Train protection with line conductor 1990

ZSL-90 at the KLIA Ekspres in Kuala Lumpur

The train protection with line conductor 1990 , system name of the manufacturer ZSL-90 , is a train protection system of the railway in which the train journey is continuously monitored with regard to speed and compliance with signal orders.

development

A series of accidents at the RBS and other narrow-gauge railways in Switzerland showed that the train protection system used was inadequate; in particular, there was no monitoring of the braking distance. As of 1989, therefore, the was meter gauge railway Lausanne-Echallens-Bercher railway , Forchbahn , regional transport Bern-Solothurn and Wynental- and Suhrentalbahn in cooperation with the BAV development initiated a signal system with brake monitoring for narrow-gauge railways with high traffic.

It should be set up as a system for continuous speed monitoring on the entire network of a railway without the entire network having to be equipped with a line cable. This can be achieved by storing the fixed route data in a database on the vehicle. A line conductor is only laid where variable information (signal settings, switch settings, etc.) has to be transmitted (e.g. station area). Another essential requirement of the system was the immediate transmission of a trip term upshift ("up signaling").

The company Integra Signum was ultimately responsible for the actual development of the system for the four o. Railways commissioned.

functionality

The ZSL-90 is a sectional line cable system that is operated in mixed operation with light signals. The system distinguishes between four different types of track equipment:

A area

Route section equipped with line cable

B area

Route section without line cable but with speed monitoring ( v variable)

C area

Route section without line cable but with speed monitoring ( v constant)

D area

Section without line cable, equipped with a compatible, punctiform influencing system (see below)

The trackside equipment is decentralized at the individual interlockings and consists of the following sub-components:

• Interlocking computer (2v3 configuration) for converting the control signals into data telegrams
• Control unit for entering temporary speed restrictions and for displaying faults
• Transmitter for modulating the telegram data on the line cable
• Line conductor loop with a length of up to 3 km
• (optional) Modem to control line cables that are further away

The line cable is only required in the area of ​​variable route data. As a rule, these are station areas from the approach signal to the approach signal in the opposite direction. In addition, uninterrupted transmission is generally not a prerequisite for the system, which in particular significantly simplifies the equipping of switch areas. In sections that are not equipped with a line cable, the On-Board Unit automatically accesses permanently programmed route data. These include the maximum permitted speed, the presence of curves and the location of calibration points (see below).

The system part on the vehicle consists of the following components:

• Antenna for receiving the telegrams
• Receiver for calibration points
• Distance pulse generator
• Train data input device
• Display device, either in the form of a digital bar display or via pointer instruments
• Vehicle computer (in 2v3 configuration)

The calibration points for calibrating the location consist of the permanent magnets known from Integra-Signum . They are mostly found in the vicinity of light signals. In contrast to other linear systems (e.g. LZB , SELCAB ) there is no built-in accelerometer, instead sliding and skidding processes are filtered out algorithmically in the vehicle computer. Its software was written in Modula-2 .

Before starting a journey, the driver must enter the following data using the input device:

• Braking type
• Brake hundredths
• Train length
• Top speed
• (optional and only operationally relevant) driver's number

The following parameters are then monitored by the vehicle computer:

• Signal positions
• Maximum permitted speed on all track elements
• Speed ​​limits
• Maneuvers

In addition to speed monitoring, the vehicle equipment can also take on the function of an automatic train block. The operator RBS makes use of this option. However, as long as the same functionality is not used, mixed operation with vehicles without ZSL-90 is possible. This enables routes to be equipped in stages, but is generally not recommended for safety reasons.

As a special feature of this system, the monitoring of the shunting trips must be emphasized. In contrast to other safety systems, the ZSL remains active in shunting mode, which means that the risk to train journeys caused by shunting journeys can be minimized.

The ZSL-90 did not transmit data in the direction from the vehicle to the signal box. To determine the location of a train, only the classic devices such as axle counters and track circuits are available. In addition to the ZSL-90, the on-board unit can also process the data from the ZSI-90 and ZST-90 punctiform safety systems (so-called D area , see above).

Locations

After a few smaller tests in 1991, the first test use of this system took place from the spring of 1993 on the RBS in Grafenried station . From 1994 onwards, deployments with an activated quick brake function were added on the FB network .

The system is now used productively at the RBS, the FB and the WSB ; also with the KLIA Ekspres Airport Express in Kuala Lumpur .

See also

• Train protection narrow gauge (Switzerland)

literature

• Bernhard Stamm: The new train protection for private railways ZSL 90 , Swiss Railway Review 4/1992, pages 158–161
• Markus Enzler; Operating experience with the ZSL 90 train control system in the Bern-Solothurn regional traffic , Swiss Railway Review , 11/2004, pages 494–497.
• Heinz Althaus: Line-shaped train control system ZSL90 . In: signal + wire . tape 86 , no. 5 . Tetzlaff Verlag GmbH, 1994, ISSN  0037-4997 , p. 162-164 .

Individual evidence

1. ^ Siemens AG: Electric multiple unit DESIRO ET for the Express Rail Link Kuala Lumpur Malaysia. (No longer available online.) Formerly in the original ; Retrieved December 14, 2011 .  ( Page no longer available , search in web archives )