Multiple controls
Multiple control is the word used in Switzerland for push-pull train control and multiple traction control . The term was also used by the Deutsche Reichsbahn , but not for push-pull train control.
In most cases, the multiple control can be used not only to create a shuttle train , but also to control a second compatible motor vehicle ( locomotive or motor vehicle ). This means that a traction vehicle can be remotely controlled from another traction vehicle or a control vehicle and therefore does not necessarily have to run on the Zugspitze.
It is also possible to use multiple traction with just one locomotive driver to move the trains on routes that allow a higher drawbar load than the traction vehicle can carry alone .
technology
Technically, a distinction can be made between direct controls and controls that transmit control pulses.
Early driving switches acted directly on the step switch . For the multiple control of other vehicles, a separate wire had to be available for each step, which resulted in heavy cables with dozens of wires. Likewise, you could only steer vehicles with the same response behavior, i.e. the same power output per level, multiple times.
With the introduction of load control via current regulation, multiple control between different vehicles became possible.
With the use of microprocessors it became possible to transmit the control commands serially instead of in parallel (one after the other on the same wire instead of simultaneously on different wires). In principle, one pair of wires is sufficient for this. In general, one speaks of a time-division multiplex push-pull train control (ZWS). The inclusion of car functions and diagnostic systems turned the whole thing into a data bus, today mostly called a train bus .
Thanks to the development of electronics, multiple control is now possible electronically. Therefore, nowadays communication between the different computers of the vehicles via the train bus is more important than the power control of the vehicles themselves.
The various automatic clutches on the vehicles are the biggest obstacle today for the multiple control of different vehicles. Since there are no international regulations for the structure or the connection options, each manufacturer or each railway administration has developed or ordered a different multiple control.
Vehicles delivered nowadays almost all have a multiple control, which at least enables vehicles of the same design to be controlled multiple times with one another.
Systems
Vst I
The Vst I is based on a control line with 30 wires . For each command there is a separate cable core, via which electrical signals are transmitted. The first vehicles of the Swiss Federal Railways that could be remotely controlled were the 19 Ce 4/6 , which were put into operation from 1923 . In the same year, a two-axle baggage car, the F 16021, was set up as a makeshift control car and the first shuttle train was formed. 2 Ce 4/4 followed in 1924, from 1927 25 Fe 4/4 railcars and 1925–1928 10 four-axle control cars with end and middle entrances . These vehicles could also be used mixed, e.g. B. as a double pendulum train with a Ce 4/6 and an Fe 4/4 at each end. The “Arbeiter-Pullman” achieved a certain fame, for which two Fe 4/4 and various wagons were painted blue and white (a kind of forerunner of the Zurich S-Bahn ).
The Vst I was also used in the vehicles of the EBT group. Shuttle trains were formed with the CFe 2/4 from 1932 to 1933 and control cars converted from the former three-phase power units. In contrast, the multiple control was hardly used and was later removed from the Be 4/4 locomotives. The CFe 4/4, later BDe 4/4 I, delivered between 1946 and 1947, initially had Vst I.
Vst II
The Vst II had two 26-pin control lines, the cables of which were cross-coupled. It was first installed in 1940 on the SBB RFe 4/4 601–603, which were sold to the Bodensee-Toggenburg Railway and the Swiss Southeast Railway in 1944 . At the SBB, shuttle trains were formed with multiple units at each end, for which some of the then new light steel wagons had control cables. At the Südostbahn, shuttle trains were formed with two control cars delivered in 1945 and matching center entry cars .
Other vehicles with Vst II were the SBB Am 4/4 1001–1002 (later Bm 4/4 II 18451–52) and the Ae 4/6 10801–12.
Vst III
The Vst III, also known as the MFO system, was used from 1946 and is very popular. The control line has 42 wires . For a long time, intermediate cars with Vst III could be freely used with all locomotives. With the additional stop request and ep brake functions , the wires could no longer be assigned uniformly with the same trolley functions. This is particularly troubling for BLS AG , which until 2010 knew four different wire assignments within the company.
The specific control programs for the locomotives are designated with a lower case letter.
Vst IIIa
The SBB called the multiple control of the SBB Re 4/4 I 10001–26 Vst IIIa.
Vst IIIb
The multiple control of the 31 SBB BDe 4/4 railcars put into operation from 1952 was called Vst IIIb. It was similar to IIIa and there were some ABt control cars that could remotely control both types of traction vehicle.
