ICE 3

As ICE 3 different series of high-speed ICE trains of Deutsche Bahn are called. With a maximum authorized speed of up to 330 km / h they are the fastest trains in Germany. In normal operation, the electric trains in Germany achieve planned up to 300 km / h and in France 320 km / h The per 200.8 m long unit trains are formed of eight carriages and used in passenger train service since July 2000. The trains represent a quantum leap in the area and ICE are carriers of numerous technical innovations.

50 out of 67 units operate as a single-system variant as class 403 in Germany and the Basel SBB railway station in Switzerland. 17 units ( including four of the Nederlandse Spoorwegen ) are more compatible with other systems and operate as a 406 series (also: ICE 3M ) to Amsterdam and Brussels. Six of these trains were designated as the class 406F (also: ICE 3MF ) 2007 converted for cross-border transport to France. The given end of 2008, commissioned and used from the end of 2013 multiple units of class 407 ( Velaro D) as the new ICE 3 is also assigned to the ICE -3 family. Internally, they are labeled ICE W ( W for eddy current brake).

3.1 Distributed drive
3.2 Other Special Features
3.3 Other technology
3.4 maintenance

History

Technical concept

The concept of from scratch developed ICE 3 emerged from European compatibility specifications and technical requirements. Provided were a regularly scheduled speed of 300 km / h ( corresponding to an increase of the drive power by about 60 percent), a maximum static axle load of 17 tonnes and a maximum train length of 400 m with a reduced width of the vehicle ( according to UIC 505-1 ). Initial considerations to make based on the ICE 2 ply with two power cars and six intermediate cars were also discarded due to high technical and economic complexity as variants with an additional booster ( a central power car without cab ). In early 1994 the decision was made to abandon the existing power car concept in favor of a powered rail car train for the ICE 3. This concept was offered by the industry, including the Deutsche Bahn.

A foreseen in the early planning three system variant that would have received the designation 405 series, was as little realized as a dual-system version under the designation Series 404

Order

The Railways ordered 50 of the new high-speed trains in the industry in July 1994. 13 units should be used in cross-border traffic. The first four trains should it come with the timetable change in December 1997 between Frankfurt, Cologne and Amsterdam are used.

The cost for the 37 ICE 3 and ICE 3M 13 amounted initially to 1.6 billion DM and were given later with DM 1.9 billion. Moreover, there was an option for 50 additional trainsets. On March 16, 1999 it was decided in Dessau, retrieve 14 trains from this option. The rest of the option lapsed.

In September 1995, the Dutch State Railways and Siemens signed a letter of intent for the purchase of six high-speed ICE trains. The production of the 210 -million-euro trains should start in January 1996, the trains will pass the end of 1998. The letter of intent also contained an option for further moves. Were ordered and delivered later four trainsets.

In the early planning phase, to about the middle of 1996, the trains were for contractual reasons as referred to ICE 2.2 ( according to a source and ICE 2 /2). The term ICE 2.2 was there due to the fact that it has resorted to the ICE 3 to supply a Wandelungsrecht from the ICE 2 supply a total of 73 additional ICE 2 trains. Although the third -generation ICE technically quite different from the second -generation ICE, the connection should be documented for the ICE - 2 contract with the label ICE 2.2.

The units were built by the consortium known as ICE 2 Manufacturer consortium led by Bombardier Transportation and Siemens Transportation Systems. The car bodies were accompanied by Siemens DUEWAG (now Siemens), Adtranz (now Bombardier ) manufactured, Bombardier and Alstom. The electrical equipment took over Siemens and Adtranz. The own share of Siemens was about 20 to 25 percent. Moreover, there was an option for 50 more eight-car vehicles.

At times ( around 2005 ) also considered the Austrian Federal Railways to procure ICE 3.

Design

The design of the unit trains went from the results of a design competition to produce ICE T. A condition of this competition was that the ICE-T designs should be easily adapted to the ICE 3. The design studio Pininfarina ( near Turin ), DesignworksUSA (Los Angeles ) and Neumeister (Munich ) were invited in this competition by Deutsche Bahn in autumn 1994, to submit a design proposal within five weeks. The German wagon AG ( Görlitz) as well as another design office participated on their own initiative in the process. In addition to an accurate design study an interior model should it be developed at a scale of 1:10.

