CA1253244A - Upgrade speed control system of railway marshalling yard - Google Patents
Upgrade speed control system of railway marshalling yardInfo
- Publication number
- CA1253244A CA1253244A CA000508142A CA508142A CA1253244A CA 1253244 A CA1253244 A CA 1253244A CA 000508142 A CA000508142 A CA 000508142A CA 508142 A CA508142 A CA 508142A CA 1253244 A CA1253244 A CA 1253244A
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- Canada
- Prior art keywords
- running car
- speed
- running
- speed control
- upgrade
- Prior art date
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Abstract
ABSTRACT OF THE DISCLOSURE:
This invention relates to the design of mar-shalling yard with upgrade speed control system. The principal difference between this yard and the conven-tional marshalling yard with downgrade only profile is described hereunder. Unlike the already known yard in which many speed control devices are installed on a down-grade to consume excess energy of cuts, the yard in the invention has an hump height designed by taking operating conditions of moderate runners as a base and is provided with at least one upgrade speed control unit consisting of one upgrade section and a necessary number of boosters and retarders on the downgrade profile. This upgrade control unit could convert excess energy of cuts into potential energy. The invention could raise hump operating capacity of marshalling yard at a considerably reduced cost.
This invention relates to the design of mar-shalling yard with upgrade speed control system. The principal difference between this yard and the conven-tional marshalling yard with downgrade only profile is described hereunder. Unlike the already known yard in which many speed control devices are installed on a down-grade to consume excess energy of cuts, the yard in the invention has an hump height designed by taking operating conditions of moderate runners as a base and is provided with at least one upgrade speed control unit consisting of one upgrade section and a necessary number of boosters and retarders on the downgrade profile. This upgrade control unit could convert excess energy of cuts into potential energy. The invention could raise hump operating capacity of marshalling yard at a considerably reduced cost.
Description
~ ~53~4 BACKGROUND OF THE INVENTION
This invention relates to an upgrade speed control system for a railway marshalling yard.
Conventional railway marshalling yards have a single hump with a downgrade at the end of the yard.
The hump height of a conventional marshalling yard is selected according to the running characteristics of poorer running cars under difficult conditions. In other words, the hump height must be high enough to ensure that the poorer running cars can run to the end of the yard and couple safely with the standing cars. In routine operations, however, most of running cars or cuts have medium running characteristics, the poorer and better running cars forming but a small proportion. Consequently, the hump height designed for poorer running cars has caused the following problems. For instance, the hump height is increased for only a few poorer running cars, but the potential energy of the whole train is also increased, so the speeds of most medium and better running cars are very high at the time of entering sorting sidings, which leads to the use of additional speed control devices to reduce the cars' speed by offsetting the excess energy obtained from the hump. Moreover, in the case of breaking, additional energy would also be consumed by additional speed means.
With the increase of the hump height, there should also be an increase in the elevation level of the reception yard. This results in a considerable increase in the earthwork of the reception yard, a much larger investment and a longer construction period as well.
An object of the present invention is to overcome the above-discussed shortcomings of the profile of the conventional railway marshalling yard.
~532 :4 SUMMARY OF THE INVENTION
An upgrade speed control system according to -this invention is quite different from the conventional marshalling yard profile and speed control system. Pur-suant to the invention, a railway marshalling yard is provided with an upgrade speed con-trol section and a corresponding number of boosters and retarders for the profile of a downgrade marshalling yard so as to form an upgrade speed regulating unit; at least one such unit is combined with the main hump of the marshalling yard to form an upgrade speed control system. The height between the crest of the main hump and the crest of the sub-hump is designed according to the running characteristics of medium running cars. Some boosters are provided to re-plenish energy for only a few poorer running cars or cuts while some retarders are needed to realize braking for a few better running cars or cuts. Thus, the speed of both poorer and better running cars or cuts will approximate the speed curve of moderate or average running cars or cuts.
If an upgrade speed control system of a mar-shalling yard with one upgrade unit is used in at least one place of humping or retarding or coupling area, the feature of each area could be:
1. When the upgrade speed control system with one upgrade speed control unit is used in the humping area, the boosters and retarders installed on the upgrade speed control unit are controlled by computer in accordance with the weight, axle number and speed of cars or cuts, thus making the upgrade speed control unit a tool to realize interspacing braking and to restore the initial time difference between poorer and better running cars or cuts at the crest. As a result, the interspacing between the cars or cuts is adjusted.