Vst IIIc
System IIIc only had two railcars and two control cars, namely the two direct current commuter trains with SBB BDe 4/4 II 1301-02 for Genève - La Plaine (French border) delivered in 1956 .
Vst IIId
Vst IIId was first implemented in 1959 for the SBB RBe 4/4 and has since developed into the standard control of the SBB and many private railways. It was only the advent of time-division multiplex systems and the train bus that gradually pushed them back.
The up-down control instead of the step switch preselection is the real heart of this multiple control, because it was only through the load control instead of the step control that it became possible, since there is no longer any dependency between the steps and the speed. In the case of shuttle trains, the vehicle working at the end of the train has a pulling force limit in the low speed range.
A maximum of 20 powered axles or four working locomotives can be mixed as required.
The SBB Re 4/4 II , SBB Re 421 , SBB Re 4/4 III , SBB Re 6/6 , BLS Re 465 (but not the SBB Re 460 ), SBB RBe 4/4 and the similar, but only about halfway Such powerful EAV railcars of the private railways (12 railcars for MO, RVT, GFM, MThB, WM, 3 of which are still in use today at TRAVYS, TPF and TMR) are equipped with the multiple control Vst IIId. With a BLS Re 465 placed in between as an interpreter, the BLS Re 4/4 and BLS Ae 4/4 can also be controlled multiple times.
The railcars SBB RBDe 4/4 (RBDe 560) as well as their derivatives 561 and 562 as well as the SOB RBDe 561 081-084 and TRAVYS RBDe 560 384-385 can or could only steer perfectly among themselves. In principle it is possible to set the railcar as a control car and to control other IIId vehicles remotely, but problems have arisen in practical tests. During the modernization to "NPZ Domino" the Vst IIId was expanded and replaced by another system ( V9 ).
The SOB Re 446 , the former SBB Re 4/4 IV, cannot be used freely either . The multiple traction is primarily intended for a specific species, but a selector switch enables mixed multiple control with the exclusion of any other additional functions. The mixed multiple control works perfectly between Re 446 and Re 420/421. In principle, remote control of other IIId vehicles would also be possible in the control car function. In the Voralpen-Express the locomotive ran until December 2013 with remote control from the IIId control car, from December 2013 in multiple traction (one locomotive each in front and behind)
The 242 series machines from Lokoop and Südostbahn , which were taken over from the Deutsche Reichsbahn and have since been sold back to Germany, were also equipped with Vst IIId . The Vst IIId is still used in Germany.
The control cars of the types standard car I and II of the SBB are set up for the Vst IIId.
A special case is the standard car III shuttle train, which has a special control line, called Vst V, within the composition. However, a translator for the Vst IIId is installed in the end car (AD or ABS) and in the control car.
Vst IIIe
In the Be 4/6, De 4/4 and Ae 3/5, which were modernized from 1961, the tried and tested up / down control was installed, only the De 4/4 had electric brakes. It was possible to remotely control a locomotive with System IIId from a control car with System IIIe, but without an electric brake. A BDti was used uphill with an RBe 4/4 on the route to Pontarlier.
Other Vst-III systems
The private railways defined their own wire assignments and functionalities for their locomotives, but the wagon functions were designed as uniformly as possible. In addition to the vehicles acquired following the SBB series, the EAV railcars had the multiple control IIId, which is compatible with SBB vehicles. The high-performance railcars , on the other hand, were provided with their own multiple control, which the BT called Vst IIIS (step switch). The older BT locomotives and railcars were equipped with the Vst IIIH ( hopper control ), comparable to that of the EBT / VHB / SMB. The SLM Re 456 also received its own multiple control, but this was implemented differently between the BT and SZU / VHB. The private railway NPZ received a similar multiple control, but they were not always compatible with each other. At the RM this system was called Vst IIIs, that of the somewhat older RBDe 566 I Vst IIIa.
Vst IV
As Vst IV, the SBB called the BBC system, which is based on 61-pole cables and is mainly used on narrow-gauge railways. The individual applications are not compatible with one another. At least with regard to the wagon functions, Zentralbahn and Berner-Oberland-Bahn have agreed on compatibility. With the Rhaetian Railway, the car functions are completely on the LBT cable, the multiple control line is only passed through the car.