It should be found for both vehicle series one uniform design. The German railway emphasized in a briefing with respect to the invited designers in September 1994, the new cars should " make technical progress and the existence of a new generation of vehicles visible." It was " imperative to give the vehicles a pioneering figure. You must exceed the current national and international standards, as the main use of these coatings is in the 3rd millennium. "

The designers were given, compared to previous ICE generations, a reduced set of frameworks (and thus largely free hand in the design ), after the German railway had recognized that they become more responsive to the needs of customers in a competitive mode of transport and would have to work out their unique selling well in the design clearer. Their designs were presented after an internal assessment by the German railway and the industry, beginning in December 1994 the Management Board of Deutsche Bahn for decision.

The award for the design of both multiple-unit series received in 1994 a team led by Alexander Neumeister. Only the cab, the passenger information system (Siemens & Design Fair, in coordination with Neumeister ), seats ( DesignworksUSA ) were designed by other companies. The board restaurant was originally designed by Siemens design. After the proposal was not accepted at the Management Board of Deutsche Bahn, a new design developed the Neumeister team in a short time.

The design concept of the trains was parallel to that of the ICE T. The interior and exterior design stands out clearly from the design of early and mid- 1990s that entered service in the ICE 1 and ICE 2 from. With the continuous band of windows and mirrored the characteristic paint ( red stripe on a white background ), however, the significant design elements of the ICE family remained.

In the first half of 1995, the design competition was further elaborated and refined. After completion of the layout and design elements, two two-meter models of the outer shape and the interior of a segment in a scale of 1:20 were created and presented. This was followed, over three months, the construction of several million DM expensive models in original size ( mock- ups). The (non -scrollable ) 1:1 models from one end and a restaurant cars were built in a factory of Siemens Nixdorf in Poing and issued along with the model of an ICE T, in December 1995 at a platform and presented to the Railway Board. After clarification of more than a hundred details, maintenance and production issues, and try the detail and production planning was created. The mock- ups were almost a year in the workshop in Munich and were then used, among others, to customer surveys. For technical optimizations in early 1996 several models were built as well from three and a half car in scale 1:20 and 1:10.

Their completed, for the ICE 3 and ICE T characteristic design elements in the interior include, inter alia, vaulted sandbestrahlte, semi-transparent, glassy luggage racks, numerous panels from beech wood and the use of chrome, stone and leather.

Neumeister competition design also foresaw numerous other innovations in the interior, which were not implemented. These include, for example, largely revolving seats, an alternative lounge concept and interior lights on optical fiber base color with mood swings between day and night. Originally it was planned to equip the train exclusively with large regions of space; during the design development of the installation of compartments in 1st class was required by the German railway. The seats of the ICE 3 correspond, with minor changes, largely those of the ICE 2

The design of the ICE 3 was awarded the Federal Product Design Award. The front part of the end car mock-ups is now on display at Nuremberg Railway Museum. 2006, the ICE 3 design was a postage stamp.

Commissioning

In October 1998 of rolling tests on the dynamometer Munich -Freimann. For the first time officially part of a train were (the three car 406 001/201/301 ) issued in late October on the Eurailspeed in Berlin.

As of December 1998, eight-part multiple unit in Wegberg -Wildenrath was located. 1999 went there to the commissioning of the trains. On 1 February 1999, the trainset 301 graduated on the outer ring take first rides under its own power, including trips at higher speeds. In March 1999, the first two end cars of the ICE 3M Dutch State Railways arrived at the test center.

The presentation of the first ICE 3 took place on 9 July 1999, rather than in wild- Rath. Mid-1999 were each trainset DB and one of the NS to trips in the network of DB go. In early August 1999, a multiple unit was transferred to licensing runs in the network of Dutch Railways. In March and April 2000 were made first personal training rides, in May 2000, a trial run with employees took place.