~532~
This invention relates to an upgrade speed control system for a railway marshalling yard.
Conventional railway marshalling yards have a single hump with a downgrade at the end of the yard.
The hump height of a conventional marshalling yard is selected according to the running characteristics of poorer running cars under difficult conditions. In other words, the hump height must be high enough to ensure that the poorer running cars can run to the end of the yard and couple safely with the standing cars. In routine operations, however, most of running cars or cuts have medium running characteristics, the poorer and better running cars forming but a small proportion. Consequently, the hump height designed for poorer running cars has caused the following problems. For instance, the hump height is increased for only a few poorer running cars, but the potential energy of the whole train is also increased, so the speeds of most medium and better running cars are very high at the time of entering sorting sidings, which leads to the use of additional speed control devices to reduce the cars' speed by offsetting the excess energy obtained from the hump. Moreover, in the case of breaking, additional energy would also be consumed by additional speed means.
With the increase of the hump height, there should also be an increase in the elevation level of the reception yard. This results in a considerable increase in the earthwork of the reception yard, a much larger investment and a longer construction period as well.
An object of the present invention is to overcome the above-discussed shortcomings of the profile of the conventional railway marshalling yard.
~532 :4 SUMMARY OF THE INVENTION
An upgrade speed control system according to -this invention is quite different from the conventional marshalling yard profile and speed control system. Pur-suant to the invention, a railway marshalling yard is provided with an upgrade speed con-trol section and a corresponding number of boosters and retarders for the profile of a downgrade marshalling yard so as to form an upgrade speed regulating unit; at least one such unit is combined with the main hump of the marshalling yard to form an upgrade speed control system. The height between the crest of the main hump and the crest of the sub-hump is designed according to the running characteristics of medium running cars. Some boosters are provided to re-plenish energy for only a few poorer running cars or cuts while some retarders are needed to realize braking for a few better running cars or cuts. Thus, the speed of both poorer and better running cars or cuts will approximate the speed curve of moderate or average running cars or cuts.
If an upgrade speed control system of a mar-shalling yard with one upgrade unit is used in at least one place of humping or retarding or coupling area, the feature of each area could be:
1. When the upgrade speed control system with one upgrade speed control unit is used in the humping area, the boosters and retarders installed on the upgrade speed control unit are controlled by computer in accordance with the weight, axle number and speed of cars or cuts, thus making the upgrade speed control unit a tool to realize interspacing braking and to restore the initial time difference between poorer and better running cars or cuts at the crest. As a result, the interspacing between the cars or cuts is adjusted.
~532~
2. When an upgrade speed control system with one upgrade speed control unit is used in the retarding area, boosters and retarders installed in the upgrade speed control unit are controlled by computer in accordance with the weight, axle number and speed of cars or euts, thus making the upgrade speed control unit a tool for applying objeetive braking to medium and better running ears or euts. In this way, the medium running cars can reach the specified coupling speed without the functioning of boosters and retarders, the better running ears or cuts can also reach the specified eoupling speed with the funetioning of retarders; and the poorer running cars and long cuts can quiekly pass through various shunting switches with the functioning of boosters.
3. When an upgrade speed eontrol system with one upgrade speed eontrol unit is used in the coupling area the upgrade speed control unit forms anenergy reser-voir which converts the power produeed by booster meehanisms into potenti~l energy of car cuts and reserves the energy, thus extending the coasting distance of car cuts.
More specifically, according to the invention, there is provided, in a railway marshalling yard, a speed control system comprising:
primary acceleration means for providing a predeterminable initial speed to a running car to be sorted, said primary acceleration means including a main hump over which a railway track guiding said running car extends;
firstdeceleration means for decreasing a velo-eity of said running ear upon aeeeleration of said running ~532d~, car to said initial speed, said first deceleration means including at least one subhump over which said railway track extends downgrade of said main hump, said subhump having a height differing from a height of said main hump in accordance with running characteristics of an average railway car;
control means for determining acceleration and deceleration characteristics of said running car, said control means including velocity and weight sensors dis-0 posed alongside said railway track at said subhump;second deceleration means including a retarding mechanism operatively coupled to said control means for additionally decreasing, under the control of said control means, the velocity of said running car upon a determi-nation by said control means that said running car hasbetter running characteristics, said second deceleration means being disposed downgrade of said subhump; and secondary acceleration means including a booster mechanism operatively coupled to said control means for accelerating, under the control of said control means, said running car upon a determination by said con-trol means that said running car has poorer running cha-racteristics, said secondary acceleration means being disposed downgrade of said main hump.
