Connectors are key interface in high-speed train

Edited by the Engineeringtalk editorial team May 20, 2003

Harting connectors form an integral part of new communication and control systems in the latest generation of German high-speed trains.

Harting connectors form an integral part of new communication and control systems in the latest generation of German high-speed trains.

The new ICE3 trains are designed for a maximum speed of 330km/h, and feature more powerful motors and lighter vehicles than their predecessors.

They are also designed to be used across frontiers within Europe, so their power supplies have to be compatible with the differing requirements of neighbouring countries.

To meet these objectives, the trains have been designed with the drive equipment distributed throughout the entire train.

This concept offers a number of advantages, including easier isolation of drive equipment noise sources since they are installed below the train, the ability to install an energy-saving brake system, and higher seating capacity with the same train length.

It also places considerable demands on the onboard control systems, which also have to handle traction power supplies, battery backup and ancillary services like lighting and air conditioning.

The central control unit is the core of the train control system.

The design is redundant; ie there are two control units in each end car.

If one unit fails, the other unit is switched in automatically.

Communication is via a bus system conforming to the internationally accepted train communication network (TCN) system, which provides integration of all 116 control systems of the ICE3.

The two key components of the TCN system are the train bus (wire train bus, or WTB) and the vehicle bus (multifunction vehicle bus, or MVB).

Four cars form each transaction unit via an MVB segment, which is connected to the WTB via gateways.

The individual control systems are connected via the MVB.

Data are exchanged between the two transaction units and between the two coupled half-trains via the WTB.

The traction vehicle driver receives comprehensive information on the current status of the various systems via two displays built into the driver's cabin.

A diagnostic system provides an overview of special operational events and malfunctions.

The diagnostic messages are forwarded to the appropriate workshops via mobile radio.

The train and its control and communication systems were designed on a 'plug in' modular basis so that defective components can be isolated and replaced as quickly as possible.

Consequently, connector technology is an extremely important issue.

Components to be replaced are simply separated at the pluggable connections, so that work-intensive de-installation of the electrical connections is not necessary, with consequent reduction in total maintenance time and cost.

Harting connectors are used in a number of areas in the ICE3, one of the most important being the MVB distributor box located in the vehicle interior.

The MVB itself is constructed on a redundant basis (line A + B), and is located within a cable inside the vehicle.

In order to ensure secure operation, the bus is divided physically into two cables, which are run separately to the transition between coaches.

The bus is run back together at the other end.

The connector chosen for this interface is Harting's InduCom9 system, based on D-subminiature connectors in a rugged shielded housing.

An important feature of InduCom9 is that space is provided within the housing for a printed-circuit board and additional components, allowing the installer to choose which of the varied functions of the bus system are used.

Harting connectors are also used in the motor sensing system on board the train.

This application, which is implemented under the coach near the drive section, features the Harting's Han 24 HP housing with Han Quintax contacts for transmitting data from the motor, which can include temperature monitoring or position and speed sensing via rotary encoders.