On 23 May 2000, the first ICE 3 ICE facility in Berlin- Rummelsburg the trade press was introduced. Representatives of the ICE 3 consortium handed over to the then railway Hartmut Mehdorn symbolically a large key for the train (Item 303). In a subsequent presentation trip for journalists to Wolfsburg, the train reached a top speed of 307 special permit km / h

At the start of passenger services end of May 2000 were 14 railcars of series 403 and 406 are available. They were initially for 250 km / h on new lines, 200 km / h allowed (without LZB ) ( to LZB in Altnetz ) or 140 km / h. Your first application in passenger service had multiple units, between 1 June and 31 October 2000 as Expo -Express ( EXE) for the Expo 2000. A ICE 3M wrong from Amsterdam via Osnabrueck to Hanover. Initially there were eight ICE 3 and ICE 3M three available. The maximum speed of the trains was limited to 200 km / h in the first rule; only to individual eddy current ertüchtigten sections higher speeds were reached.

Beginning in October 2000 were 23 units of class 403 and six of the 406 series, the operation is available. On 5 November 2000, the operation was launched on the line München-Hamburg/Bremen ( with outflanking in Hannover). At the same time the scheduled time of operation was included in the Netherlands. Between Cologne and Amsterdam, a two-hour clock has been set, a pair of trains from wrong or to Frankfurt am Main; two Euro - City train pairs were first obtained. From 24 October, a multiple unit had already been used in the round of two Euro - City train pairs. In the first months of operation, the trains ran it without any major disturbances; basis of an assumed wind sensitivity, however, the maximum speed of the drive trains on many routes was initially limited to 200 km / hr. In the first year of operation, the trains were no major abnormalities.

In another test drive the train reached in 2000 a speed of 368 km / h, setting a new world record for mass-produced rail vehicles. The timetable change in December 2000, about two-thirds of the 54 ordered trains had passed. In August 2001, the delivery of the ICE 3M was completed.

For approval of the ICE 3 trains of 330 km / h reached an ICE 3 at a loss journey on 3 September 2001 at Gardelegen ( high-speed line Hannover- Berlin ) has a speed of 367 km / h Based on the measurement data obtained, the Federal Railway Authority should decide by 2002 on the admission of trains for 330 km / h, while the maximum operating speed of the trains initially to 230 km / h was limited. On 22 February 2001 ICE 3M between Berlin and Wolfsburg had a top speed of 355 km / h.

For the (later was ) approved in Switzerland, an ICE -3M -unit set in the first week of December 2000 in the Alpine republic was on the road. The use of eddy current brakes for emergency braking is not provided in Switzerland. More test runs, on behalf of the ICE 3 consortium for running technical approval of the R series, followed by 1 to 15 May 2001. Among other things, a train on the Gotthardt south ramp was underway. In the gray wooden tunnel while speeds were reached over 200 km / hr. End 2001, for the approval of vehicles trials in Switzerland, Belgium and France. The approval in Switzerland was granted after six months. Since a conversion of the ZUB -262 devices are not done in the meantime the necessary Euro - ZUB devices for cost reasons, the approval was ultimately not used.

In preparation for the commissioning of the new line Cologne-Rhine/Main end of August 2001 found towing and dome experiments with broken-down in steep climbs trains rather than on the steep ramp Erkrath - Hochdahl. As of January 2002, the trains were employed here for route licensing runs on the new line Cologne-Rhine/Main.

Interior renovation (2002)

Originally, the trains of four cars of the second and three 1st class cars, which were separated by a dining car. They offered 415 (Series 403, of which 141 in 1st class ) or 404 (Series 406) seats. (each including 24 seats in the restaurant)

Beginning of 2002 took place in the maintenance workshops Delitzsch and Hagen one interior renovation of the trains. Studies with a view to the forthcoming opening of the high-speed line Cologne-Rhine/Main had revealed was that the number of seats in 1st class too high, set too low in the second class, however.

Here, the lying next to the dining car center car 26/36 1st class was converted to a 2nd class cars; the three compartments of the car remained there - so for the first time are in the second class also has three compartments available. As part of the conversion, the pitch ( metropolitan area) was reduced there from 971 to 920 mm. In addition, some of the tables and wardrobes were removed in both classes. The number of seats was increased by the measures at 441 ( class 403 ) and 431 ( 406 series ). Another source speaks of an increase from 416 to 454 seats per half-move (Series 403) - while the number of seats in 1st class decreased from 141 to 98, the number of seats rose in 2nd class from 250 to 356 thus, the tuning of the seats was applied to the window to make some window seats are at the level of an outer wall ( so-called wall window seats ).

