measuring section, less on the number of contacts; There is already redundancy with three contacts. From a certain The number of axes can no longer be used because it must then be assumed that the department no longer goes into free circulation, but is either still pushed or already braked, so that the simulation model is no longer valid. In this case, rolling resistance substitute values based on empirical values must be assumed for the further vehicle control.
  • the mathematical orthogonalization method is applied to the values of the matrix shown in FIG. This method results in correction values ⁇ w R , ⁇ v0, ⁇ 11 to ⁇ 1q for all parameters included in the matrix. These values indicate the manner in which the parameter values previously used in the simulation model are to be corrected in order to achieve a better adaptation to the actual running behavior, ie to minimize the deviation between the actual and calculated rollover times.
  • the correction values found in each case by the orthogonalization are introduced as additive quantities in the simulation model and change the values of these quantities used up to now. A new simulation run then takes place, which in turn calculates the rollover times of the contacts through the individual axes.
  • the termination criterion for the iteration cycle for optimizing the runtime is preferably reached when the value of the deviation squares t 2 or a forecast for the value of the deviation squares after the parameter correction has been carried out between the mathematically determined and the actual runtimes leads to a relative change in the deviation squares below a predetermined value Value of z. B. 1 ⁇ .
  • the value for the relative change in the squares of deviations from the measured and calculated runtimes is a system-specific value, ie it differs from drain system to drain system.
  • information can be given on the one hand about vehicles whose calculated running behavior does not adapt to the actual running behavior in the same way as that of the other departments; such departments could e.g. B. partially filled tank wagons sloshing content. Long-term observations could also cause influences due to the measurement route, such as e.g. B. Changes in the rail bedding or imprecise switching track switching means can be detected.
  • the use of the method according to the invention makes it possible to determine the rolling resistance of departments with high precision without the need for a measuring section with a constant gradient or track switching means arranged at a predetermined distance from one another.
  • the method according to the invention even allows the rolling resistance to be determined very precisely if one or more of the contacts fails, by using the measured values of another contact instead of the measured values of this contact. If, for example, the contact K1 fails in the exemplary embodiment in FIG. 1, the contact K2 takes over its function, the first axis of each sequence marking the start of the trace as it passes this contact K2.
  • the determination of the rolling resistance is necessary in order to be able to carry out a reasonably precise braking of the running target. Especially when it comes to braking with a department's low running speed close to the target point, it is of great advantage to take into account the influence of wind on the department concerned, both when determining the rolling resistance and for the later braking of the running target.
  • the wind influence into account when determining the rolling resistance of a department, the wind direction and the wind strength in the area of the measuring section are detected and from this as well as from department-related data such as the front surface of the department the influence of the wind on the speed of the department is determined and for the simulation of the assumed vehicle speed subtracted or added. This gives a value for the rolling resistance that is independent of wind influences.
  • estimates of the running time are first used for the simulation of the running time / travel path behavior of running departments Rolling resistance, the initial speed and the center distances of the departments. Even if the initial values are not all too well estimated, the method according to the invention converges sufficiently quickly as a rule after three iteration steps. Of course, it is possible to use values for these estimated values that were determined by a measuring process. This could, for. B.
  • a speed measurement in the area of the measuring section by a radar device which is there anyway, or there could be a track-bound speed measuring device which determines the speed of a department in a measuring section from the detuning of a track circle by the first axis of a department.
  • a radar device which is there anyway, or there could be a track-bound speed measuring device which determines the speed of a department in a measuring section from the detuning of a track circle by the first axis of a department.
  • the center distances very good estimates could be taken from corresponding pre-reported data, provided that this data is available or this data could be supplied by a radar device for tracking the long distance. It is also advantageous to use certain standardized center distances, such as. B. on bogies, instead of the estimated values to access the then exactly existing distance values.
  • a very important advantage of the method according to the invention is that for the determination of the rolling resistance of running departments, only time values, that is to say primary values, and not secondary values derived therefrom, such as speeds or accelerations, have to be used. All such secondary values would be associated with measurement errors which would be far greater than the time measurement errors, which are preferably given exclusively by the raster of the temporal sampling of the sensor messages. This is also a reason why the method according to the invention converges very quickly and stably.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Measurement Of Resistance Or Impedance (AREA)
  • Management, Administration, Business Operations System, And Electronic Commerce (AREA)