Vst IVa
The only application of the BBC system couplings at the SBB in the standard gauge area was the Ae 4/7, where the high number of speed steps of the directly switched electro-pneumatic contactor control required a control current coupling with a larger number of poles. This Vst system was called SBB IVa.
BLS / BBC system
The 61-pin cable was also used from 1967 on the BLS locomotives Re 4/4 , Ae 4/4 and (from 1988) Ae 8/8 . Four working locomotives are permitted. The BLS Re 465 can be controlled multiple times with these locomotives, but a transition cable to Vst III is required for this. Such a transition cable must also be used for the formation of commuter trains. Shuttle trains can be set up with the BLS control cars BDt 939–949 and Bt 950–953, which since December 2013 has only been used for car trains. The signal is transmitted with ZWS within the car train compositions.
Vst V
Within the standard car III compositions, the transmission takes place with ZWS via the Vst V line with 25 wires , the 2 replica control cars of BLS AG and their end cars ABS have system Va. The converters, which convert the signal Vst IIId into V (or Va ) are built into control cars and end cars. The car functions (lights, doors) are switched directly to individual wires, so the ZWS signal is only passed through to the intermediate car.
V6 and V6a
In contrast to the previous systems, the V6, which is no longer designated with Roman numerals, is used in the double-decker shuttle trains (DPZ) with SBB Re 450 delivered from 1989 and is based on a 60-pin control cable.
The transmission of the control commands between the DPZ takes place via the automatic GFV coupling, which is why the control car is labeled as "V6a". The double-decker multiple units (DTZ) SBB RABe 514 are also compatible with this, but never received definitive approval in mixed operation with the DPZ. Four shuttle trains are permitted, but the platform lengths only allow the use of three coupled trains in S-Bahn traffic. In the case of special services that only serve long-distance train stations with a platform length of 400 meters, trains with four units can be observed.
All SZU double-decker cars are equipped with the same control line. Their Re 456 542-547, however, are equipped with a Vst III. There are therefore transition cables Vst III – V6 for use in shuttle trains. As of 2010, all SZU vehicles were converted to V6, so the combination Vst III / V6 can be dispensed with.
V6c
From 2011, a new low-floor double-decker car will be added to the V6-equipped DPZ; the 113 second-class cars in use up until then will be free for another use. Together with Re 420 , they are used for the additional trains at peak hours of the Zurich S-Bahn. In addition to the Vst IIId, the Re 420s have the V6c installed, which is based on the V6 line available in the double-decker B, but integrates additional functions such as the ep_brake, brake test from the driver's cab, handbrake monitoring, emergency brake override, fault displays and others.
EP or WTB
With the new time division multiplex control , electronic command transmission is possible with the train bus. For this purpose, EP-cable with 9 wires used.
The SBB Re 460 as well as the BLS Re 465 use this multiple control. With it four working vehicles are possible. The SBB Bt IC, which are used with the standard car IV , and the IC double-decker control car (IC 2000) also work with this system. The car functions (doors, lights, loudspeakers) are switched via the 18-pin UIC cable . With the IC 2000, however, all cars are also connected to the train bus, which also enables automatic car numbering and the display of the train running. The train bus requires an AD and a Bt to function correctly, so these are always used in pairs.
Another option is the internationally standardized push-pull train and multiple control via the WTB in accordance with the telegrams and specifications of UIC Leaflets 556 and 647. This type of control enables the greatest possible flexibility in train formation among technically similar vehicles. The data transmission for this is provided on wires 17/18 of the 18-pin UIC cable, or alternatively on the data line of the 9-pin EP cable.
V9
V9 is the new time-division multiplex system for multiple control of the modernized NPZ DOMINO.
SAAS system
Multiple control lines system SAAS had different blue arrows of the BLS, three B EW I and the BLS Be 4/4 761-63. These three railcars, the three B and the ABDe 4/4 746-50 were later converted to Vst III.
ZWS / ZMS
The SBB Re 474, 482 and 484 as well as the BLS Re 485 are compatible with the German ZWS / ZMS. The creation (programming) of a combination option with other systems presented here (train bus via ep line) is currently not planned.