In the children's section accounted wall game and toy motorcycle; the compartment was misdeclared to multi-function compartment. In massive criticism pushed the distance of the restaurant area, which was replaced by bistro tables and twelve regular passenger seats of the second class. As part of a new catering concept should be doing, from the opening of the high-speed line has been held in the restaurant an enhanced at-seat service are offered. Plans to expand this concept by opening the route to other ICE trainsets, put the German railway not to.

Continued operation of

As of October 2001, a test operation ( without passengers ) on the new high speed line Cologne-Rhine/Main. At the opening of the high-speed line sailed two ICE 3 full trains (each in double traction ) the route parallel (multiple units 328/331 and 307/302 ). From 1 August to 14 December 2002, eight ICE 3 train sets were used for the scheduled shuttle service between Cologne and Frankfurt. On the new high-speed rail trains reached with 300 km / h for the first time in passenger traffic speeds higher than that for up to 280 km / h approved other ICE trainsets.

To improve the running behavior of the trains in crosswinds, all Einsystemzüge were built in the second half of 2002, underfloor weights with 1550 kg per car in both end cars. With inclusion of the full operating program on the new line December 15, 2002, the ICE 3 trains were withdrawn from the North-South relation Hamburg / Bremen and Munich. On the new route, numerous technical problems began, which led to delays and cancellations. So all traction motors supplied by Bombardier had to be revised ( total each second ), as well as the eddy current brakes, pitched regularly on the rails - by thus dislodged insulation water could penetrate into the coil, which led to short circuits. After the railway information was accrued daily up to 700 fault messages of the two highest categories in the diagnostic systems of the trains. Even with the coupling of two train parts it was getting according to media reports repeated problems. Also during the transition to the Belgian 3 kV grid came regularly to problems. In the summer of 2003, the air-conditioning systems of the trains proved to be too weak. There were many failures of overloaded air conditioning. End of March 2004 began the conversion of the plant; these are evident externally roof essays in which an intake of warm exhaust air is to be prevented.

The timetable change on 15 December 2002, the full-scale operation on the new line Cologne-Rhine/Main was recorded with ICE 3 trains. Average 33 sets of series 403 and eleven of the 406 series trains were used on seven lines for each day 112. The average mileage of multiple units reached here around 500,000 km per year. According to the manufacturer, these were, in addition to the two previous ICE generations, the highest annual mileages of all high-speed trains. The sudden appearance of a number of technical problems in 2003 was founded by the manufacturer significantly with the high demands of the fleet. By the end of October 2003, the ICE 3 fleet reached a mileage of around 46 million kilometers.

The timetable change on 14 December 2003, it was increased to more than 550,000 train kilometers by a further compression of the inserts the scheduled annual mileage. Thus, the peak was reached in the ICE family. For 2004, a further increase in mileage was planned.

On 21 December 2004, the then Chancellor Gerhard Schroeder and Russian President Vladimir Putin rode in a ICE 3 from Dortmund to Dusseldorf. The occasion was the order of 60 Velaro RUS by the Russian Railways. By the year 2004/2005, the ICE 3 fleet had about 70 million miles, single trainsets up to 1.8 million kilometers.

As a result of increased pollutant levels and other causes occasionally some trains on the line 41 (Nuremberg -Essen ) were canceled in the summer of 2005. End of 2005, seven ICE 3 were fitted as the first ICE trains for mobile internet access (so-called Mobility Net). In the meantime, have all ICE 3 for inland transport (Series 403 ), using this equipment, on which can be accessed on the Internet on individual routes via WLAN.

2002 and 2006 were each two ICE 3 train sets used in double traction for the opening of the high-speed line Cologne-Rhine/Main and the high-speed line Nuremberg -Ingolstadt- Munich.

Mid-2006 was tested on an ICE 3, a new coupling head.

Problems of axles

On 9 July 2008 derailed an ICE 3 ( Tz310 Wolfsburg), who was traveling as ICE 518 from Munich to Dortmund, shortly after 16 clock directly at the exit from the Cologne main train station in front of the Hohenzollern Bridge. The cause shall a broken axle. The train was brought to a halt by an emergency braking after the set of wheels rumbled over thresholds. Was injured in the accident, no one, the passengers were able to return to the doors at the end of the train parts on the platform. According passengers were already ahead of Cologne in a cart unusual noises heard; after departure in Cologne one of the two EMUs between two carriage was torn apart.