The objects, advantages and other features of the present invention will become more apparent upon reading of the following non restrictive description of preferred embodi.ments thereof, made in connection with the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
Fig. 1 is a diagram of an upgrade speed control unit according to the present invention;
~.~.5324~
Fig. 2 is a diagram, in profile view, of an upgrade speed control system with several upgrade speed control units according to the invention; and Fig. 3 is a diagram of a marshalling yard with a retarding area provided with an upgrade speed control unit.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
As illustrated in Fig. 1, an upgrade speed control unit includes speed-measuring pedals 1, a track circuit 2, an electropneumatic valve 3, a process control computer 4, a booster 5 and a retarder 6, both the booster and retarder being components controlled by the control computer.
Fig. 2 is a profile view of an upgrade speed con-trol system with respective upgrade units provided for a swit-ching area 1, a retarding area 2 and coupling area 3.
The drawing shows that depressed profiles ABlB, BClC and CDlD are formed in humping area 1, retarding area 2 and coupling area 3 respectively, because of the existence of upgrades BlB, ClC and DlD, thus creating a wave-like profile where downgrades and upgrades are interconnected instead of a downgrade profile only. The profile is designed on the following principles:
1. The hump height H is designed according to the ope-rational conditions of average or medium running cars, i.e. the height should be so designed that medium running cars can reach the specified coupling speed Vs when they arrive at point C after being humped at the velocity VO from point A on the crest in winter's head wind. The calculation formula for height H is:
~532~
V2 ~ V2 AC 2gz ACWz + 6~AC + 24NAC)10 + LA WW 10-3 where:
gz is the acceleration of medium running cars affected by their rotational inertia, C is the sum of degrees of turning angles of curves in Section AC, NAC is the number of switches in Section AC, wzw is the basic resistance to medium running cars in winter, WFWBc is the wind resistance to medium running cars in winter (Section BC), and FBC = 0-063KF ~ max + Vs) 0.5 + ~ ~2 where:
Vm x is the maximum allowable speed in humping section, Vs is the allowable coupling speed of cuts, Vf is the calculated wind velocity, Q2 is the total weight of medium running cars.
2 The height HAB of point B of upgrade section BlB
should be so designed that medium running cars could still maintain the minimum allowable speed Vmin in the humping area when they arrive at point B after being humped at a speed VO from point A on crest in winter's head wind.
3. The depressed proEile ABlB should be so designed that the time diEference between better and poorer running cars in arriving a-t point B is the smallest, after these cars are humped at the speed V from point A on the crest in winter's head wind.
3~
More specifically, according to the invention, there is provided, in a railway marshalling yard, a speed control system comprising:
primary acceleration means for providing a predeterminable initial speed to a running car to be sorted, said primary acceleration means including a main hump over which a railway track guiding said running car extends;
firstdeceleration means for decreasing a velo-eity of said running ear upon aeeeleration of said running ~532d~, car to said initial speed, said first deceleration means including at least one subhump over which said railway track extends downgrade of said main hump, said subhump having a height differing from a height of said main hump in accordance with running characteristics of an average railway car;
control means for determining acceleration and deceleration characteristics of said running car, said control means including velocity and weight sensors dis-0 posed alongside said railway track at said subhump;second deceleration means including a retarding mechanism operatively coupled to said control means for additionally decreasing, under the control of said control means, the velocity of said running car upon a determi-nation by said control means that said running car hasbetter running characteristics, said second deceleration means being disposed downgrade of said subhump; and secondary acceleration means including a booster mechanism operatively coupled to said control means for accelerating, under the control of said control means, said running car upon a determination by said con-trol means that said running car has poorer running cha-racteristics, said secondary acceleration means being disposed downgrade of said main hump.
The objects, advantages and other features of the present invention will become more apparent upon reading of the following non restrictive description of preferred embodi.ments thereof, made in connection with the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
Fig. 1 is a diagram of an upgrade speed control unit according to the present invention;
~.~.5324~
Fig. 2 is a diagram, in profile view, of an upgrade speed control system with several upgrade speed control units according to the invention; and Fig. 3 is a diagram of a marshalling yard with a retarding area provided with an upgrade speed control unit.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
As illustrated in Fig. 1, an upgrade speed control unit includes speed-measuring pedals 1, a track circuit 2, an electropneumatic valve 3, a process control computer 4, a booster 5 and a retarder 6, both the booster and retarder being components controlled by the control computer.
