DE2145406A1 - PROCEDURE FOR INCLUDING HOT RUNNING NOTIFICATIONS IN THE CONTROL OF TRAIN TRAFFIC - Google Patents

Description

Standard Elektrik Lorenz Aktiengesellschaft

Stuttgart 2 U 5406

H. Mantel - G. Frech 2-18

Procedure for including hot runner messages in the control of train traffic.

The invention is concerned with a method for including hot runner messages in the control of the train traffic within a monitoring area, with stationary and / or for the hot runner detection Arranged on the vehicles heat-sensitive devices are used, which not only the achievement of a predetermined temperature threshold (critical axle bearing temperature), but also in predetermined areas before the critical axle bearing temperatures are reached generate the corresponding license plate.

In the case of the known stationary dry runner detectors (e.g. DAS 1 154 146) the axle bearings of passing cars are scanned. If a certain critical axle bearing temperature is exceeded, a hot runner message is issued submitted. The evaluation takes place as a yes / no decision, i.e. when a hot runner message arrives, the The affected train is requested for the shortest possible time or if the hot runner message does not appear, the hot run detector can be activated The passing train can continue unimpeded.

It is possible that an axle bearing is found to be heated that it would be possible to continue - possibly at a reduced speed - to such a place where the train would be can stop without hindering the operation of the other trains on the same route. In the case of the known yes / no decision, the affected person becomes However, the train stopped by the shortest route possible, which can result in significant operational disruptions.

.5O.B.1971

• ΰηο / Thu - / -

309811/0563

H. Mantel - G.Frech 2-18

Furthermore, there is the known yes / no decision of the hot runner detectors the risk that the temperature of a defective axle bearing just happens when passing through the active zone of a detector has not yet reached the value to detect a hot runner and this defective axle bearing is not reported. A short time later However, severe damage can be caused by this hot runner will.

It has also been proposed (P 20 36 427), the hot runner detectors to be arranged on the vehicles and to monitor every single axle bearing for overheating. The hot runner message can be transferred to a driver's cab inside the train. This arrangement of the hot runner detectors has compared to the known Fixed hot runner detectors have the advantage that a hot runner is displayed immediately, but here, too, only a yes / no decision can be made take place.

To the danger posed by the sudden onset of a hot Axle bearing arises, to be recognized in time, are used in a well-known axle bearing temperature monitoring system for high-speed rail vehicles ("BBC-Nachrichten" magazine, January / February 1971) assigned two temperature sensors to each axle bearing of the locomotives and the car. One temperature sensor responds when the axle bearing temperature rises below the critical axle bearing temperature and controls an advance warning device. When the critical temperature is reached on the axle bearing, the second temperature sensor generates an indicator that shows the engine driver the overheating via another control device. Depending on these displays, the engine driver can Take appropriate measures to continue driving or stop the train immediately.

30981 1/0563

Since the messages from the temperature sensors are only processed internally by the train the measures taken by the engine driver can stop operation of the other trains on the same route very much, whereby these hindrances also the entire train traffic of a larger area can affect operationally hazardous.

The invention is based on the object of the hindrances to the operational sequence to avoid damaged axle bearings as far as possible by the messages from hot runners caused by the use of analog or temperature sensors indicating step-by-step temperature sensors are generated in good time, are included in the control of train traffic within a monitoring area.

This object is achieved according to the invention in that the heat-sensitive devices generated reporting identifiers to central, fixed disposition facilities are transferred, in these to decide on the continuation of the train concerned are evaluated and that then from the central facilities, depending on the train traffic, corresponding control commands to the relevant Signal boxes and / or to the trains concerned.

A particularly advantageous solution to the one on which the invention is based When using heat-sensitive devices arranged on the vehicles, the object is achieved according to a further feature of FIG Invention achieved in that the generated by these devices when increased axle bearing temperatures occur and in the traction vehicle collected registration numbers to determine the permitted onward journey of the affected train automatically from the locomotive the central disposition device are transmitted, in which the determined data taking into account the current train traffic processed to decide on the further course of operations and then from the central dispatching device corresponding control commands continuously to the locomotive of the train concerned be transmitted.

309811/0563

2U5406

H.Mantel - G.Frech 2-l8

The invention is based on one shown in the drawing Embodiment explained in more detail. In the ELguren only those parts are shown that are essential for an understanding of the invention required are.

In the upper part of FIG. 1, a traction unit consisting of the wagons W 1 and W 2 and a traction vehicle T is shown, in which the monitoring of the axle bearing temperatures is carried out, for example, inside the train. For this purpose, for example, two temperature sensors are arranged on each axle bearing, one of which generates indicators at the critical axle bearing temperature and the other before the critical axle bearing temperature is reached, which can be converted into corresponding messages in the affected wagons. The messages from the individual vehicles are then transmitted to the traction vehicle within the train and are displayed in a display device and / or entered into a corresponding device for transmission to a fixed control center. In the lower part of FIG. 1, such an internal train system is shown schematically, with only the temperature sensors for one axle bearing being indicated in each vehicle. The temperature sensors F 1 and F 2 are located on an axle bearing of the traction vehicle T and the sensors F 3 and F K or F 5 and F 6 are located on the wagons W 1 and W 2, respectively.