Because of imminent danger, the Federal Railway Authority ordered on July 10, 2008 by official decision to take all the ICE 3 trains to ride has ended on this day out of service for which the ultrasonic testing of axles more than 60,000 km lagged. The regular intervals for ultrasound examinations of the axles of the material 34CrNiMo6 were also shortened by EBA arrangement of 300,000 to 60,000 km. ( later a further reduction to 30,000 ) were affected initially 61 of 67 trainsets. This led in the following days, several hundred trains in whole or in part from or sections were replaced by spare trains.

As a probable cause for a fraction of the axle is valid according to a report by the Federal Institute for Materials Research of 2009 material contamination. Vatroslav Grubisic, an expert in the design of vehicle parts, had warned about the inadequate design of the axles having regard to the rupture of a wheelset on the ICE TD prior to the accident. However, his considerations for sizing the axles are controversial in the scientific world.

In October 2008, put the Eisenbahn-Bundesamt the test intervals for the axles further reduced after a two millimeters deep rift had previously been discovered at a similar wave of an ICE T. As a result, it came at the ICE 3 to circulation restrictions that led to the failure of train parts and whole trains. The now all about 20 days necessary diagnosis of all 32 axles of an ICE 3 trainset take at least 16 hours per trainset claim.

A working group of German railway, Siemens, Alstom and Bombardier in early 2009 worked on technical solutions. For a complete exchange of the axles was initially expected to cost in the amount of about ten million euros. The delivery time for new waves have then been about six months, with the installation over about one to one and a half years could have done. The axles of the ICE 3 trains from the second series have not been objected to. The German Railway considered the beginning of 2009 to exchange all axles necessary. The industry had been invited from the company's perspective, to worry about it. Deutsche Bahn CEO Rüdiger Grube estimated the damage to the web through the problems on the axles of the ICE 3 and ICE T in June 2009 to 250 million euros and announced actions for damages against the manufacturer, Siemens, Bombardier and Alstom. First, however, to be negotiated; where appropriate, discounts on new purchases of the web are a solution. Siemens sees no basis for damages, because the waves were made in accordance with applicable standards and approved by the train. Also Bombardier sees no basis for damages.

By mid-2009 the German railway procured in connection with the accident claims to eleven new ultrasound equipment with a total value of three million euros and " built " 135 employees "to". Originally (as of March 2009) should the number of plants was increased until the summer 2009 timetable from eight to 16. At the same time the test personnel should be increased to 150 people. The appropriate training takes two to three months. In early January 2010, the company talked about, eleven additional ultrasonic cleaning systems, 135 additional employees and the new ICE facility Leipzig largely reduced the tangible for the customer restrictions.

In mid-July 2009, the Cologne public prosecutor, the investigation against the German railway, a lack of suspicion. Employees of DB are not guilty of dereliction of duty at the entrance control of the axle.

On 12 October 2009 the German railway announced an agreement with Siemens and Bombardier. Thus, a new set of driving wheels waves are to be developed from the material 25 CrMo 4 ( EA4T ) for the trains and tested. After approval of the waves all around 1,200 driving wheelset waves to be exchanged at the ICE 3 trains. According to press reports, the manufacturer of the replacement costs rise (estimated 84 million euros ). With approval of the axles (October 2009) was first added to the end of 2010, with an installation in the series in 2011, the German railway expected in mid-2012 in order to begin in the third quarter of 2012 with the conversion of the approximately 1,200 new wheelsets. to be able to. Therefore should be converted ten moves up the timetable change in December 2012. End of 2014, the conversion should be stopped. The interval for ultrasound checks should therefore be raised again from 30,000 to 240,000 kilometers. Due to delays in the approval process of the originally targeted for 2011 start of the conversion could not be maintained. Due to lack of safety cases and the winter was planned in November 2012 not to start the conversion before March 2013 ..

In February 2012, the new waves were available. The 1200 new axes were completely produced in early 2013 and are incorporated. The Federal Railway Authority insists on re-registration and testing for each multiple unit due to the higher weight. The DB planned in early 2012 to obtain approval in the first quarter of 2013 and expected to complete the conversion in 2015. The final approval was still pending in late 2013. According to a media report of the installation of the new wave will begin in early 2014 and last for two and a half years.

