Speed ​​monitoring for NeiTech trains

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The indicator lamp Ü GNT signals the active speed monitoring tilting technology .

As speed monitoring for TBV trains (abbreviation GNT ), an automatic train control system called that for tilting trains in Germany is used. Curves can be driven through at up to 30% higher speed without the lateral acceleration for the passenger exceeding the maximum permissible value of 1.0 m / s². It was under the name P unktförmiges D atenübertragungs- S ystem of the (PDS) German Federal Railways introduced in the late 1980s. Since this abbreviation had been used by the political party PDS since 1989 , they looked for another abbreviation. The abbreviation PDS was referred to in internal documents for a long time or it was present in the 610 series until the end of operation.

The GNT only works in conjunction with the punctiform train control .

At the end of 2019, 3,018 of 33,291 km in the Deutsche Bahn network were equipped with GNT, with a downward trend.

How it works and limitations

The speed monitoring for NeiTech trains is only used in Germany and only as a supplement to the punctual train control (PZB).

In the specification of linear train control systems such as the LZB or ETCS Level 2 , profiles for tilting technology vehicles are also defined. However, these have different functional principles for signaling and have not yet been used. A use of GNT under the also punctual train control ETCS Level 1 Limited Supervision (L1LS) appears possible.

At PZB in Germany, driving with a signal view is only permitted up to a speed of 160 km / h due to the distance between the signals and the lack of automatic driving and braking control . Therefore, the maximum speed of a train monitored by the GNT is also 160 km / h.

On the track side, there are either special track coupling coils to the right of the right rail (with ZUB 122) or with the newer ZUB 262 also Eurobalises , which transmit data to the train. The track coupling coils are slightly narrower than the PZB magnets, but are geometrically in the same place on the track. Via these additional track-side information transmitters, the traction vehicle receives information about which of the speed-monitoring PZB track oscillating circuits ("magnet") are to be ignored. This is necessary because the PZB is still active and speed test sections are relocated before a few speed changes or the announcement signal (Lf 6) is equipped with a 1000 Hz magnet.

The signals Lf 6 and Lf 7 are not valid when GNT is active. This is regulated in the signal book, guideline 301: "For trains with technical monitoring of a specified special speed profile, signals Lf 6 and Lf 7 do not apply."

As a result, a train equipped with GNT is allowed to drive through the track curves at a higher speed than trains without active tilting technology are allowed. A train without an active GNT (switched off or not available at all) is not influenced by the additional balise signals and continues to be monitored by the normal PZB at speed test sections.

The active tilting technology is only active from a speed of 70 km / h. However, GNT monitoring is guaranteed throughout the entire speed range. A GNT-run train is continuously monitored for maximum speed.

Technical framework

The operational parameters for rail vehicles that are supposed to run at a high speed using GNT are regulated in guideline 810.0212 "Compatibility with the requirements of the network - tilting technology in vehicles". These are bullet points:

  • GNT equipment
  • passive or active tilting system
  • Possibility of compensating a superelevation deficit of 300 mm
    • In the case of vehicles that are approved for a lower cant deficit, the maximum permitted speed must be generated and monitored on the vehicle side.
  • The vehicle must not exceed the valid clearance limits
  • Maximum axle load of 16.8 t (16 t plus 5% tolerance)
  • Particular crosswind stability according to Ril 807.04

Variants and successor systems

The GNT train protection technology is technically implemented in the traction vehicle on the basis of the " Siemens ZUB 122 " or the further developed variant " Siemens ZUB 262 ".

The vehicles with a GNT based on the ZUB 262 vehicle equipment can receive the GNT data from proprietary Siemens track coupling coils as well as read it from the standardized Eurobalises.

It follows:

  • Vehicle equipment based on ZUB 122 is sufficient to read proprietary Siemens track coupling coils. The vehicles of the DB series 610 and 611 equipped with it have now been shut down or do not use any tilting technology. This means that there is no longer any need to keep track equipment in accordance with ZUB 122.
  • To read out the Eurobalises, the vehicle requires GNT vehicle equipment based on ZUB 262 or ETCS.
  • With the GNT equipment based on ZUB 262, a vehicle can drive on any route prepared for tilting technology in Germany at a speed of an arc.