LBT
LBT stands for loudspeaker / lighting / door control and is a cable that corresponds to the 18-pin UIC cable (UIC 558) and is used on various Swiss narrow-gauge railways. At the Zentralbahn , this cable is also used for remote control of the more modern vehicles ( HGe 4/4 II and ZB ABe 130 ) using a ZWS. This allows practically all passenger cars to be used in a shuttle train. The Rhaetian Railway has chosen a more expensive route and is installing a new cable in its vehicles with sockets with 25 plus two times four contacts. In the long term, multiple and remote control of all traction vehicles is to take place via this cable. This cable should then also take over the LBT functions.
Scharfenberg coupling
The multiple control of the NINA works via the Scharfenberg coupling and is not compatible with other vehicles.
The former TEE trains of the SBB, RAm TEE I (1957) and RAe TEE II (1961) also had a multiple control system that allowed a second train to be remote-controlled via the Scharfenberg coupling.
The SZU (Be 556 521-528) and the meter-gauge vehicles of the TMR Scharfenberg couplings with electrical contacts can also be found.
GFV coupling
The SBB RABDe 12/12 , later the RABDe 510, were the first SBB vehicles to be equipped with a + GF + coupling in the suburban train version . This coupling also enables all electrical connections to be automatically coupled and so the multiple control functioned via this coupling.
The thyristor multiple units SBB RABDe 8/16 , of which only four prototypes were built, had the same coupling but a different multiple control. The coupling therefore had to be adapted in such a way that mechanical coupling between the different series is possible, but that the electrical contacts are not coupled.
After the RABDe 8/16 had been phased out, it had to be avoided that the RABDe 510 and DPZ or DTZ were not electrically connected.
The transmission of multiple control signals via the GFV coupling is also used on many narrow-gauge railways (RhB Be 4/4 511-516, RBS 41-72, 21-26, WSB, FLP, BDWM Be 4/8 21-25, FART / SSIF ABe 4/6 51 ... 64, LEB).
Other + GF + couplings
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The SBB Bem 550 and the TSOL railcars of the same type have a different + GF + coupling . But this type of coupling also combines the multiple control of these vehicles.
The light (narrow) design of the + GF + branch line coupling, usually known as the tram coupling (GFT), also exists in a design with an attached contact strip analogous to GFV. This type of coupling was used extensively in the VBZ ( Be 4/6 Mirage 1601–1726 and Tram 2000 ), the TPG «DAV» Be 4/6 and Be 4/8 and in the Prague T6A5 , as well as in the the former Trogenerbahn -BDe 4/8 21-25 (today at the Rittner Bahn ) or the Forchbahn .
Schwab coupling
Some of the Stadler GTW built for Swiss railways were equipped with the newly developed Schwab coupling. This also connects the multiple control lines. The Flirt multiple units developed by the same manufacturer received the same coupling and a compatible multiple control system, so that mixed multiple control GTW / FLIRT is possible.
BSI coupling
The ICN multiple units of the SBB RABDe 500 series have BSI couplings that also allow multiple control of two trains. A BSI coupling with electrical contacts is also installed in some vehicles of the meter-gauge TPC .
Others
There were and are various other multiple controls that are hardly documented and therefore only appear here in summary form:
- Two-frequency shunting locomotive Ee 3/3 II 16511–16519 ex SNCF 20151–20159
- Four-system shunting locomotive SBB Ee 934 551-560 ex 16551-16560
- Diesel locomotives SBB Em 831 000–002
- Diesel locomotives SBB Am 841 000-039
- Diesel locomotives SBB Am 843 001 ... 095
- SOB ABe 4/4 11-14 (remote control from the control car)
See also
literature
- Reto Danuser, Hans Streiff: The electric and diesel traction vehicles of the SBB, Volume 2: Years of construction 1952–1975. Minirex, Lucerne 2011, ISBN 978-3-907014-36-3 , pages 28–32 (chapter multiple and remote control).
Individual evidence
- ↑ The latest B Jumbo (616–625) have a selector switch with the four positions (1) Re 425, (2) Vst IIId, (3) RBDe 565, (4) RBDe 566
- ^ Reto Danuser, Hans Streiff: The electric and diesel traction vehicles of the SBB, Volume 2: Years of construction 1952–1975. Minirex, Lucerne 2011, ISBN 978-3-907014-36-3 , page 31
- ↑ Railway amateur 6/2010
- ↑ Yves Marclay, Urs Arpagaus: LION project: The refit program for the first generation of double-decker trains of the Zurich S-Bahn (DPZ) , in: Schweizer Eisenbahn-Revue 10/2010, Minirex, Lucerne 2010.