Punktförmige Zugbeeinflussung

Which is used at the Deutsche Reichsbahn version PZ 80 is explained in the article inductive magnet.

Punctual Train Control ( PZB ) denotes a microprocessor-controlled variant of the introduced under the name Indusi in Germany in the 1930s form the inductive punctual automatic train. According to the operating program, this form of command is also called PZB 90. Compared to the previous versions of the operating program of the PZB has experienced 90 major enhancements. The wayside equipment is largely unchanged and thus compatible.

PZB 90 or its predecessor types are also used in Austria, Romania, Israel and the successor states of Yugoslavia.

Common with previous versions

The main task of the PZB is to prevent coercion stunts an illegal pass-by pointing to a stop signal. The system is not only used to pre-and main signals, but also at railway crossing signals, reverse signals or driveways in stump tracks. Another application of the PZB is monitoring the speed limit in front of a danger point on the track by a Geschwindigkeitsprüfabschnitt.

The track equipment consists of 1000 Hz track magnets at sites of distant signals, 500 -Hz magnet 150 to 300 meters in front of the main signals (usually 250 meters ) and 2000 Hz magnet at main signals. At the location of main signals, which may include a Vorsignalisierung, double track magnets are laid for 1000 and 2000 Hz. The vehicle magnet contains three resonant circuits for 500, 1000 and 2000 Hz, these each produce an alternating electromagnetic field which induces a voltage when driving over effective track magnet. By mutual induction of the quiescent current of the respective frequency in the vehicle tank circuit decreases, thereby causing a reaction in the vehicle device is triggered. When driving signal showing the resonant circuits of the track magnets are short-circuited and thus so upset that no action is triggered in the vehicle unit.

Introduction and spread of PZB 90

After several serious accidents mid -1990s, was introduced by a development of an inductive magnet system PZB 90. PZB 90 is in the strict sense, only an operating program, which was partially implemented by 80 conversions in the existing inductive magnet - vehicle devices I 60 or PZ (see also: inductive magnet: Further development).

In the spring of 2011, there were approximately 3,600 route kilometers in the network of the Deutsche Bahn without PZB - track equipment; of which about 80 percent were in the power of the former Deutsche Reichsbahn. Different sources report that time a demand of 500 to 800 kilometers of track still to be equipped. This excludes many were operated in Zugleitbetrieb routes because it is frequently omitted here signals.

The track equipment was supplemented by additional equipment with 500 -Hz magnet, the 250 meters instead are now as in the past typically 150 to 200 meters ahead of the 2000 Hz magnet.

Operating program

The operating program has over Indusi learn important extensions.

1000 Hz speed monitoring

After the 1000 -Hz influencing a stop or a strong reduction in speed expect pointing distant signal, the main signal with Vorsignalisierung or monitoring signal of a level crossing protection system must vigilance be served within 4 seconds (2.5 seconds for vehicles with MVB bus ), otherwise the emergency brakes triggered. Subsequently, a type of train - and time-dependent velocity monitoring ( vue1 ) not to I60 breaks as in the inductive magnet - old building types at 700 meters, but was extended to 1250 meters. The PZB -90 - type of train is from the brake ratio (braking percentage ) as a function:

Because the speed monitoring is carried out not only one point but quasi-continuously by braking curves, the test speeds were tightened against the inductive magnet with software version 1.6. There were lower speeds and later time points at which these speeds must not be exceeded, set.

Traits that the switching speed Vum of 10 km / h below after passing the 1000 Hz magnet for more than 15 seconds, and then monitored for the restrictive speed of 45 km / h ( vue2 ). Thus, subject to a train that is making a stop between pre-and main signal, the restrictive monitoring function.

Key data of the different speed control curves at 1000 Hz magnetic depending on the type of train:

500 Hz rate monitoring

When crossing the 500 Hz magnet a continuous path-dependent speed monitoring ( vue1 ) is triggered for the next 250 meters turn. Again ( Vum ) is switched to the restrictive speed monitoring ( vue2 ) after falling below the changeover speed. The train categories M and U it is set constant at 10 km / h. This restrictive 500 -Hz rate monitoring is also at a 500 -Hz interference during an ongoing restrictive in 1000 Hz speed monitoring enabled (transfer restriction ).

Key data of the different speed control curves at 500 Hz Magnet:

2000 Hz emergency brake

The standing at the main signal 2000 Hz track magnetic triggers as before at signal at an immediate emergency brake application. To be trains that have run over the main signal, brought to a standstill within the slip road.

A issued by the Dispatcher command, a replacement signal, a caution signal or an opposite track drive replacement signal can cause the driver to run over a stop pointing the main signal. He then has to use the so-called command button, and the emergency brakes are prevented. Top speed is limited during key operation at 40 km / h and you will hear a beep or continuous speech output. Operating the Command key is held down by recording device.