The infrastructure operator, DB Netz AG , provides information on the route sections equipped with ZUB on the Internet.

The function of signaling deviating speeds for tilting technology trains will in future also be carried out with the European Train Control System (ETCS), which is standardized across Europe . With ETCS Level 2, a distinction can be made between different train categories, similar to LZB, which the ETCS headquarters (RBC) may allow different speeds. The properties of the train categories have been specified with the ETCS SRS 3.4.0; one of these categories is “trains with active tilting technology”.

ZUB 122

ZUB 122 has been in use on various routes in Upper Franconia and the northern Upper Palatinate since May 1992 and was initially installed in 20 vehicles of the 610 series . In so-called ES operation ( ES for "increased lateral acceleration"), journeys can be carried out at speeds that are up to 50 km / h higher than the maximum controlled system speed. Due to cost advantages, it was decided to use the point-like system as a supplement to the PZB compared to the LZB, which was also being considered for this application.

On the track side, ZUB 122 consists of mostly self-sufficient track coupling coils, which are attached to the right of the track in the direction of travel. In contrast to the PZB, the coupling coils are logically connected to one another and can be clearly identified using a four-digit number. Through this linkage , the lack of such an influencing point can be recognized in the vehicle. The transmission is usually unidirectional from the route to the vehicle and is fail-safe . In other words, in contrast to the PZB, ZUB 122 actively transmits permissive aspects, whereas the PZB is based on a prohibition philosophy. Correspondingly, a faulty / missing transmission in the case of the ZUB 122 always leads to a secure state. Optionally, with ZUB 122, a half-duplex transmission from the vehicle back to the route, for example for the exchange of service data, can be implemented.

In the basic state, a vehicle equipped with the system continuously feeds a 50 Hz transmission circuit, which is influenced by the line equipment that is tuned to the same frequency (similar to PZB). As a result of this influence, a second supply circuit, tuned to 100 kHz, is now activated on the vehicle side, which is used to supply energy to the track coupling coil that has just been driven over. This then sends double redundant , serial data telegrams in the 850 kHz band ( medium wave ) at 50  kBit / s back to the vehicle. Basically, telegram lengths of 40 to 50 bits are possible, which can be safely transmitted up to a speed of 350 km / h. However, due to the significantly lower speed of the 610 series, telegrams with 96 useful bits are used in practice  . FSK modulation is used for transmission . The maximum distance between the individual data transfer points is 5.1 km.

On the vehicle side, the system essentially consists of a computer unit with two redundancies, a position pulse generator, the vehicle coupling coil, the driver's cab control units, as well as connections to the brake and the PZB. In addition to the general operational readiness of the system, the driver is permanently informed about the availability of the ES mode and any travel restrictions. This means that the driver's cab signaling is complete (for the intended purpose) - conventional, trackside signals are not intended for driving with this system at high speeds.

The two vehicle computers permanently monitor the car body control, the functionality of the magnetic rail brake and compliance with the train weight. On the basis of these parameters, it is then possible to run in a completely arc-fast (ES mode), drive in normal operation (RS mode; RS for "control lateral acceleration") or a mixed operating mode . Via the coupling with the PZB on-board unit, commands for bridging speed test sections are also transmitted in ES mode , which were dimensioned for vehicles that are not operated at high speeds . If the speed limit is exceeded while driving at high speed or if the PZB equipment fails, the vehicle unit is also able to initiate rapid braking independently .

The telegrams transmitted on the line side contain:

  • Limit speed for the RS mode (resolution: 10 km / h), as well as the difference to the speed valid in ES mode
  • Target speed at the following data transfer point
  • Target range
  • Slope
  • Control characters - e.g. B. to bridge the o. G. Linkings
  • Speeds for driving through slow speed areas , separated for the ES and RS modes
  • Target distance, length and type of the speed limit stop
  • Additional information on speed limits, for example to convey type-specific restrictions
  • Point type
    • B1 and B3 to announce speed limits and speed changes
    • B2 for bridging speed test sections
  • Check information to monitor the correct redundancy functionality of the line equipment
  • Group identifier
  • End of availability of the ES mode (there is no initial information; therefore, the start of ES operation is possible at each coupling coil, and accordingly also for vehicles that only travel a part of the equipped route)

ZUB 262

ZUB 262 is a further development of the ZUB 122 and uses Eurobalises and track coupling coils as the transmission medium. The introduction of the ICT with its vehicle control based on a data bus and its planned use in Switzerland, where the local ZUB 121 was also converted to Eurobalises, can be seen as the main reason for the development.