Fig. 2 is a profile view of an upgrade speed con-trol system with respective upgrade units provided for a swit-ching area 1, a retarding area 2 and coupling area 3.
The drawing shows that depressed profiles ABlB, BClC and CDlD are formed in humping area 1, retarding area 2 and coupling area 3 respectively, because of the existence of upgrades BlB, ClC and DlD, thus creating a wave-like profile where downgrades and upgrades are interconnected instead of a downgrade profile only. The profile is designed on the following principles:
1. The hump height H is designed according to the ope-rational conditions of average or medium running cars, i.e. the height should be so designed that medium running cars can reach the specified coupling speed Vs when they arrive at point C after being humped at the velocity VO from point A on the crest in winter's head wind. The calculation formula for height H is:
~532~
V2 ~ V2 AC 2gz ACWz + 6~AC + 24NAC)10 + LA WW 10-3 where:
gz is the acceleration of medium running cars affected by their rotational inertia, C is the sum of degrees of turning angles of curves in Section AC, NAC is the number of switches in Section AC, wzw is the basic resistance to medium running cars in winter, WFWBc is the wind resistance to medium running cars in winter (Section BC), and FBC = 0-063KF ~ max + Vs) 0.5 + ~ ~2 where:
Vm x is the maximum allowable speed in humping section, Vs is the allowable coupling speed of cuts, Vf is the calculated wind velocity, Q2 is the total weight of medium running cars.
2 The height HAB of point B of upgrade section BlB
should be so designed that medium running cars could still maintain the minimum allowable speed Vmin in the humping area when they arrive at point B after being humped at a speed VO from point A on crest in winter's head wind.
3. The depressed proEile ABlB should be so designed that the time diEference between better and poorer running cars in arriving a-t point B is the smallest, after these cars are humped at the speed V from point A on the crest in winter's head wind.
3~
4. The depressed profile BClC should be so designed thatthe time difference between better and poorer running cars in arriving at point Cl is the smallest, after these cars roll down from point B at their respective initial speeds VN and VyB in winter's head wind.
5. The height HAD of point D of upgrade section DlD is determined by the basic resistance to the moderate running cars. The height difference between point D and the elevation level of the yard end should be able to ensure that medium running cars can coast from point D to the end of the yard.
In an upgrade speed control system with one upgrade unit for each area, each upgrade speed control unit is equipped with a certain number of boosters and retarders in accordance with its own need.
In general, an upgrade speed control system pursuant to the invention, has the following advantages:
l. The upgrade speed control system is used mainly to control the speed of most medium running cars, ensuring the safe operation of a few poorer and better running cars. Consequently, the hump height is determined in accordance with the operational conditions of the medium running cars. i.e. the speed curve of the medium running cars is taken as a control reference line, to which the speed curves of poorer and better running cars should come near. As a result, the hump height could be lowered, the investment in earthwork could be reduced remarkably and speed regulation range of cars can be narrowed.
2. The upgrade speed control system is not designed using the conventional method of the profiling of a marshalling yard. According to the conventional design, the profile is provided with downgrade only and necessary level section(s) could only work as a natural accele-rator for cars. The invention works to provide an upgrade section for the conventional downgrade only profile, making the section a natural retarder of cars and making other speed control devices auxiliaries only.
In this way, the speed reduction of cuts would be rea-lized mainly by the upgrade section instead o~ speed control devices. Therefore the investment in speed reducing equipment can be reduced.
3. The upgrade unit converts the excess energy of cuts into potential energy by use of coupling. This could extend the coasting distance of cuts, thus solving the problem of the insufficient potential energy of the hump of the existing yard and realizing rational use of the excess energy of cuts.
4. The braking performance produced by the upgrade section is of gravity type, which has the same braking effect on both loaded and unloaded cars. Unlike retarders which suddenly change the running speed of cars, the upgrade section could reduce the running speed of cuts gradually in a relatively long distance, thus extending the service life of railway cars.