Free key to lower operating disabilities

After the driver has 700 meters traveled since the 1000 -Hz interference, he can free himself by pressing the button from the free speed monitoring. This operation disabilities can be prevented if the signal has changed in the meantime to ride. In wrongful operation of the free key of the train at the 500 - Hz magnetic receives as usual by a 2000 - Hz magnetic emergency brake. From 500 Hz monitor, the driver can no longer liberate the free key because the emergency brake would take place too late in the 2000 Hz magnet. The exemption option and the hidden to 1250 meters after a 1000 -Hz influence on running speed monitoring have been introduced with the type PZ 80.

Restrictive mode

The introduction of the restrictive mode to on-board equipment was a major innovation of the PZB 90 against inductive magnet. After falling below the changeover speed ( Vum ) is switched to the restrictive speed monitoring ( vue2 ). This ensures that a train that runs and accelerates after a stop against a closed main signal is stopped within the slip road.

The driver is able to free itself also in enforcing mode with the free key from the speed monitoring if he has recognized the driving position of the signal. In order not to affect too much the operation, the stopping place on platforms with Haltefafel is (Ne 5) either on a 500 -Hz magnet or the end of the monitoring section - shortly before the 2000 Hz magnet at the main signal - down.

Monitoring the speed of the train

Regardless of the speed monitoring, which are triggered by the track magnet, depending on the type of train set each speed is controlled. It amounts to:

• For the type of train O 165 km / h
• For the type of train M 125 km / h
• For the type of train U 105 km / h

When disturbed, the vehicle equipment ( according to § 40 para 2 EBO ) permitted speed of 50 km / h with a test speed of 105 km / h monitored (old speed 5 km / h).

Launcher

This new speed monitoring function after upgrading, after prolonged maintenance or after a change of direction or personnel are used. Without PZB -90 function could be driven up to 2000 Hz track magnets on the main signal in such cases without any interference.

The launcher prevented for a defined distance exceeding the permitted speed of 45 km / h When laying of the direction control key to "forward" the vehicle device is in a position corresponding to a received 1000 Hz interference with subsequent change in the restrictive mode. In case the drive displayed the speed signal monitoring is canceled and the train to continue its exit out of the station normally. However Does the driver of unjustified, driving over a 500 -Hz magnet leads to an immediate emergency brake. The train is automatically braked at the latest by the 2000 -Hz magnetic halt when facing the main signal.

Registration function

The electronic recording device continuously collects data such as speed, distance traveled, air pressure in the brake pipe, was interference, operation of the PZB keys and disorders, but also registration number of the driver, used cabs, train numbers, set brake position and braking percentage on a data storage cartridge ( DSK ). The data storage cartridges are designed as a ring memory and store the data up to 30,000 km compressed and about the last 50 up to 90 km of distance traveled in its full form in the so-called Kurzwegspeicher. After accidents or other dangerous events, the data storage cartridge is ensured by the registered data, and evaluates the Kurzwegspeicher.

There are two types of data storage cartridges. Introduced with the I 60 R DSK10 contains its own microcontroller and stores the data battery backup. When DSK20 that comes with MVB on vehicles for use, there is an actual disc, however, from a simple PCMCIA flash card.

Vulnerabilities

Because of the intermittent transmission of the signal information track-side of the PZB is signally not sure because it acts according to the work flow principle. Failures of route setup are detectable only by special tests. Nevertheless, the PZB is very reliable, because the track equipment is made up of purely passive devices that do not require power supply. The controller consists of wing contacts in the form of signals or signal group fed relays which are hardly prone to failure because of the no-load switching. Many details are designed to affect error to the safe side.

Despite these drawbacks, PZB offers a high level of security at a reasonable cost.

The operating rules in Austria fit only partially for the operation program of the PZB 90 The usual ÖBB flexible braking distance lengths are not coordinated with the monitoring of the braking curve. The continuous monitoring of the braking distance PZB 90 conditionally uniform Vorsignalabstände as in the network of the former German Federal Railways are particularly common. The area-wide replacement of the PZB by the successor system ETCS will take for financial reasons longer time. (see also: inductive magnet: Austria )

Further development

With the version 2.0 software error of PZB 90 were fixed. Until then, it was possible, and then again cancel unduly by flipping the direction switch to the on position reverse forward the restrictive 500 -Hz test. Came so far so that there was a train to a halt the PZB car magnet just above the track magnet, continued driving was possible only by placing the fault switch.

Recently, many operated in train control systems with PZB be upgraded because it is now possible to mount 2000 Hz without magnet coupling with a signal. This track magnets are remotely controlled by train conductor or operate independently.

The cross-border use of many locomotives due to the incorporation of multiple train control systems. The cost of this one tries to keep up with generic Zugbeeinflussungsrechnern under control. If a vehicle is equipped with an ETCS computer comes on routes without ETCS equipment the specific transmission module (STM ) is used to receive the data transmitted by the national track equipment information to process and forward them to the vehicle computer.

PZB 90 will be replaced by the single European Command ETCS over time. On many routes PZB is 90 but still remain long in use.

PZB will regard ETCS 90 out of a Class B system.