Claims (11)

  1. Procédé pour déterminer la résistance de roulement de véhicules ferroviaires qui circulent librement sur une voie, moyennant l'utilisation d'un modèle de simulation pour la description du trajet de déplacement/de la durée de déplacement des différents ensembles de voitures pendant le déroulement et l'évaluation des événements de circulation, qui peuvent être déterminés par des moyens de commutation de voie, caractérisé par le fait
    - que les signalisations d'évènements sont mémorisées par au moins trois moyens de commutation de voies (K1 à K3), qui sont situés sur le trajet de déplacement des ensembles de voitures, pour chacun de ces moyens de commutation de voie (K1...K3) en fonction de la durée de déplacement (t1...t15) et du numéro de l'essieu (A1.1, ..., A2.2) de l'ensemble de voiture qui déclenche cet événement,
    - que ces durées de déplacement (t1...t4) sont comparées aux durées de déplacement (t1*, ..., t15*), calculées dans le modèle de simulation pour le passage des différents essieux devant les différents moyens de commutation de voie et sont mémorisés, ou bien que les différents écarts (t1-t1*, ..., t15-t15*) des durées de déplacement sont mémorisés,
    - que pour chacune de ces valeurs calculées des durées de déplacement calculées, les influences d'une modification de la résistance de roulement respectivement supposée ((δt(δwR)), de la vitesse supposée au début du parcours du trajet de déplacement ((δt(δwo)) et des distances entre essieux ((δt/δl1)...(δt/δlq)), qui sont supposées pour la détermination des positions des différents essieux sur le trajet de déplacement, des ensembles de voitures sont déterminées numériquement en fonction de la valeur respective de la durée de déplacement, au moyen de différentiations partielles du temps par rapport aux paramètres intervenant dans la simulation, et que ces valeurs sont réunies ligne par ligne pour former une matrice,
    - qu'on applique à cette matrice le procédé d'orthogonalisation et qu'on ajoute les valeurs de modification, que l'on obtient en tant que résultat, pour la résistance de roulement (δwR), à la vitesse initiale (Δvo) et les distances entre essieux (Δl1...Δlq) aux valeurs respectivement prises en compte lors de la simulation,
    - qu'ensuite avec ces nouvelles valeurs, on exécute une nouvelle opération de simulation avec une nouvelle formation de la matrice et une nouvelle orthogonalisation,
    - qu'on répète ces étapes opératoires avec des valeurs estimées, améliorées en permanence, pour les paramètres jusqu'à ce que, grâce à des améliorations supplémentaires, il n'apparaisse aucune amélioration notable du résultat dans le sens d'une égalisation des durées de déplacement, déterminées dans le modèle de simulation, à la durée de déplacement mesurée effectivement, et
    - qu'au moins la valeur ainsi déterminée de la résistance de roulement (wR) est utilisée pour la description ultérieure du trajet de déplacement/de la durée de déplacement du cycle concerné.
  2. Procédé suivant la revendication 1, caractérisé par le fait
    - que les écarts, déterminés d'une manière axée sur les événements, entre les valeurs de durées mesurées effectivement et les durées respectivement calculées à partir du modèle de simulation sont élevés au carré, puis sont additionnés,
    - qu'à partir de là, on dérive la valeur des carrés des écarts et un pronostic concernant la valeur d'écart et les écarts après exécution de la correction des paramètres, et
    - que le cycle d'itération pour la correction des paramètres est interrompu lorsque la variation relative, que l'on peut obtenir de ce fait, des carrés des écarts tombe au-dessous d'une valeur prédéterminée.
  3. Procédé suivant la revendication 2, caractérisé par le fait que la valeur absolue des carrés des écarts est déterminée lors de l'interruption d'un cycle d'itération et est comparée aux valeurs d'interruption déterminées lors du traitement d'autres ensembles de voitures, pour l'identification d'altérations sporadiques brusques du résultat et/ou d'altérations tendancielles des résultats, qui s étendent sur une plus longue durée.
  4. Procédé suivant la revendication 1, caractérisé par le fait que les valeurs introduites lors du premier pas d'itération du procédé, pour les variables comprenant la résistance de roulement, la vitesse de démarrage et les distances entre essieux, sont des valeurs de mesure et/ou des valeurs estimées.
  5. Procédé suivant la revendication 4, caractérisé par le fait qu'au moins les valeurs estimées pour la vitesse initiale et/ou les distances entre les essieux sont obtenues en tenant compte des instants effectifs de passage devant les moyens de commutation de voie.
  6. Procédé suivant la revendication 1 ou 5, caractérisé par le fait que pour la simulation du trajet de déplacement/de la durée de déplacement d'ensembles de voitures dans lesquelles les distances entre essieux sont normalisées, les distances effectives entre essieux, qui sont prédéterminées par la normalisation, sont prises en compte pour la description trajet de déplacement/de la durée de déplacement.
  7. Procédé suivant la revendication 1, caractérisé par le fait que la description des variables dans le modèle de simulation est réalisée au moyen des équations différentielles suivantes :