The above-mentioned advantages have been proved by the actual application of the upgrade speed control system. According to the initial estimate, to realize the marshalling automation, a marshalling yard with the upgrade speed control system of the invention can save 30~ of equip-ment cost as compared with a marshalling yard employing ~53~
another speed control system.
Modifying an existing marshalling yard by adopting an upgrade speed eontrol system according to the present invention eould realize marshalling automation, increasing hump operating capacity and the safe coupling rate with the minimum investment and at the shortest cons-truction period. The application of the upgrade speed control system of the invention in a new marshalling yard eould lower the hump height and the level of the reception yard, reauce the number of speed eontrol devices, and in-erease the hump operating eapacity and safety coupling rate with the cost eonsiderably redueed.
Fig. 3 shows an example of a marshalling yard with an upgrade unit pursuant to the invention in the retarding area, ineluding a weight measuring deviee 1 for measuring weight and eounting axle of euts, radar antennas 2, a speed measuring pedal 3, a traek eireuit 4 for transmis-sion of reliable information relating to cuts before their arrival at the upgrade section, an eleetropneumatic valve 5 for controlling the air supply of the sealed, eircular air pipe line, a switeh operating indieator 6, a retarder eonsole 7 for interval braking, used for changing to manual operation in the ease of equipment trouble, and a process control eomputer 8 which controls not only the upgrade speed control unit in the retarding area, but also the retarder for interspace braking. This is an example of modifying an existing marshalling yard by employing an upgrade unit aecording to the present invention in the retarding area of the yard and by combining the unit with the existing speed control devices in the yard. The operating procedures in such a modified marshalling yard are described hereunder. When the cuts roll down from the crest, the weight measuring device will first measure their weights and count axles. Then, the average weight - ln -of cuts is determined and sent into the computer as a con-trol parameter. When the cuts reach the retarder for interval braking, the retarder realizes interspace braking of cuts in accordance with the computer's instruction.
When the radar detects that the cuts have the specified outlet speed of cuts, the retarder releases the cuts.
Before the cuts reach the upgrade speed control unit, the computer will send instructions to the electropneumatic valve according to the obtained information about weight, axle number and speed of cuts. Normally there are three cases:
1. If the entering cuts are better running, the boosters are not activated. Only the retarder reduces the speed of cuts to the specified coupling speed and then releases the cuts to roll out from the upgrade speed control unit;
~. If the entering cuts are medium running, the boosters are activated. The retarder does not function basi-cally. The cuts will roll out from the upgrade speed control unit by keeping the specified coupling speed;
and 3. If the entering cuts are poorer running, the boosters are activated and the retarder does not function basi-cally. The cuts would be given the specified coupling speed and roll out from the upgrade speed control unit.
In an upgrade speed control system with one upgrade unit for each area, each upgrade speed control unit is equipped with a certain number of boosters and retarders in accordance with its own need.
In general, an upgrade speed control system pursuant to the invention, has the following advantages:
l. The upgrade speed control system is used mainly to control the speed of most medium running cars, ensuring the safe operation of a few poorer and better running cars. Consequently, the hump height is determined in accordance with the operational conditions of the medium running cars. i.e. the speed curve of the medium running cars is taken as a control reference line, to which the speed curves of poorer and better running cars should come near. As a result, the hump height could be lowered, the investment in earthwork could be reduced remarkably and speed regulation range of cars can be narrowed.
2. The upgrade speed control system is not designed using the conventional method of the profiling of a marshalling yard. According to the conventional design, the profile is provided with downgrade only and necessary level section(s) could only work as a natural accele-rator for cars. The invention works to provide an upgrade section for the conventional downgrade only profile, making the section a natural retarder of cars and making other speed control devices auxiliaries only.
In this way, the speed reduction of cuts would be rea-lized mainly by the upgrade section instead o~ speed control devices. Therefore the investment in speed reducing equipment can be reduced.
3. The upgrade unit converts the excess energy of cuts into potential energy by use of coupling. This could extend the coasting distance of cuts, thus solving the problem of the insufficient potential energy of the hump of the existing yard and realizing rational use of the excess energy of cuts.
4. The braking performance produced by the upgrade section is of gravity type, which has the same braking effect on both loaded and unloaded cars. Unlike retarders which suddenly change the running speed of cars, the upgrade section could reduce the running speed of cuts gradually in a relatively long distance, thus extending the service life of railway cars.