On the vehicle side, the system essentially consists of a two-channel ZUB 200 device with secure signaling , with each channel occupying half a 19 ″ subrack. This than SIMIS ( Si cheres Mi kroprozessorsystem of S iemens) designated 3116 2v2-processing units based on the technical 80186er , or for more complex functions in part to 80486 processors. Each unit has its own assembly for interrupt, interface and diagnostic data processing. If necessary, further assemblies can be added. On the software side, the  linear assembler programming used at the ZUB 122 was replaced by an approach based on PASCAL86 in combination with the COSPAS operating system, which was hoped for greater flexibility, especially with regard to future system expansions driven out of ETCS.

The previous, own position pulse encoder has been  omitted from the ZUB 262 when used in the 411 and 415 series. Instead, distance and speed information is provided by the central distance and speed detection (ZWG) via the MV bus . A separate position pulse encoder is used for the use of the ZUB  262 in the DB series 611 and 612 and with the ETR  610. The command of the emergency brake is still solved by wire via relay contacts. The system is downward compatible with the ZUB  122. The transmission channel is switched automatically and is based on the approach of the Operational System Switch (OSS) from the Eurocab concept.

The first tests of ZUB  262 were carried out in October 1997 in the Wegberg-Wildenrath test center .

vehicles

In Germany the following series of Deutsche Bahn are equipped with GNT:

BR 411 (7-part ICE T) / BR 415 (5-part ICE T)
GNT implementation based on Siemens ZUB  262 vehicle equipment
BR 605 (ICE TD)
GNT implementation based on Siemens ZUB  262 vehicle equipment
BR 610 ("Pendolino")
GNT implementation based on Siemens ZUB  122 vehicle equipment
BR 611
GNT implementation based on Siemens ZUB  122 vehicle equipment
GNT implementation partially retrofitted based on Siemens ZUB  262
BR 612 ("Regioswinger")
GNT implementation based on Siemens ZUB  262 vehicle equipment

The ICE T trains sold by Deutsche Bahn to the Austrian Federal Railways  are the only vehicles equipped with GNT that do not belong to the DB.

stretch

DB Netz AG has issued guideline 483.0301 (operating train control systems; punctiform data transmission systems, speed monitoring for NeiTech trains) for its lines equipped with GNT.

ZUB  122:

ZUB  262:

Web links

swell

  • Hans-Arnim Lange: ZUB 122 monitors the Pendolino . In: signal + wire . tape 85 , no. 10 . Tetzlaff Verlag GmbH, 1993, ISSN  0037-4997 , p. 320-327 .
  • Bernd Müller, Uwe Rosenkranz: The new ZUB 262 for the second NeiTech generation from DB AG . In: signal + wire . tape 89 , no. 10 . Tetzlaff Verlag GmbH, 1997, ISSN  0037-4997 , p. 17-21 .

Individual evidence

  1. ^ Matthias Maier (ed.): The German Pendolino . EK-Verlag , 2014, p. 13 .
  2. ^ List of CCS Class B systems. (PDF) European Railway Agency, June 11, 2019, p. 5 , accessed on February 23, 2020 (English).
  3. ↑ Infrastructure status and development report 2019. (PDF) Performance and financing agreement II. In: eba.bund.de. Deutsche Bahn, April 2020, p. 124 , accessed on May 17, 2020 .
  4. ↑ Ril 301 module 301.0501 section 1 paragraph 3
  5. ↑ fahrweg.dbnetze.com ( Memento from July 25, 2015 in the Internet Archive )
  6. ↑ DB Netz AG: Geo-Viewer infrastructure register (choose topics / route features / tilting technology, the map then shows routes with ZUB 262 / ZUB 122 in dark / light blue).
  7. ↑ Guideline 483.0301 ( Memento of March 4, 2016 in the Internet Archive )