    dV/ds = f (V, s, w R )
    Figure imgb0030
    dt/ds = l/V
    Figure imgb0031
    d (δV/δW R )/ds = (δf/δV) x (δV/δw R ) + (δf/δw R )
    Figure imgb0032
    d (δV/δVo)/ds = (δf/δV) x (δV/δVo)
    Figure imgb0033
    d (δt/δw R )/ds = - (δV/δw R )/V²
    Figure imgb0034
    d (δt/δVo)/ds = - (δV/δVo)/V²
    Figure imgb0035

    avec les valeurs initiales

    s = So
    Figure imgb0036
    V = Vo
    Figure imgb0037
    t = 0
    Figure imgb0038
    δV/δw R = 0
    Figure imgb0039
    δV/δVo = 1
    Figure imgb0040
    δt/δw R = 0
    Figure imgb0041
    δt/δVo = 0,
    Figure imgb0042

    avec
    s   la position instantanée de l'essieu de pointe dans le trajet de déplacement,
    s0   la position de pointe dans le trajet de déplacement au début du cycle,
    V   la vitesse instantanée de l'ensemble de véhicules,
    Vo   la vitesse de démarrage de l'ensemble de véhicules au début de l'exécution du cycle,
    l   la distance entre essieux,
    t   la durée de déplacement de l'ensemble de voitures depuis le début de l'exécution du cycle, et
    wR   la résistance de roulement.
  8. Procédé suivant la revendication 1, caractérisé par le fait que dans le modèle de simulation, les résistances de roulement, qui agissent sur les ensembles de voitures franchissant la section de mesure et dépendent du lieu et de la vitesse, sont prises en compte numériquement, en dehors de la résistance de roulement, et que pour la commande ultérieure de la durée de déplacement/du trajet de déplacement des trains, à l'extérieur de l'ensemble de véhicules, les résistances de déplacement, qui sont respectivement valables en cet endroit et dépendent du lieu et de la vitesse, sont prises en compte en plus des résistances de roulement déterminées.
  9. Procédé suivant la revendication 1, caractérisé par le fait que dans le modèle de simulation, l'influence du vent sur la vitesse des ensembles de voitures franchissant la section de mesure est prise en compte et que pour la commande ultérieure trajet de déplacement/durée de déplacement des ensembles de voitures à l'extérieur de la section de mesure, on tient compte des conditions de vent qui règnent dans cette section.
  10. Procédé suivant la revendication 8, caractérisé par le fait qu'on prend en compte les influences du vent lors de la détermination des paramètres et de la commande trajet de déplacement/durée de déplacement des ensembles de voitures en mesurant la direction et la force du vent dans des positions prédéterminées sur le trajet de déplacement et qu'on détermine les forces, qui dépendent du vent et agissent sur un ensemble de voitures dans la direction de déplacement et qu'on introduit les valeurs ainsi trouvées, dans une mise en équation polynomiale qui décrit, pour chaque emplacement sur le trajet de déplacement, l'influence du vent valable en cet endroit.
  11. Procédé suivant la revendication 9, caractérisé par le fait que dans la zone des voies de classement, les valeurs d'influences du vent, déterminées pour cet endroit, sont réduites en fonction de la protection vis-à-vis du vent, qui est produite par les ensembles de voitures déjà engagés sur les voies de classement.
EP93250107A 1992-04-29 1993-04-14 Procédé pour la détermination de la résistance au roulement de véhicules ferroviaires Expired - Lifetime EP0568167B1 (fr)