The above-mentioned advantages have been proved by the actual application of the upgrade speed control system. According to the initial estimate, to realize the marshalling automation, a marshalling yard with the upgrade speed control system of the invention can save 30~ of equip-ment cost as compared with a marshalling yard employing ~53~
another speed control system.
Modifying an existing marshalling yard by adopting an upgrade speed eontrol system according to the present invention eould realize marshalling automation, increasing hump operating capacity and the safe coupling rate with the minimum investment and at the shortest cons-truction period. The application of the upgrade speed control system of the invention in a new marshalling yard eould lower the hump height and the level of the reception yard, reauce the number of speed eontrol devices, and in-erease the hump operating eapacity and safety coupling rate with the cost eonsiderably redueed.
Fig. 3 shows an example of a marshalling yard with an upgrade unit pursuant to the invention in the retarding area, ineluding a weight measuring deviee 1 for measuring weight and eounting axle of euts, radar antennas 2, a speed measuring pedal 3, a traek eireuit 4 for transmis-sion of reliable information relating to cuts before their arrival at the upgrade section, an eleetropneumatic valve 5 for controlling the air supply of the sealed, eircular air pipe line, a switeh operating indieator 6, a retarder eonsole 7 for interval braking, used for changing to manual operation in the ease of equipment trouble, and a process control eomputer 8 which controls not only the upgrade speed control unit in the retarding area, but also the retarder for interspace braking. This is an example of modifying an existing marshalling yard by employing an upgrade unit aecording to the present invention in the retarding area of the yard and by combining the unit with the existing speed control devices in the yard. The operating procedures in such a modified marshalling yard are described hereunder. When the cuts roll down from the crest, the weight measuring device will first measure their weights and count axles. Then, the average weight - ln -of cuts is determined and sent into the computer as a con-trol parameter. When the cuts reach the retarder for interval braking, the retarder realizes interspace braking of cuts in accordance with the computer's instruction.
When the radar detects that the cuts have the specified outlet speed of cuts, the retarder releases the cuts.
Before the cuts reach the upgrade speed control unit, the computer will send instructions to the electropneumatic valve according to the obtained information about weight, axle number and speed of cuts. Normally there are three cases:
1. If the entering cuts are better running, the boosters are not activated. Only the retarder reduces the speed of cuts to the specified coupling speed and then releases the cuts to roll out from the upgrade speed control unit;
~. If the entering cuts are medium running, the boosters are activated. The retarder does not function basi-cally. The cuts will roll out from the upgrade speed control unit by keeping the specified coupling speed;
and 3. If the entering cuts are poorer running, the boosters are activated and the retarder does not function basi-cally. The cuts would be given the specified coupling speed and roll out from the upgrade speed control unit.
Claims (6)
1. In a railway marshalling yard, a speed control system comprising:
primary acceleration means for providing a predeterminable initial speed to a running car to be sorted, said primary acceleration means including a main hump over which a railway track guiding said running car extends;
first deceleration means for decreasing a velocity of said running car upon acceleration of said running car to said initial speed, said first deceleration means including at least one subhump over which said rail-way track extends downgrade of said main hump, said sub-hump having a height differing from a height of said main hump in accordance with running characteristics of an average railway car;
control means for determining acceleration and deceleration characteristics of said running car, said control means including velocity and weight sensors disposed alongside said railway track at said subhump;
second deceleration means including a retarding mechanism operatively coupled to said control means for additionally decreasing, under the control of said control means, the velocity of said running car upon a determination by said control means that said running car has better running characteristics, said second deceleration means being disposed downgrade of said subhump; and secondary acceleration means including a booster mechanism operatively coupled to said control means for accelerating, under the control of said control means, said running car upon a determination by said control means that said running car has poorer running characteristics, said secondary acceleration means being disposed downgrade of said main hump.
primary acceleration means for providing a predeterminable initial speed to a running car to be sorted, said primary acceleration means including a main hump over which a railway track guiding said running car extends;
first deceleration means for decreasing a velocity of said running car upon acceleration of said running car to said initial speed, said first deceleration means including at least one subhump over which said rail-way track extends downgrade of said main hump, said sub-hump having a height differing from a height of said main hump in accordance with running characteristics of an average railway car;
control means for determining acceleration and deceleration characteristics of said running car, said control means including velocity and weight sensors disposed alongside said railway track at said subhump;
second deceleration means including a retarding mechanism operatively coupled to said control means for additionally decreasing, under the control of said control means, the velocity of said running car upon a determination by said control means that said running car has better running characteristics, said second deceleration means being disposed downgrade of said subhump; and secondary acceleration means including a booster mechanism operatively coupled to said control means for accelerating, under the control of said control means, said running car upon a determination by said control means that said running car has poorer running characteristics, said secondary acceleration means being disposed downgrade of said main hump.
