ZUB 121

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ZUB 121 supplemented the previous Integra-Signum train protection system . ZUB track coupling coil (right) with two Integra Signum magnets (center and left) in Rotkreuz .
With ZUB 121, individual sections could be monitored linearly. ZUB loop for continuous signal transmission in Rotkreuz.

The train control system 121 , ZUB 121 for short or just ZUB , was a punctiform train control system used on the standard-gauge Swiss railway network , whereby individual sections could also be monitored linearly. ZUB 121 was related to ZUB 122 , which is used to monitor the speed of German tilting trains , and to the ZUB 123 used by the Danish State Railways (DSB) . ZUB 121 supplemented the previous Integra-Signum train protection system by monitoring the braking process between the pre- signal and the main signal and preventing the vehicle from restarting against a main signal indicating a stop.

From 2012 to 2018 ZUB and Integra-Signum were replaced by ETCS Level 1 Limited Supervision . The Euro-ZUB and Euro-Signum versions, which consist of ETCS components, will remain in use for a few years.

history

As early as the 1980s, the SBB discussed the installation of the ZUB train control system. With regard to the development of the uniform train control system ETCS , which according to initial plans should be ready for use as early as 1994, the introduction of ZUB was initially dispensed with. After the Oerlikon accident in 1992, the SBB came back to their decision and initially installed ZUB at 500 danger points, which were selected with risk analyzes.

In 2006, ZUB 121 was in use on around 2500 signals with an increased risk potential. At that time, parts of the system had already been discontinued by the supplier.

The introduction of the then outdated ZUB 121 was a success, because the number of collisions due to signal disregard fell massively. However, an effective train control system like ZUB is complex and expensive.

The private railways ZUB was initially not used. Only a few locomotives that regularly ran on SBB routes received ZUB equipment. The accident in 1999 at the BLS station in Bern-Weissenbühl had the same consequences for the then BLS Lötschbergbahn as the 1992 collision in Oerlikon. At short notice, it was decided to initially equip around 200 BLS signals with ZUB in two stages.

construction

Block diagram ZUB 121
The monitoring channel was queried with 50 kHz, the energy transfer took place with 100 kHz. The data was transmitted at 850 kHz.

red: vehicle equipment
G generator
Ü monitoring

signal blue: track equipment

ZUB was an inductive train control with alternating magnetic fields in the high frequency range with partially continuous data transmission . The monitoring channel was queried with a frequency of 50 kHz and the 100 kHz frequency was used to transfer energy from the vehicle to the track equipment. The data was transmitted at 850 kHz using the time-division multiplex method for the serial transmission of telegrams .

Principle of train control ZUB 121

The track equipment ZUB 121 consisted of track coupling coil ( transponder ), which were mounted magnet Integra Signum between the rails to the right of the two. The track coupling coil did not have its own power supply, but used high-frequency energy radiated by the vehicle coupling coil to send data telegrams back to the traction vehicle . Line cables were used for linearly monitored sections . Signal Adapter groped to be transmitted signal information from and led them to the track coupling coils and line cables.

The vehicle equipment consists of the vehicle computer, a vehicle coupling coil mounted on a bogie to receive route data, a distance pulse generator mounted on a wheel set to measure the speed and the distance covered, and a display and control panel in each driver's cab. The vehicle computer is not considered to be signal-technically secure . It is connected to the brake system via a brake interface .

function

How the ZUB 121.PNG works
Exemption ZUB 121.PNG

The data telegrams sent by the track coupling coils or line conductors consist of permanently programmed route data and the variable signal information. In addition to the data transmitted by the line equipment, ZUB 121 requires further information that is entered by the driver before the start of the journey .

Route data
overall of track coupling coil
sent ZUB information		 Train data ZUB data entered
by the driver
  • Target speed
  • Target range
  • Slope
  • Length of the section monitored by ZUB
  • Maximum speed of the monitored section

The On-Board Unit uses this information to calculate a precise braking curve . If, after passing a warning signal, the driver accelerates the train, he is warned by an acoustic and visual alarm, unless the train is traveling slower than 40 km / h and is further than 400 meters from the main signal (so-called quiet window).

If the warning curve is exceeded, a red lamp lights up and a continuous warning tone sounds until it is reset. If the warning curve is exceeded by 5 km / h, rapid braking is triggered and the traction is switched off. Resetting the emergency brake is not possible. The driver has to brake the train until the main signal, because the brake is monitored until it comes to a standstill. If the signal shows a speed-limiting driving aspect , the signaled speed is also monitored in the subsequent section.