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DE4214541 1992-04-29
DE4214541A DE4214541A1 (de) 1992-04-29 1992-04-29 Verfahren zum bestimmen des rollwiderstandes von eisenbahnfahrzeugen

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EP0568167A1 EP0568167A1 (fr) 1993-11-03
EP0568167B1 true EP0568167B1 (fr) 1995-02-15

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AT (1) ATE118416T1 (fr)
DE (4) DE4214541A1 (fr)
DK (1) DK0568167T3 (fr)
ES (1) ES2069445T3 (fr)
GR (1) GR3015743T3 (fr)

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FR2725520B1 (fr) * 1994-10-06 1996-12-20 Univ Franche Comte Procede et dispositif de mesure des coefficients de resistance aerodynamique et de roulement d'un vehicule terrestre
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DE19526816C2 (de) * 1995-07-12 1998-04-09 Siemens Ag Verfahren zum Erkennen einer Fehlmeldung bei einer abschnittsweisen Achszählung
DE19736711C1 (de) * 1997-08-18 1998-11-12 Siemens Ag Meßverfahren zum Bestimmen der Achsengeschwindigkeit einer Wagenachse
DE102008026572A1 (de) 2008-05-30 2009-12-10 Siemens Aktiengesellschaft Verfahren und Anordnung zur Überwachung des Belegungszustandes eines Gleisabschnitts
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
DE102011079416A1 (de) * 2011-07-19 2013-01-24 Siemens Aktiengesellschaft Verfahren sowie Steuereinrichtung zum Bestimmen der Länge zumindest eines Gleisabschnitts
DE102011079419A1 (de) * 2011-07-19 2013-01-24 Siemens Aktiengesellschaft Verfahren sowie Steuereinrichtung zum Bestimmen der Länge zumindest eines Gleisabschnitts
DE102017207646A1 (de) * 2017-05-05 2018-11-08 Siemens Aktiengesellschaft Verfahren zum Betreiben einer rangiertechnischen Ablaufanlage sowie Steuereinrichtung für eine solche Anlage
DE102018202081A1 (de) * 2018-02-09 2019-08-14 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Verfahren zur Anpassung eines Schienenfahrzeugmodells
WO2025235706A1 (fr) * 2024-05-08 2025-11-13 Bnsf Railway Company Systèmes et procédés dotés de modèles prédictifs pour estimer des coefficients de réglage d'une gare de triage
CN120745094B (zh) * 2025-09-05 2025-12-26 北京大学 一种基于第一类Lagrange方程的双轮车接触力估计方法和装置

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DE4227789B4 (de) 2006-06-01
DK0568167T3 (da) 1995-07-10
DE4214541A1 (de) 1993-11-04
DE4227787C2 (de) 2001-06-28
GR3015743T3 (en) 1995-07-31
DE4227789A1 (de) 1994-02-24
ATE118416T1 (de) 1995-03-15
ES2069445T3 (es) 1995-05-01
DE4227787A1 (de) 1994-02-24
EP0568167A1 (fr) 1993-11-03
DE59300081D1 (de) 1995-03-23

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