Class 407

2007 launched the web, a call for more four-system EMUs ( for Germany, France, Belgium and optional to Switzerland ) for a top speed of 320 km / h and at least 420 seats, from Siemens with an eight-car Velaro D train set as a winner emerged. The trainsets are intended for the ICE 3 fleet are attributed and run to France, Belgium and in Germany.

The initially planned for December 2011 commissioning was delayed by two years. The 16 designated units were not provided as the timetable change in December 2012 available since the approval by the Federal Railway Authority was missing. The end of 2013 calculated the German railway with the use in internal traffic not before the first quarter of 2014 is not [ deprecated] and the full international operational capability before the end 2016.Vorlage: Future / In 2 years, the Federal Railway Authority has granted approval shortly before Christmas 2013.

Redesign

Started after completion of the end of 2013, ICE-T redesigns the end of 2015, the ICE will be modernized 3.

The units of class 403 to this, the earliest from the 1st quarter of 2016, will receive new seats. Prior to conversion to, not later than the fourth quarter of 2014, held a three-to six-month testing and market research with a maximum of 70 seats in both classes of three selected providers. The German railway also considering to install new air conditioning systems in the context of the redesign.

Construction and Interiors

The 67 trainsets sit down uniformly composed of eight cars:

Powered end car, 1st class with large spatial area and lounge ( car 29/39, series 403.0/406.0 )
Not driven means 1st class cars with large capacity range and the three compartment ( car 28/38, series 403.1/406.1 )
Driven means 2nd class cars with large capacity range and the three compartment ( car 27/37, series 403.2/406.2 ) - by 2002 1st class cars. In the 13 trains that were delivered in 2005/2006, the car is running as a continuous open seating car.
Not driven dining car with a seating area, galley, bistro and Zugbegleiterabteil, Telephone Booth ( later removed ) and staff toilet ( car 26/36, series 403.3/406.3 ). Formerly possessed these traits a restaurant with 24 seats, which was rebuilt in 2002 to the bistro with four bar tables and 16 regular passenger seats.
Not driven means 2nd class cars with wheelchair toilet (with changing table), children's area and wide area site ( car 25/35, series 403.8/406.8 )
Powered intermediate cars with large capacity range of the second class ( car 23/33, series 403.7/406.7 )
Not driven intermediate cars with large capacity range of the second class ( car 22 /32, series 403.6/406.6 )
Powered end car with a large spatial area of the second class and Lounge ( car 21/31, series 403.5/406.5 ).

Where trains with a tractor than half train carrying cars, the numbers 21 to 29 transports two half- trains as a unit train coupled, the cars of the two train units, paragraphs 21 to 29 and 31 to 39

The structure gauge corresponds largely to the standard of the International Union of Railways ( UIC). The vehicles are thus in principle freely used in Europe. The car length of the end car is 25 675 mm, which means the car at 24,775 mm. The carbody width is, with a maximum of 2,950 mm up to 23 mm above the specification of the relevant UIC leaflet 505 Maßüberschreitung This was agreed with the adjacent tracks. The Greater parts of the train are up to 2.25 m high, 2.05 m vestibules.

The ICE 3 of the first production run (also: ICE 3M/MF ) possessed at delivery a dining car (serial number 25/35 ) with a bistro and restaurant. With the introduction of a new catering concept, which envisaged an enhanced service in place, the restaurant area was replaced by twelve seats and an additional bistro area with four high tables. The ICE 3 trains from the second series were delivered with this equipment.

Provided goods at delivery of the first two of eight carriages for smokers who are mere vehicles Non smoking trains since late 2008.

Technology

The ICE 3 is, beside the parallel developed ICE T, represents a quantum leap in the German and European high-speed rail

They are the first European high-speed continuous traits,

In which all drive components are distributed under the floor level on several cars ( without power heads )
With eddy current brakes and
With a " lounge ", the engineer can look " over the shoulder" of the traveler.

Distributed drive

The main innovation of the trains, compared to the previous series ICE 1 (from 1991 ) and ICE 2 (from 1996), this is the distributed drive. Almost all of the electrical equipment ( for example traction motors, traction inverters and transformers) is mounted under the passenger compartment and is distributed over the entire length of the train. This could be dispensed with power heads. Four of the eight-car train half case form an operationally inseparable trainset with traction motors, transformers and converters.

