Radio train control

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As radio train (abbreviated FZB ) was first one since the mid-1970s, planned form of automatic train where the information transmission via radio and the location of the train station on the track, similar to today's beacons should be done.

At the end of the 1990s, it was understood as the national variant of the European Train Control System (ETCS). A uniform European system core should be supplemented by specific functions of Deutsche Bahn without impairing interoperability , for example interfaces to signal boxes and control centers .

history

In the mid-1970s, it was decided to develop radio-based data transmission between the line and the vehicle as an alternative to the time-consuming laying of a line conductor when influencing line trains . The new LZB 80 on-board unit, completed in the early 1980s, was prepared for the connection of the radio and the reader for the position data transmitter on the track.

At the end of the 1980s, consideration was given to replacing the LZB guidance via radio relay in the 40 GHz band. To locate the vehicle, a radio transit time measurement, a satellite location, a system with location points on the track and a combination of these variants were considered. Investigations up to then did not suggest any economic operation of a radio LZB.

In the mid-1990s, a continuous, overlapping radio cell system was considered for heavily used routes, while coverage was provided at least at points on routes with little traffic. Work on ETCS began in the early 1990s.

In mid-1998 the plan was to start using the FZB between Halle / Leipzig and Ludwigsfelde in a pilot project from 1999 onwards . One control center was to be used for the total of 183.5 km of the Halle / Leipzig – Jüterbog and Jüterbog – Ludwigsfelde sections . In the control centers, an optimized operating program should be continuously calculated on the basis of transmitted data and instructions for the driver should be generated from this. If there are any deviations from these specifications, the train concerned should be stopped automatically. Ten locomotives were to be converted for trial operation. If used successfully, the high-speed line Cologne – Rhine / Main should be equipped with FZB as well as the new Erfurt – Leipzig / Halle line and the high-speed line Nuremberg – Erfurt .

At the end of 1998 it was planned to start using the FZB between Halle / Leipzig and Jüterbog from May 1999. Instead, at the beginning of 2001 it was planned to use ERTMS between Berlin and Leipzig from the beginning of April 2001.

construction

With the radio train control, the basic elements of the polyline control are retained. For the train driver, too, there is no difference in operation and displays to the line train control.

Only the way in which information is transmitted between the line and the vehicle is changed: While this is done inductively in the case of line train control, via a coupling between a cable laid in the track, the line conductor, and an antenna under the vehicle, the radio train control works via radio links. Antennas radiating in both directions should be installed along the route every 800 m to 2000 m .

When influencing line trains, a distinction can be made between the parallel tracks of a train station or a line in that each track has its own line conductor loop. In addition, the crossing points of the line cable are used for fine localization.
Since this is no longer possible with radio train control, transmitters must be placed on the track , similar to ETCS Level 2 , which inform the vehicle of the location. Similar to the Eurobalises used today, these transmitters are supplied with energy by an electromagnetic field emitted by the vehicle and therefore do not require an on-site power supply. The position transmitter should be placed to the side of the track so that a clear assignment of the direction of travel should be possible.

In addition to a system comparable to the existing line control system, simplified designs were also considered:

  • Supply of the route with FZB only in sections.
  • Acquisition of the data decentrally at the signal with one transmitter per signal instead of directly in the interlocking.
  • Dispensing with the direction of communication from train to track.

advantages

The following advantages are mentioned compared to the control of the polyline:

  • Improvement of the transmission quality with a bit error rate of 10 −6 .
  • More reliable and faster inclusion in the radio train control through many locating points, while with the LZB the inclusion can only take place at loop boundaries.
  • Insensitivity to mechanical influences, while the line cable can be easily damaged.
  • The line manager does not obstruct the superstructure work.

In addition, an optimized brake model should be introduced with the FZB. This became the decisive basis for today's ETCS braking curves .

Individual evidence

  1. ↑ a b c d Werner Frank: The radio train influence . In: signal + wire . No. 4, 1977, p. 69ff.
  2. ↑ Erich Wojanowski: reader's letter . In: signal + wire . tape 91 , no. 11 , 1999, ISSN  0037-4997 , pp. 35 .
  3. ↑ a b Eduard Murr: A new on-board device for line train control . In: signal + wire . No. 12, 1981, pp. 256ff.
  4. ^ Karl-Heinz Suwe: RAMSES . In: Die Bundesbahn , 64, No. 10, 1988, ISSN  0007-5876 , pp. 961-966.
  5. ↑ Albert Bindinger: CIR - Computer-integrated railway operating . In: Swiss Railway Review . No. 3 , 1994, ISSN  1022-7113 , pp. 99-104 .
  6. ↑ Report radio train influence . In: Eisenbahn-Revue International , issue 1/2, 1998, ISSN  1421-2811 , p. 6
  7. ^ Message from CIR-Elke before the start . In: Eisenbahn-Revue International , Issue 1/2, 1999, ISSN  1421-2811 , p. 4
  8. ↑ Notification of the start of ERTMS test operations . In: Eisenbahn-Revue International , issue 5/2001, ISSN  1421-2811 , p. 197.
  9. ↑ Rudolf Fischer, Franz Riedisser: Radio transmission for the control of line trains . In: signal + wire . No. 3, 1980, pp. 87ff.
  10. ↑ Andreas Singer: Development and testing of braking curves for high-speed traffic with radio train control (FZB) . In: Proceedings 3rd Rail Vehicle Conference (=  Dresden Rad Schiene ). tape 3 . Tetzlaff-Verlag , Dresden 1999.