2. The speed control system of claim 1, further comprising at least one third deceleration means for decelerating said running car subsequently to decreases of velocity thereof by said first deceleration means, said third deceleration means including at least one addi-tional subhump over which said railway track extends down-grade of said subhump, whereby said railway track follows a wave-like path downgrade of said main hump.
3. The speed control system of claim 2, wherein said control means further includes detector means for determining the weight, the speed and an axle number of said running car, said control means also including a computer operatively connected to said detector means, said retarding mechanism and said booster mechanism for selectively activating said retarding mechanism and said booster mechanism in accordance with the weight, speed and axle number of said running car.
4. The speed control system of claim 3, wherein said railway track has a coupling area downgrade of said additional subhump, further comprising an addi-tional retarding mechanism disposed in said coupling area for decreasing the velocity of the running car by increasing a potential energy of said running car.
5. The speed control system of claim 1, wherein said control means further includes detector means for determining the weight, the speed and an axle number of said running car, said control means also including a computer operatively connected to said detector means, said retarding mechanism and said booster mechanism for selectively activating said retarding mechanism and said booster mechanism in accordance with the weight, speed and axle number of said running car.
6. The speed control system of claim 1, wherein said railway track has a coupling area downgrade of said subhump, further comprising an additional booster mechanism and an additional retarding mechanism disposed in said coupling area for maintaining a coupling velocity of the running car by increasing a potential energy of said running car.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA000508142A CA1253244A (en) | 1985-05-04 | 1986-05-01 | Upgrade speed control system of railway marshalling yard |
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN85103302 | 1985-05-04 | ||
| CA000508142A CA1253244A (en) | 1985-05-04 | 1986-05-01 | Upgrade speed control system of railway marshalling yard |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1253244A true CA1253244A (en) | 1989-04-25 |
Family
ID=4133030
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000508142A Expired CA1253244A (en) | 1985-05-04 | 1986-05-01 | Upgrade speed control system of railway marshalling yard |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1253244A (en) |
Cited By (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7457691B2 (en) | 2005-12-30 | 2008-11-25 | Canadian National Railway Company | Method and system for computing rail car switching solutions in a switchyard based on expected switching time |
| US7546185B2 (en) | 2005-12-30 | 2009-06-09 | Canadian National Railway Company | System and method for computing railcar switching solutions using an available space search logic assigning different orders of preference to classification tracks |
| US7565228B2 (en) | 2005-12-30 | 2009-07-21 | Canadian National Railway Company | System and method for computing railcar switching solutions in a switchyard using empty car substitution logic |
| US7596433B2 (en) | 2005-12-30 | 2009-09-29 | Canadian National Railway Company | System and method for computing rail car switching solutions in a switchyard with partially occupied classification track selection logic |
| US7657348B2 (en) | 2005-12-30 | 2010-02-02 | Canadian National Railway Company | System and method for computing rail car switching solutions using dynamic classification track allocation |
| US7742849B2 (en) | 2005-12-30 | 2010-06-22 | Canadian National Railway Company | System and method for computing car switching solutions in a switchyard using car ETA as a factor |
| US7742848B2 (en) | 2005-12-30 | 2010-06-22 | Canadian National Railway Company | System and method for computing rail car switching solutions in a switchyard including logic to re-switch cars for block pull time |
| US7747362B2 (en) | 2005-12-30 | 2010-06-29 | Canadian National Railway Company | System and method for computing rail car switching solutions by assessing space availability in a classification track on the basis of block pull time |
| US7751952B2 (en) | 2005-12-30 | 2010-07-06 | Canadian National Railway Company | System and method for computing rail car switching solutions in a switchyard including logic to re-switch cars for arrival rate |
| US7792616B2 (en) | 2005-12-30 | 2010-09-07 | Canadian National Railway Company | System and method for computing rail car switching solutions in a switchyard including logic to re-switch cars for block size |