Two centrally arranged, non-powered middle car follows on both sides of the train set a so-called traction group of three cars. These three cars thereby form a unit in electrical engineering. Each in the middle of the two groups running a non-driven transformer cars (TR ) with pantograph and transformer ( 5 MW per car). This is followed on both sides Converter car (SR ) with power converters and two motor bogies with two traction motors. The two end coaches of the train company in addition to a per cab. The two pantographs of the single-system train are mounted on the two transformer cars 2 and 7. In multi-system train the four intermediate cars are lined up also equipped each with a pantograph.

The driven cars will be powered by four 500 kW motors of 750 kg mass, which reached a speed of 4,100 revolutions per minute and a scheduled mileage of about 2.3 million kilometers ( to exchange). With an input power of 8 MW per half-move results in a maximum service weight of 420 tons a specific power of 19 kW / t; this is about twice as high as that of the ICE 1, the ICE 3 can process in Schedule power to handle larger gradients than its predecessor series. He is currently (as of year 2008 timetable ) is the only personenbefördernde train, which may with up to 40 ‰ trassierte high-speed line Cologne-Rhine/Main sail as planned and therefore runs almost exclusively on lines that are routed via this route.

By dividing the drive power to many axes reduces the coefficient of adhesion stress, by the even distribution of weight decreased the maximum axle load of 17 tonnes. The former provides for a lower spin inclination of the drive axles, which in low traction conditions better acceleration can be achieved. The reduced weight not least the load on the superstructure should be minimized. The advantage of the sub -floor technology can be seen in the better noise insulation of the passenger compartment below the aggregates by noise barriers. One disadvantage is, however, the inability to separate the multiple units as well as the higher side wind sensitivity. Calculations in the early phase of development had shown that with a drive of the half axes of an optimum of power on the track, number of engines, weight, and zurückgewinnbarer braking energy can be achieved. This concept allows passengers at both ends of the train a clear view of the route. From the lounge seats can be separated only by a glass pane, look to the driver on the shoulder. Simultaneously, the number of seats could be increased for the same train length by about 15 percent.

In order to test the distributed drive in the late 1990s, a driven means regular ICE car was circulating in one as ICE D, queued and the new test train ICE S procured.

Other features

The ICE 3 is the first European series-production, which is equipped with an eddy current brake. When the service brake system on the new lines Cologne-Rhine/Main and Nuremberg -Ingolstadt to use, for use in emergency braking further distances were also upgraded. The maximum power consumption of eddy current brakes per half train is around 800 kW. The two magnets of 1290 mm length on each bogie each produce half train braking force up to 200 kN.

The ICE 3 is also the first high-speed train in Europe, which has built-in " crumple zones ." In the event of a collision at the interchange take the clutch and, in a further stage, specifically deformable elements the resulting kinetic energy. A three-tier system of cylindrical energy absorbers in front of the cab forwards the impact energy through controlled from sagging.

Other technology

The bogies under the car (type SGP 500) are a further development of the ICE 2 Driven and non- driven bogies are built the same and differ only by the attached to them traction motors ( on driven axles ) and eddy current brakes ( non-driven axis ). All wheel sets each carry two (Series 403 ) or three ( 406 series ) brake discs.

The automatic Scharfenberg couplers connect brake pipe and main reservoir pipe, control and information lines. A total of twelve plug 44 and spring contacts are connected to each other. Two ICE 3 trains half can be coupled to a consummation. The coupling of an ICE 3 ICE T and ICE TD is also possible in principle. Using a new software to the trains can also be coupled with Trains Class 407.

The separately ventilated traction motors and eddy current brakes are supplied via a common DC link. The motors transmit their torque through a gear coupling to the final drives; the cultivation of coupling dampers is prepared. The two transformer cars are connected via a high-voltage roof line with each other, so can be driven with only a raised pantograph. Inverter in the transformer cars of 2 × 250 kVA power the train line with a DC voltage of 670 V. When both converters in one half of the train, the bus bars between adjacent traction units are durchgekuppelt. Car lighting, door and brake control, the passenger information system as well as drive and Zugsteuergeräte be supplied from a 110 V battery busbar. A battery charger converts 670 volts to 110 volts, supplies the busbar and simultaneously charges the batteries.

