Automatic treinbeïnvloeding

from Wikipedia, the free encyclopedia

Automatic treinbeïnvloeding ( ATB ; German  " Automatic Train Control " ) is a Dutch train control system .

The introduction of the ATB system in the Netherlands was decided after an express train and a local train collided head- on on January 8, 1962 near Harmelen in thick fog . In this most serious railway accident in the Netherlands to date , 91 people died and 54 were injured.

There are currently two track designs and one signal design of the ATB:

  • ATB-EG (ATB First Generation)
  • ATB-NG (ATB New Generatie)
  • ATB-VV (ATB Verbeterde Versie)

ATB is also used on the Amsterdam Metro .

The ATB works linearly. It is able to transfer signal aspects from the route to the train driver on the vehicle .

Function ATB-EG

An ATB vehicle antenna mounted on a class 189 locomotive

With the ATB-EG, a pulsed AC voltage of 75  Hz is fed into the rails . This is picked up by the vehicle with an antenna . From the recorded number of pulses, the ATB on-board unit decodes the corresponding signal aspect and displays it to the driver . The table shows an example of the coding of the ATB-EG:

Code (pulses per minute) Max. Speed display
no 40 km / h
220 60 km / h 6th
180 80 km / h 8th
120 130 km / h 13
96 full route top speed
(maximum 140 km / h)
75 ATB out of order BD

In 2005 the ATB-EG started to be upgraded. With an estimated cost of 40 million euros, the train protection system was to be changed at around 1000 points in the NS network so that trains passing over trains should be stopped at a speed of less than 40 km / h. In 2004, signals indicating stop were run over in 352 cases in the NS network .

ATB-E

It was often time-consuming to install the ATB-EG for tool trains and museum trains. That is why the ATB-E (ATB-Eenvoudig - "simple") was developed for these trains. It is a simpler variant of the ATB-EG that does not display the maximum speed in the driver's cab . In addition, most of the device is not permanently installed, but portable. You only need one device for every train that actually moves.

ATB-Vv

The classic ATB-EG is inactive for speeds below 40 km / h and does not trigger an emergency brake if a train drives over a signal indicating 'stop'. Therefore ATB-Vv (Verbeterde versie - improved version) was developed. It expands the ATB-EG by three balises , comparable to the German PZB, which are respectively 120, 30 and 3 meters in front of the associated signal, and thus acts punctually and autonomously, i.e. in any case emergency braking if the approach speed is too high when the signal shows a stop . In spite of this, only one software adaptation is often necessary on the vehicle side. If the ATB-Vv has been influenced, the vehicle monitors compliance with a braking curve so that the signal showing the stop can only be overrun in a minimally impermissible manner.

Function ATB-NG

ATB-NG (Nieuwe Generatie - new generation) is only installed on some NS lines . This version of the system consists of trackside balises and on-board systems. An infill function based on a cable loop is also available. The data transmission takes place between the active balise and an antenna on the vehicle. The system is directional, the balises are mounted slightly off-center between the rails . The vehicle unit of the ATB-NG is fully interoperable with the line unit of the ATB-EG .

The data is transmitted to the trains using Frequency Shift Keying (FSK) 100  kHz ± 10 kHz at a transmission rate of 25  kbit / s, with 119 useful bits being transmitted per telegram .

The driver must enter the following train characteristics:

  • Train length
  • Maximum train speed
  • Train braking properties

The driver is shown in the driver's cab:

  • Maximum line speed
  • Target speed
  • Target range
  • Braking curve

The following parameters are monitored :

The system reacts with visual advance warning and a warning tone. If the driver does not react to the warning tone in the event of a violation of the motion monitoring, an emergency brake is applied .

Equipment stand

ATB equipment stand

The map shows the ATB equipment level in the Netherlands. ETCS is the subsequent train control system from ERTMS , which is already in operation on the Betuwe line and on the HSL Zuid .

Web links

Individual evidence

  1. ↑ Report train protection update . In: Eisenbahn-Revue International , issue 5/2005, ISSN  1421-2811 , p. 233.
  2. ↑ Jonker: Gebruiksvoorschrift voor machinisten voor ATB Verbeterde versie . Movares Nederland BV , February 10, 2009 (accessed January 30, 2013).