The ICE S ( "S" for quick trips or quick ride, since about 2006, ICE R, "R" for the reference vehicle ) is a test train of Deutsche Bahn. It belongs to the series 410.1 ( from ICE 2 ) and is the successor to the Intercity Experimental (ICE V).
- 3.1 record runs
The now 76 -meter and 211 -ton train consists of one equipped with instruments measuring carriage and two modified ICE 2 power cars ( 410101-0 and 410102-8 ). These were fitted with a modified gear ratio. The maximum speed in normal operation is 280 km / h in the experimental farm at ( theoretically) about 400 km / h The maximum tractive power is 9,600 kW.
As the only middle car of the train is the 810101-6 queued since mid-2006, formerly one of the three middle cars of the original ICE S ( 410201-8 with bogies of the ICE 3 ). This is mainly located Instruments and equipment. Stationed was associated with DB Systemtechnik train to 7 February 2006 in Minden / Westfalen, since in Munich. Before that came for a long time a converted first-class carriage ( 801422-7 ) of a regular ICE 1 train to use, which was however required in the context of the redesign program the ICE 1.
The measurement and Erprobungszug has undergone several modifications over regular ICE trains. Thus, an application running on the roof of high-voltage line connecting the two power heads, because due to the small length of the train behind the moving pantograph would have no safe contact with the overhead line vibrated. The intermediate cars are equipped with bogies of the ICE 3, the front bogie of the power heads with a modified measuring bogie, which also serves the travel path measurement. To Wheatstone full bridge strain gauges interconnected in so doing they the forces occurring in the track area and route the data of 96 measurement channels via fiber optic cable from the drive head in the middle carriage, in which a computer processes the measurement values and records. Through a program of DB Systemtechnik the Messzugflotte to be reduced to 2010 from 20 to 10 vehicles. Therefore, the ICE 2008 S receives additional measurement equipment, to perform more measurements simultaneously.
In addition to numerous sensors, cameras and two radiators for the observation of the two measuring pantograph and the overhead contact line are built on the roof. Also an electroless lifting the bracket to just below the top line for aerodynamic measurements is possible. The speedometer sheet in the cab runs in steps of 50 to 450 km / h
Originally components were tested for the ICE 3, for example, the eddy current brake, a multi - pantograph system, air conditioning with air as a refrigerant and in particular the distributed drive with the ICE S. The train was going up in five parts: Between the two power heads a powered middle car 1, one idler intermediate car ( the trolley 1 ) and another driven intermediate car ( intermediate car 2 ) has been set.
The train was thereby formed of two power cars and three intermediate cars:
- Powercar 410101-0
- Powered middle car 410201-8 ( " intermediate cars 1"). This car was equipped as a " VIP car" for accompanying guests with 41 first - class seats, a bar and two toilets.
- Not driven test car 410801-5. This car contained the bulk of the test equipment and PC workstations and a compartment for meetings.
- Powered middle car 410202-6 ( " intermediate car 2"). This car contained a separate measurement compartment and temporary jobs and was also featured as a warehouse.
- Powercar 410102-8
The power heads are owned by Deutsche Bahn, the original three intermediate cars are owned by Siemens and Adtranz (now Bombardier ).
At the two cars driven means all axes were equipped with traction motors, with two different drive concepts were tested. The tried and tested on the middle carriage 1 axle-mounted drive with gear coupling was the preferred option for the ICE 3, which had not been tested in Europe. On average, cars 2, therefore, a conventional, fully cushioned, hollow shaft drive has been tested.
The test car, which had been manufactured similar to the ICE 3 in the underfloor area, the essential parts of the AC system took to drive on ( main transformer, main, earthing and disconnecting switch). In addition, the car had its own electricity consumers (15 kV). Over a four-quadrant controller and a DC - DC ( 2800 V) pulse inverters have been fed in two intermediate cars, which in turn served four asynchronous traction motors, each with 500 kW of power. Three AC pantograph were connected via a high voltage line. In order to accommodate the drive under the originally driven cars, the floor was raised in the area of the trucks by a few centimeters.
In this compilation, it had a maximum drive power of 13,600 kW. The basic electrical structure corresponded to that of an ICE 3 train quarter with four cars, summarized on three cars. In addition to the driving current collectors on the two power cars of the middle car 2 had a 25 kV pantograph ( for the French and Belgian grid ) and a 1.5 / 3 kV pantograph ( DC, the Netherlands and Belgium). These two measuring pantograph merely served aerodynamic and contact measurements and were not electrically connected.
The braking system of the train were designed in this compilation of stunts in the gradient of up to 330 km / hr. In addition to regenerative and disc brakes (two to three discs per shaft ), as they are already used in the previous ICE series, the measuring carriage with a linear eddy current brake has been fitted, as it was also provided for the ICE 3. Both velocity Asked of the trolley were added each equipped with two brake magnets were lowered when braking to within 5 mm of the top of rail. The power of the eddy current brake was also done via the converter to the middle car, 1st addition to testing the functionality of the new brake system on the train and the impact on safety technology and the continuous dynamic behavior of the brake were investigated.
For the first time in the railway sector came in the ICE S (on average one car and the trolley ) Air conditioning used, used air as process gas. Further, taken from the ICE 3 trains new series also includes a control system based on the Train Communication Networks. When ICE S beyond first Wheelsets arrived in Europe with a real-time assessment of data used.
In 1997, the ICE S was initially only in exceptional cases, with speeds over 300 km / h on the road. The required for approval for 330 km / h speeds of around 360 km / h could be achieved only with the completion of the high-speed line Hannover- Berlin.
