ZUB 123

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ZUB 123-track coupling coil

ZUB 123 is the international name for a point train control system used by the Danish State Railways (DSB) , whereby individual sections can also be monitored linearly. In Denmark itself, the train control system is called Automatic Train Control (ATC), although it differs from the ATC used on the Swedish and Norwegian railways . ZUB 123 is related to the train control 121 ( ZUB 121 ) used on Swiss standard-gauge railways , and to ZUB 122 , which is used to monitor the speed of German tilting trains .

The manufacturer Siemens also calls ZUB 123 the Danish version of the previously generically developed ZUB 100 .

history

To enable speeds of over 140 km / h, the DSB began in 1978 to select a suitable train control system - previously operations had been carried out without such a safety device. In 1986 a test facility was put into operation on the Næstved - Glumsø section of the Sydbanen . In 1988, the order for the introduction of ZUB 123 was awarded to Siemens. In 1992, 78 vehicles and a 200 km route were equipped. The final expansion was then planned with 409 vehicles and 4000 km of route. ZUB 123 has been available throughout the DSB network since 1996.

construction

Principle of train control ZUB 123

The track equipment of ZUB 123 consists of track coupling coils ( transponders ) that are mounted on the outside of the track. The track coupling coils do not have their own energy supply, but use high-frequency energy radiated by the vehicle coupling coil to send data telegrams back to the traction vehicle . Line cables, cable pairs laid between the rails , are used for linearly monitored sections . Signal adapters keys to be transmitted signal information , and forward them to the track coupling coils and line cables.

Before a punctiform telegram transmission, the trackside coupling coil first influences a vehicle oscillating circuit that is tuned to 50  kHz . This activates a second 100 Hz coupling coil on the vehicle, which provides the necessary energy for the subsequent serial data transmission at a frequency of 850 kHz (see ZUB 122). The linear transmission is compatible with the ORE A46 specification. Correspondingly, conductors laid in the middle of the track with a transmission frequency of 36 kHz are used. Information received in punctiform and linear fashion is processed by different receiving devices and transmitted to the central vehicle device via separate channels.

The vehicle equipment consists of the vehicle computer based on the two-channel SIMIS-3116 microcomputer system, a vehicle coupling coil mounted on a bogie for receiving the 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 considered to be signal-technically safe . It is connected to the brake system via a brake interface .

function

How ZUB 123.PNG works

The data telegrams sent by the track coupling coils or line conductors consist of permanently programmed route data and the variable signal information. From the transmitted data and the information entered by the driver about the length of the train , its maximum speed and its braking properties, the on-board unit calculates a braking curve which , when exceeded, triggers an emergency brake .

The braking curve remains in effect if the main signal changes from the stop position to drive after passing the distant signal . The driver has to brake the train, because the brake monitoring is only canceled by the track coupling coil at the main 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.

With each transmitted data telegram, the traction vehicle is also informed of the distance at which the next track coupling coil can be expected. Because the vehicle unit determines the position of the next track coupling coil from the number of wheel revolutions, ZUB 123 detects a possible failure of a track coupling coil and triggers an emergency brake.

Related Danish train control systems

ATP balises can only transmit the signal information stop and free travel.

On the Hornbækbanen Helsingør - Hornbæk - Gilleleje , Automatic Train Protection (ATP), a greatly simplified and cheaper version of ZUB 123, has been in use since 2000 . ATP triggers an emergency brake when passing closed signals. Vehicles with the more complex ZUB 121 equipment can be used on the route secured with ATP.

Four other Danish private railway lines with speeds of up to 120 km / h have been equipped with ATC-togstop (ATC-t) since 2005 . The track equipment comes from ATP and partly from ZUB 123, ZUB 123 devices are used on the vehicles. ATC-togstop prevents closed signals from being passed and controls the braking process by monitoring the braking curve.

Successor system standardized across Europe

With regard to ETCS, ZUB 123 is managed as a class B system . A Specific Transmission Module (STM) is available for ZUB 123 .

The Danish rail network operator Banedanmark will replace ZUB 123 with ETCS Level 2 by 2021 .

literature

Individual references, comments

  1. ↑ a b c d e Norbert Geduhn: Realization concepts from Siemens . In: signal + wire . tape 84 , no. 12 . Tetzlaff Verlag GmbH, 1992, ISSN  0037-4997 , p. 397-399 .