The braking curve remains in effect even if the main signal starts moving from the stop position after passing the distant signal . To make the operation more fluid, additional track coupling coils or a line cable can be laid between the pre-signal and the main signal. Line cables, however, are expensive to maintain. So that they are not damaged when the ballast bed is periodically tamped , they must be removed and reinstalled. Where there is no line conductor, the driver can use a bypass button to "free" himself from the monitoring and continue to travel at a maximum of 40 km / h if the main signal has changed to driving after passing the closed distant signal.

ZUB 121 is not only used to monitor particularly dangerous signals, but also to control route or shunting speeds. If the line speed for the entered train row is exceeded by 15 km / h, an optical and acoustic warning is given. If the train is too fast by 20 km / h, an emergency brake is initiated.

Cab of an SBB control car . The ZUB-121 display device is attached above the pressure gauge and the volt and ammeter .

The four-digit LCD display in the driver's cab enables the following displays:

display meaning
 8 - 8 No surveillance
 8 8 8 8 Monitoring of the maximum train speed
The on-board unit only processes train data, but not route data.
       0 Target speed 0 km / h
After driving past a distant signal equipped with a track coupling coil, the train must be braked so that it comes to a stop before the main signal is closed.
     4 0 Monitoring at 40 km / h
  • After the release until the next track coupling coil or loop
  • When the maneuver button is activated ( shunting drive)
  • No valid train data entered
     6 0 Target speed> 0 km / h (e.g. 60 km / h)
After driving past a signal equipped with a track coupling coil, the train must be braked to the displayed speed to the target point.
 - - - - Monitoring of the maximum permissible line speed
  • When driving past an open distant signal
  • When driving past a signal that indicates a higher speed than the maximum train speed (e.g. speed announcement 90 km / h at a maximum train speed of 80 km / h)
  I I I I Driving on a loop or a release track coupling coil
The next signal is not closed.
 7 7 7 7 Monitoring of the last ZUB information.
The driving aspect displayed on the signal is not monitored because a lower speed applies from the previous signal, e.g. B. when driving over distracting points .
 8 8 8 8
display
flashes		 Termination of the monitoring during spinning
If ZUB an excessive acceleration of the drive axles detects the current monitoring until the next track coupling coil or over a distance of 1800 m exposed, except:
  • The target speed is 0 km / h, or
  • The release switch has been pressed.

As an additional function, an appropriately programmed track coupling coil can automatically switch the train radio channel.

Faults in the track equipment can be recognized and revealed by the vehicles driving over them. Certain trackside faults in the ZUB-121 equipment are indicated to the driver by means of a yellow fault lamp. These disturbances are transmitted in the form of a telegram via train radio to a control center and from there forwarded as a fax to the responsible entertainment district. Since 2012, these messages have been transmitted by a significant number of vehicles using GSM-R train radio.

Euro-ZUB

Entry of the Voralpenexpress in Wattwil . The euro balises on the exit signals in the foreground are used to transmit the euro-ZUB route data to the vehicle devices.
The ETM , also known as the “backpack”, reads the ETCS telegrams and forwards the information to the ZUB and Integra Signum on-board devices.
The ETM assemblies are integrated in the ZUB 262ct on-board unit, which means that a “backpack” is not required.

To enable interoperability , ZUB 121 and Integra-Signum will be supplemented by the uniform European train control system ETCS and will one day be replaced. In a first stage, the track and vehicle coupling coils were replaced by balises and vehicle antennas from the ETCS modular system and the conductor loops by Euroloop . An advanced Eurobalise , together with the subsequent second balise, determines which direction of travel is influenced. The track equipment converted in this way is called Euro-ZUB. The Eurobalises broadcast the ZUB information in the section (package 44) of the ETCS telegram reserved for national applications . The conversion to Euro-ZUB enabled the manufacturer Siemens to take the outdated trackside ZUB components out of production.

The mainline locomotives and control cars were equipped with the so-called Eurobalise Transmission Module (ETM), also known colloquially as a “backpack” , until 2005 . The ETM receives the Euro-ZUB and Euro-Signum telegrams and translates them for the ZUB vehicle devices. To increase the level of safety, after assessing the risks, individual Integra-Signum track magnets are replaced by Euro-ZUB instead of Euro-Signum, which enables the braking process to be monitored and prevents starting against closed signals.