| US7818101B2 (en) | 2005-12-30 | 2010-10-19 | Canadian National Railway Company | System and method for computing rail car switching solutions in a switchyard using an iterative method |
| US8055397B2 (en) | 2005-12-30 | 2011-11-08 | Canadian National Railway Company | System and method for computing rail car switching sequence in a switchyard |
| US8060263B2 (en) | 2005-12-30 | 2011-11-15 | Canadian National Railway Company | System and method for forecasting the composition of an outbound train in a switchyard |
| CN107364447A (en) * | 2017-08-23 | 2017-11-21 | 中铁第四勘察设计院集团有限公司 | A kind of track traffic parking lot bottle-neck section arrangement |
-
1986
- 1986-05-01 CA CA000508142A patent/CA1253244A/en not_active Expired
Cited By (20)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7457691B2 (en) | 2005-12-30 | 2008-11-25 | Canadian National Railway Company | Method and system for computing rail car switching solutions in a switchyard based on expected switching time |
| US7546185B2 (en) | 2005-12-30 | 2009-06-09 | Canadian National Railway Company | System and method for computing railcar switching solutions using an available space search logic assigning different orders of preference to classification tracks |
| US7565228B2 (en) | 2005-12-30 | 2009-07-21 | Canadian National Railway Company | System and method for computing railcar switching solutions in a switchyard using empty car substitution logic |
| US7596433B2 (en) | 2005-12-30 | 2009-09-29 | Canadian National Railway Company | System and method for computing rail car switching solutions in a switchyard with partially occupied classification track selection logic |
| US7657348B2 (en) | 2005-12-30 | 2010-02-02 | Canadian National Railway Company | System and method for computing rail car switching solutions using dynamic classification track allocation |
| US7742849B2 (en) | 2005-12-30 | 2010-06-22 | Canadian National Railway Company | System and method for computing car switching solutions in a switchyard using car ETA as a factor |
| US7742848B2 (en) | 2005-12-30 | 2010-06-22 | Canadian National Railway Company | System and method for computing rail car switching solutions in a switchyard including logic to re-switch cars for block pull time |
| US7747362B2 (en) | 2005-12-30 | 2010-06-29 | Canadian National Railway Company | System and method for computing rail car switching solutions by assessing space availability in a classification track on the basis of block pull time |
| US7751952B2 (en) | 2005-12-30 | 2010-07-06 | Canadian National Railway Company | System and method for computing rail car switching solutions in a switchyard including logic to re-switch cars for arrival rate |
| US7792616B2 (en) | 2005-12-30 | 2010-09-07 | Canadian National Railway Company | System and method for computing rail car switching solutions in a switchyard including logic to re-switch cars for block size |
| US7818101B2 (en) | 2005-12-30 | 2010-10-19 | Canadian National Railway Company | System and method for computing rail car switching solutions in a switchyard using an iterative method |
| US7831342B2 (en) | 2005-12-30 | 2010-11-09 | Canadian National Railway Company | System and method for computing railcar switching solutions in a switchyard using empty car substitution logic |
| US7885736B2 (en) | 2005-12-30 | 2011-02-08 | Canadian National Railway Company | System and method for computing rail car switching solutions in a switchyard including logic to re-switch cars for block pull time |
| US7983806B2 (en) | 2005-12-30 | 2011-07-19 | Canadian National Railway Company | System and method for computing car switching solutions in a switchyard using car ETA as a factor |
| US8019497B2 (en) | 2005-12-30 | 2011-09-13 | Canadian National Railway Company | System and method for computing rail car switching solutions using dynamic classification track allocation |
| US8055397B2 (en) | 2005-12-30 | 2011-11-08 | Canadian National Railway Company | System and method for computing rail car switching sequence in a switchyard |
| US8060263B2 (en) | 2005-12-30 | 2011-11-15 | Canadian National Railway Company | System and method for forecasting the composition of an outbound train in a switchyard |
| US8239079B2 (en) | 2005-12-30 | 2012-08-07 | Canadian National Railway Company | System and method for computing rail car switching sequence in a switchyard |
| US8332086B2 (en) | 2005-12-30 | 2012-12-11 | Canadian National Railway Company | System and method for forecasting the composition of an outbound train in a switchyard |
| CN107364447A (en) * | 2017-08-23 | 2017-11-21 | 中铁第四勘察设计院集团有限公司 | A kind of track traffic parking lot bottle-neck section arrangement |
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