If a correspondingly increased temperature occurs on one of the axle bearings, for example, the sensor F 5 in the car W 2 responds first and gives an indicator for the monitoring device that is only present once in each car, e.g. ÜW 2, continue. The indicators given by the temperature sensors of the cars W 1 and W 2 or T are stored in the corresponding monitoring devices ÜW 1 or ÜW 2 and ÜT processed. The tags converted in these devices become now transmitted to the railcar T, for example, via a pair of lines leading through all the cars. These collected in the railcar In addition to the heating status, messages can contain further information on the type of axle bearings and the location of the affected wagon in the train set.

309811/0563

- * - 2H5406

H. Mantel - G. Frech 2-18

It is now possible to display these messages in the traction vehicle, so that the engine driver can act at his own discretion within the framework of certain regulations when hot runner messages occur can. However, these actions carried out by the locomotive driver can not only stop the operation of the other vehicles on the the same route, but also the train traffic in a larger surveillance area very hinder.

Now, in order to remove both these drawbacks and human error, as well as to relieve the locomotive driver, the hot runner messages collected in the locomotive are automatically sent via a Transmitting device S 1 from the train to stationary central disposition devices, Fig. 2, transmitted. The transmission can be, like shown in Figs. 1 and 2, wirelessly or in the presence of line train influencing these take place.

In the embodiment according to FIGS. 1 and 2, the traction units via the transmitting devices arranged in the locomotives, e.g. Sl, issued hot runner messages in the central Dispositionseinriehtungen BSZ, Fig. 2, for example a district control center, receive associated receiving devices, e.g. E 1 and fed via re-folder U 1 to an evaluation and output device A, which is an electronic data processing device EDP is downstream. In this device EDV the data entered are taking into account the current train traffic in the Monitoring area to decide on the further operational process processed and the calculated disposition data on both the still permissible speed, the location and the time stopping the train endangered by a hot runner, as well as for the other affected train traffic in the surveillance area forwarded to the output device.

309811/0 5 63

Y 2U54Ö6

H. Mantel - G. Frech 2-18

The output device outputs the input disposition data as Control commands to the affected facilities. So can that Control commands after their conversion, e.g. by the device U 2 Via transmitting devices S 2, are continuously transmitted to the receiving devices S 2 of the corresponding train units. Depending on the equipment of the locomotives receiving the control commands control the Commands a display device A 2 arranged on the driver's cab and / or the automatic train sequence via devices FÜ. Are for the automatic train control no facilities exist, so graze. the input into the display device A 2 control commands from the Engine driver running.

In the case of stationary hot-runner detectors, the hero tags in a similar way to the Dispositionseinriehtung BSZ, Big. 2, are transferred and in this for the continuation of the journey of the affected Zages processed taking into account the overall operating situation. Me The calculated disposition data are then sent via the output device as control commands for the display of suitable signal limiters, e.g. Hp 2, replacement signal, to the corresponding interlockings, e.g. STM, Fig. 2, transferred, whereby in addition to the determination of the place and the Time of stopping still has a limited influence on the Speed of the train is possible.

In the presence of polyline influencing, their control centers are in a position to be able to dispose even without an operational control center to be made, in particular about the place and time of stopping, and to give precise details of the permissible speed. If both operational control centers and line train control are available, the options for dislocation are even greater, However, they are limited by the number of hot-runner 4) detectors and their arrangement on the routes.

2 claims

1 sheet. Drawing with 2 Fig.

309811/0 5 63

Claims (2)

2U5406 H. Mantel - G. Frech 2-18 Claims Learn how to include hot runner messages in the control Train traffic within a monitoring area, with stationary and / or heat-sensitive devices arranged on the vehicles being used for hot-runner detection, which not only indicate that a predetermined temperature threshold (critical axle bearing temperature) has been reached, but also generate appropriate indicators in predetermined areas before the critical axle bearing temperatures are reached , characterized in that the reporting codes generated by the heat-sensitive devices (e.g. F 1 to F 6, Fig. 1) are transmitted to central, fixed disposition devices (e.g. BSZ, Fig. 2), in these for the decision on the onward journey of the train concerned are evaluated and that the central facilities, depending on the train traffic, then issue corresponding control commands to the relevant interlockings (e.g. SIW) and / or to the trains concerned. 2. The method according to claim 1, characterized in that when using arranged on the vehicles, the increasing axle bearing temperatures analog or stepwise displaying devices (eg F 1 to F 6, Fig. 1) generated by these devices when increased axle bearing temperatures occur and the registration numbers collected in the traction vehicle (e.g. T) to determine the permissible continued journey of the train concerned are automatically transmitted from the traction vehicle (T) to the central dispatching device (e.g. BSZ, Fig. 2), in which the determined data, taking into account the current train traffic, are used for a decision are processed over the further operational sequence, and then corresponding control commands are continuously transmitted from the central dispatching device to the locomotive of the train concerned. 309811/0563