With the commissioning of the ICE 3, the two cars were driven means, after two years of use, time off in the summer of 1999. From one of the scrapped cars an 8 m long element of an outer wall was built in 2007 in an ICE 2- car whose outer shell had been damaged by frost damage.
The train is used for acceptance and ( held two to three times a year ) inspection trips on high-speed lines. In addition to the track position and the occurring wheel-rail forces, among other things pantograph and overhead contact line position to be checked ( for example, as part of the overall management function test F6 on all routes with a maximum speed greater than 160 km / h). In the middle car, among other jobs for a measurement or test manager and his staff, for the track test and for the interaction of overhead line and pantograph are adapted. It is planned that he should also check the radio quality of the GSM - R network.
An essential task of the train is still in the testing and approval of new technologies for high -speed traffic.
The Working Group of the ICE 2 (Siemens / Adtranz ) developed ICE S was conducted from 6 June 1997 inventory. In the summer of 1997, the testing of the ICE -S in Wegberg -Wildenrath, where the train was officially presented to the public in November the same year began. On the new lines sections Hannover -Göttingen and Hanover - Berlin made first test drives.
A key development goal was to test the distributed drive of the upcoming, third -generation ICE. To this end, a middle car was equipped with traction motors - in future trains the motors, transformers, brakes and other components should be fully distributed to the cars of the train. By avoiding (heavy ) power heads the axle load interoperable vehicles should be limited to 17 t.
With regard to the multi-system ICE 3M the train with five pantographs had been equipped: One conventional pantograph on the two power heads, a new high-speed pantograph, a 25 -kV pantograph with a narrow grinding bar for Belgium and France as well as a DC current collector ( 1,5 / 3 kV ) for the Netherlands and Belgium. Another new feature is the airborne air conditioning in the middle carriage 1 and the test car, as it was later used in the ICE 3. In ICE - area new was the linking of individual vehicles with the Multifunction Vehicle Bus ( MVB).
The bogies were derived from those of the ICE 2. The drive turning Asked could be switched on and off individually. In the test car, a compartment for meetings as well as a storage room is furnished.
From the beginning of April 1998, the train had been parked for several weeks at the Research and Technology Centre Minden after a test drive at a sheet metal part was thrown up and the floor pan was damaged. Planned test drives on the high-speed route between Hanover and Berlin had to be postponed as a result.
With the commissioning of the ICE 3 ICE S has been temporarily turned off. The intermediate cars were sent back to the manufacturers, while the power cars remained on the site of the research and technology center in Munich. The train was later converted and put into operation again.
The highest speed ever achieved the ICE S were 393 km / h on the high-speed line Hannover- Berlin between Oebisfelde and Berlin during chassis tests of DB AG and Japan Railways on 13 August 2001. ICE S reached here after only six kilometers 300 km / h
From 16 to 29 August 2004, the ICE S was in Austria in use to investigate the practicability of the Western Railway for speeds over 200 km / hr. It also past trips and meetings with freight trains in the tunnel and on the open road were investigated. On 18 August 2004, the ICE S put it on the stretch between Ybbs and Prinzersdorf at Poechlarn to 303 km / h new speed record for rail vehicles in Austria. On 20 August 2004 306.2 km / h were achieved in the same section. Subsequently, six additional funds cars were queued and performed more aerodynamic measurements with the 200-meter train. In total, more than 90 measurement runs were performed at a speed of at least 200 km / h.
On 16 December 2006, the train arrived at licensing runs in the Lötschberg base tunnel at a speed of 280 km / h He surpassed so that the Swiss record 1996: Four zusammengekuppelte locomotives had reached there in the gray wooden tunnel 241 km / h. The record was surpassed on 8 November 2007 at ETCS acceptance runs by abbreviated ICE 1 with 288 km / h. 2015 ICE -S are used for the necessary zulassene a speed of 250 km / h 275-km/h-Fahrten in the Gotthard Base Tunnel.
From 14 to 18 August 2012, the ICE reached S in so-called " innovation test runs " on the new western railway ( Austria ) between Vienna and St. Pölten a speed of 330 km / h With 336.4 km / h, he set a new speed record Austrian.
Exterior identifying features
Since the ICE S runs normally only with a middle car, it has a length of only 76 meters, causing the train very much different from the ICE trains of regular operation. Occasionally, however, he runs with up to seven intermediate cars that have been removed from regular ICE 1 trains.
The train was to mid-June 2007 was the "old" color scheme with light gray superstructure, orient red ornamental and pastellviolettem Absetzstreifen in which the ICE 1 and ICE 2 trains were painted since commissioning. First, the power cars like the ICE trains operating service had received the new scheme requiring only one traffic red stripe, while the central car was still some time in the old color scheme on the road, until he too was repainted.
While the powerheads originally in the same painting were traveling like serial ICEs, the three intermediate cars had received an additional yellow stripe was overshadowed by a wave pattern on the measuring carriage. Yellow is the color for train cabooses. The gray standard ICE lettering was complimented with a white "S".
Wheelsets in the front bogie of the power head 410 101
ICE S on the NBS Ingolstadt -Nürnberg in Stammham
ICE S with seven intermediate cars on the NBS Ingolstadt -Nürnberg
A middle car in original livery with red and yellow trim and the lettering ICE S
The ICE S in December 2005 on a test drive on the NBS Ingolstadt -Nürnberg
ICE S with an intermediate car at Mannheim Main Station after an operation on the SFS Mannheim -Stuttgart