Standard level crossing technology
The standard level crossing technology (called EBÜT 80 for short ) was developed by Scheidt & Bachmann , Siemens and Pintsch Bamag in the 1980s in cooperation with the Deutsche Bundesbahn . It standardized a variety of level crossing techniques used up until then for new systems.
The EBÜT 80 can be used for both single-track and multi-track routes. It can be used for half and full barriers with flashing light or light signals with yellow / red phase. Level crossings with flashing lights in new buildings were only implemented in exceptional cases.
In contrast to older level crossing systems, the EBÜT 80 has a modular structure and offers various interfaces for control and operation. There are the following types of control, whereby combinations of several interfaces are also possible:
- Signal control
- Train control
- Attendant service
The following types of monitoring can be used to monitor the functioning of the level crossing :
- Hp: Monitoring by a main signal
- FÜ: Via remote monitoring
- ÜS: The monitoring signal shows the driver the status of the level crossing system
- Bed: Monitoring by the operator of the level crossing system
The entire level crossing system has a modular structure. All switching devices are housed in two standardized frames, which in turn are mounted in a switch house. Rectangular concrete houses are mostly used. The racks were already assembled, wired and checked by the manufacturer when they were delivered to the switch house. This enabled the construction time to be significantly reduced.
The control is made up of relays and electronic circuits and has two channels (2v2 computer).
Rail contacts are used to switch on and vehicle sensors (track loops) to switch off.
The EBÜT 80 can handle the following switching cases:
- Switching case 1 level crossing occupancy message (BÜBM)
- Switching case 2 Signal-dependent
activation (WS): The switch-on contacts are only activated when the route is defined or the substitute signal is switched on. The switch-on contact remains ineffective on routes that do not lead over level crossing.
- Switching case 3 effectiveness contact (WK)
- Switching case 4 switching permanently ineffective (UW / US)
- Switching case 5 Ineffective switching with contact (UK)
- Switching case 6 Ineffective switching by hand (UT)
- Switching case 7 Resolution of the effective switching with ineffective button (WK with UT)
- Switching case 8 manual switch-on (shunting switch / switch-on button) (RS / ET)
- Switching case 9
- Switching case 10 Extension of switch-on or switch-on again (EK5)
- Switching case 11 manual switch-off / switch-on again (AT ET / AT)
- Switching case 12 Saving without signal blocking - entry signal (SpoS)
The switch-on contact is activated when the level crossing signal is in the driving position. If the switch-on contact was driven over while the signal was still showing and the drive position takes place up to 60 seconds later, the level crossing is still switched on.
- Switching case 13 Saving with signal blocking - entry signal (SpmS)
- Switching case 14 Saving without signal blocking - exit signal (SpoS)
- Switching case 15 Saving with signal blocking - exit signal (SpmS)
- Switching case automatic HET (AutoHET)
- Switching case automatic ET
- Switching case secondary switch-on point
- Switching case switch in the switch-on section
- Switching event counter-release by switching event sensor
- Switching case Awanst
- ^ A b Karl Kammel: The standard level crossing technology EBÜT 80, first part: functional overview . In: Elsers Taschenbuch der Eisenbahntechnik . S. 415-471 .
- ^ A b W. Fenner, P. Naumann, J. Trinkauf: Railway safety technology: controlling, securing and monitoring routes and speeds in rail traffic . 2nd edition, John Wiley & Sons, Hoboken 2004, ISBN 978-3-89578-177-3
- ↑ Plan level crossing safety technology RBÜT close to implementation ( PDF , ≈ 505 KB ) - in Signal + Draht , issue 94 (5/2002), on pages 14 to 17; Written by Roger Thiel and published by Tetzlaff- Verlag (in Hamburg )