The braking systems of the train are controlled by a brake control computer. The majority of operating braking power is provided by engine brakes, sections supported by eddy current brakes; the maximum braking power of the engine 16 is a total of 8.2 MW. Only at low speeds or in heavy operating or emergency braking, the disc brakes are used. Drivers can also switch the disc brakes if necessary. The stopping distance in an emergency brake of 300 km / h with 2800, the specified from 330 km / h with 3300 meters. The braking sand container trains take on a total of 440 kg of sand.

The control system of the trains builds on the Train Communication Network, which was presented by the International Electrotechnical Commission in 1995 as a draft standard. The bus systems are designed with redundancy. As superior system ever take two central control units ( ZSGs ) in the two end cars the control and monitoring of the two traction units. Diagnostic messages are created by these devices and forwarded to the train crew. This zsg united the formerly separated from each other realized functions of AFB, Central path and speed detection ( ZWG ), safety control ( Sifa ), diagnostic ( DAVID ) and the central unit for monitoring and control (ZEUS ) in itself.

The passenger information system is controlled from a control center in Zugbegleiterabteil. To communicate a train wide sound system, cordless phones, emergency call points was set up ( in case of failure the control panel) for the train crew. For optical communications are ads at all entry areas (inside and outside ) and the LED indicators in the ceiling area at both ends of the greater areas of each car available. While outwardly appear at keeping the train running, the current driving speed is inside temporarily displayed on this to the large displays at the end of the wagon, two - to three-line advertising texts. An electronic reservation system with LED displays at each seat provides information on reservations. Numerous other ideas for passenger information system, such as video -on-demand, television reception, the connection of an ATM as well as the sale of tickets, admission tickets, and the like, were not realized.

The public communication, which included a fax machine in Zugbegleiterabteil, was initially handled by the C network, later on GSM networks. In each train are carriage with mobile amplifiers (D and E networks ). The area of the first class is equipped with a service call buttons. The information presented in the first production series terminals for timetable information were later taken out of service again.

A feature of the ICE 3 air conditioners is the use of air as refrigerant. The application of the method used in aviation for some time has been investigated since 1991 for railway air conditioning. After the development of laboratory samples ( from 1992) were finally ICE 1- car operation tested. In January 1996, the decision to equip the ICE 3 trains with an airborne air conditioning fell. In comparison to the ICE 1 - Air conditioning with 1,1,1,2 -tetrafluoroethane (R134a ) refrigerants about 500 kg in weight could be saved per car. Also by the global warming potential of belonging to the family of hydrofluorocarbons R134a is avoided. After numerous failures of the air conditioners in the summer of 2003, the heat exchanger in investigations proved to be too small, arranged in the intake and discharge openings on the roof as unfavorable. As a result, in 2003 more devices were installed in autumn, on the roofs of the car ends are recognized as distinctive rectangular boxes, while the original air conditioning graduating flush with the roof. When changed from the second series air conditioners were installed at the factory, but their roof structures were designed aerodynamic.

With a water consumption per flush of 0.4 liters ( another source: 1.5 liter) are the toilets as an environmentally -friendly. Special absorbers reduce the Radschall by five to eight decibels. The train consists of fire retardant materials. The wheelsets must remain at least 15 minutes running under full combustion conditions.

With a mileage of around 500,000 kilometers on average every 3 ICE spent in 2009 around 10 gigawatt hours of energy.

The weight per seat ( in the original style) was reduced compared to the ICE 2 by ten percent. The tread is optimized for platform heights of 76 and 55 centimeters.

Maintenance

The trains were home after commissioning at the ICE Munich plant. The maintenance of the trains will be in operation works Frankfurt, Munich and Dortmund and in the smaller works Cologne and Basel. The ICE 3M trains are located in the plant in Frankfurt -Griesheim. Only there the multi-system components of the train can be serviced. For this purpose, the four operating voltages can be fed into the overall management of the work.

According to Deutsche Bahn AG more than one million euros will be spent on maintenance per year per vehicle. A major revision of the train, necessary after each 1.65 million kilometers ( originally 1.4 million ) cost around 1.2 million euros. It is executed in the DB repair shop in Krefeld.

2003, a small revision (called " IS 600 " ) to 1.2 million kilometers was necessary to make a major revision (called " IS 700 " ) after 2.4 million linear miles. With the exception of these two major programs all other maintenance work was carried out at night.

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