Three variants are used for vehicle equipment:

  • Vehicles with the old ZUB 121 device were supplemented with the ETM additional device ("backpack").
  • Vehicles with ZUB 262c that originally did not have a Euroloop receiver have been upgraded to the ZUB 262ct version.
  • With the new ZUB 262ct device, all ETM assemblies are already included in the basic device, making retrofitting with a “backpack” unnecessary. The ZUB 262ct on-board device is available in two different configurations, for vehicles with and without MVB ( Multifunction Vehicle Bus ).

→ See also: Section Euro-Signum in the article Integra-Signum

Speed ​​monitoring

Speed ​​monitoring can be implemented with Euro-ZUB. However, the number of monitoring areas is limited. Afterwards, only the maximum speed of the train can be monitored.

Transition to ETCS

Since a second stage, the balises have not only sent the national train control information in the appendix, but also ETCS-compliant information in the main part of the telegram. As a result, ZUB and Integra Signum on-board devices have been dispensed with since 2018, which enables all traction vehicles with ETCS to have network access across Switzerland . Older Swiss vehicles do Template: future / in 5 yearsnot have to be converted to ETCS by around 2035 and Template: future / in 5 yearscontinue to evaluate the ZUB information in the telegram attachment.

→ See also: Section transition to ETCS in the Integra-Signum article
     and: ETCS article in Switzerland

literature

Web links

Individual references, comments

  1. ^ Mathias Rellstab: Swiss migration to ETCS L1 LS largely completed . In: Swiss Railway Review . No. 2/2018 . Minirex, Lucerne, p. 99 .
  2. ↑ Stefan Sommer: ETCS in Switzerland - step by step to the goal . In: Swiss Railway Review . No. 7/2013 . Minirex, Lucerne, p. 351-353 .
  3. ↑ Andreas Zünd, Hans-Peter Heiz: The network-wide implementation of ETCS in Switzerland . In: signal + wire . tape 98 , no. 7 + 8 , 2006, ISSN  0037-4997 , p. 6-9 .
  4. ↑ Similar successes have been in France with KVB and in Germany and Austria with the addition of PZB with 500 Hz magnet achieved.
  5. ↑ ZUB at BLS . In: Swiss Railway Review . No. 2 . Minirex, Luzern 2000, p. 52 . First stage of BLS stations with ZUB . In: Swiss Railway Review . No.
     12 . Minirex, Luzern 2000, p. 540 .
  6. ↑ Thanks to the precise values ​​of the train, which the driver enters before the start of the journey, the ZUB 121 calculates much more precise braking curves than the PZB . The PZB used in Germany and Austria only differentiates between the types of train O, M or U.
  7. ↑ Since 2003, Eurobalises have been used instead of ZUB track coupling coils for new routes and conversions.
  8. ↑ or EuroZUB or Euro-ZUB-P44
  9. ↑ The Integra-Signum line equipment that has been converted to analogue is called Euro-Signum .
  10. ↑ Equipped with ZUB 121 are, for example: ICN RABDe 500 , Seetal multiple units RABe 520 , SBB Re 460 , IC-Bt (first series), IC-2000-Bt , Am 841 , Ae 6/6 , Re 4/4 II , Re 4/4 III , Re 6/6 , RBe 4/4 , NPZ RBDe 4/4 , Switzerland-compatible ICE 1 of the DB AG, three-stream TGV Sud-Est of the SNCF, Cisalpino- ETR 470
  11. ↑ The TRAXX locomotives SBB Re 482, BLS Re 485 and Railion BR 185 were provided with ZUB 262c .
  12. ↑ Equipped with ZUB 262ct are e.g. B: IC-Bt (second series) RABe 521/522 , Am 843 , Re 474 , Re 484 , Thurbo RABe 526 700
  13. ^ André Schweizer, Christian Schlatter, Urs Guggisberg, Ruedi Hösli: Train control concept and implementation of the migration to ETCS L1 LS for the standard-gauge private railways BLS and SOB . In: Swiss Railway Review . No. 3 . Minirex, 2015, ISSN  1022-7113 , p. 146-149 .
  14. ↑ Walter von Andrian: ETCS Level 1 LS not yet ready across borders. In: Swiss Railway Review. No. 3/2015, p. 144.