The actuation and monitoring of all active elements at a level crossing is carried out fully electronically. Thanks to the compatibility of old and new system components, the BUES 2000 can be used not just as a complete new system but also in combination with existing level crossing installations. In the basic version the following form of execution variants are possible:

• 32 light signals (amber/red with main and back-up filaments)
• 64 blinking lights (red with main and auxiliary filaments)
• 32 barrier drives
• 8 pedestrian acoustic systems
• 2 tracks (with track sensors, signalling, manual switching keys)
• interlocking interface
• radar scanner (radar sensor system for automatic level crossing free detection)
• realisation of special switching cases such as deactivating switch-on-point, temporary activation of switch-on-points etc.
• timed control of barriers (half-way barrier, complete stop with 2 half-way barriers, full barrier) and light signals (light signal amber/red, preceding light signal, blinking, double blinking), pedestrian acoustics and gate dependencies
• controlling of special light programmes such as interface to traffic-light-systems

The structure of the electronically level crossing system BUES 2000 is classified into three levels:

• main level
• diagnostic level
• field level

Controlling and monitoring of relevant functions within these levels (main and field level) are divided in different modules.

Between following modules are distinguished

•  central module             

Coordination and control of level crossing systems as well as defined functions like interlocking interfaces.

• supervision signal module

Control of light points  (LZ road signal, Bli road signal blinking light), light programs (BUSTRA), pedestrian acoustic systems, barriers and Radarsensor system for automatic level crossing free detection.

• track module 

Receive and transmit all incoming and outgoing track information.

Each module represents in principle a duplicated processor unit, the active components of which are linked via an intelligent field level and can communicate with one another safely via the CAN bus.

Data transmission via CAN bus

Communication between the individual levels and within the modules is carried out via the CAN bus. CAN stands for Controller-Area-Network and is a serial data transmission system with its own intelligence. This system possesses a number of fault-recognition measures. This includes:

• bit error test
• 15 bit CRC block test
• format test

To increase the security, polling has been introduced into the duplicated systems. Designated with polling is a procedure that is employed in multi access systems to interrogate the individual participants periodically and at the same time to carry out the transportation of information.

The structure of the electronical level crossing system BUES 2000 is classified into three levels.The main level of the BUES 2000 electronic level crossing system represents the secure dataprocessing centre of the BUES 2000 level crossing. It consist of 3 doubled processor modules (central-, light-, barrier and track modules). The field level represents the safe control level of the BUES 2000 level crossing system. It consists of safe microcomputer systems, each of which is duplicated, for the controlling and monitoring of defined functions. The field level controlling is located in the field element itself. The subassemblies of the field level are self-contained units with defined interfaces. The diagnostic level represents in the frame of communication the connection between to diagnostic centre. This level is equipped with one diagnostic computer, which provide diagnose data for service and maintenance purposes of BUES 2000.

Through the logical use of processor-controlled subassemblies within the control system core, the passing on of information for diagnostic and control purposes via modern and intelligent communication paths also becomes possible. Additionally, this enables the transferring of special control tasks directly to the particular activating field element so that an intelligent field level can be used - this being capable of processing and passing on significantly more information than was possible with a classical system. Using public, private or cable-bound communication connections, maintenance and diagnosis tasks can be centralised and supported by PC. In addition digital data connections via a secured IP based network can be created without any problem so that intelligent linking to neighbouring control systems (e.g. level crossing systems or inter locking systems) becomes possible. Modern exchange of information with the vehicle is also possible without any problems since all data can be inputted and outputted intelligently per telegram. Therefore there is practically no limit to the quantity of information.

Today the networking of different traffic systems is an important, future-oriented task. This level crossing management is today no longer an isolated task restricted to a particular location as was the case with Signalling Systems with a large mechanical component.

Today‘s ways of thinking on open communication in the area of signalling, which go hand in hand with a marked degree of central scheduling, control and maintenance as well as decentralised actuation, require new components for intelligent systems. These make it possible for system information to be collected and prepared prior to it being transferred to and recorded and evaluated at respective central points. All the tasks resulting out of it can be carried out or, as the case may be, co-ordinated at the points where the particular responsible employees and specialists are located. Scheidt & Bachmann‘s level crossing maintenance and service concept provides support in all the service areas connected with level crossing systems whereby we make use of proven standards, open systems and modern technologies.

Various transmission media can be used for exchanging data between the individual level crossings and the central maintenance and service location.

All processes at level crossing involving data input, processing, evaluation and the transfer of data coupled with detailed information for a diagnosis interface are realised with this system exclusively with electronic components. Taking into account the different monitoring and application variants required at individual level crossings, the practice-proven modularity of the EBÜT 80 has been appropriately refined whereby individual subassemblies can be configured by software parameterizing. With the BUES 2000 customer-specific functions are parameterised and realised exclusively in the software. As a result the hardware modules are identical not only for all monitoring and application variants, but also for all markets and customers. This brings about very considerable simplification in the areas of stockholding, type-support, spare particular guarantee times and service. Thanks to its processor-controlled system core, the parameterizing and configuring of a BUES 2000 system can be realised with personal computers. With the assistance of a software tool  – the BÜ-Konfigurator – especially developed for projecting tasks, the user is put in a position of being able to configure and test a safety system himself without requiring any specific electronic data processing knowledge. After the user has entered the level crossing data, the BÜ-Konfigurator selects from a table, in which all the possible parameters for the different forms of execution of a level crossing are listed, the suitable ones and makes it possible for the data for these to be transferred to the BUES 2000.

With the introduction of Scheidt & Bachmann‘s FSSB vehicle sensor, electronic field elements came into use for the first time in railway signalling systems. Since this time this path has been followed in a consequent manner at Scheidt & Bachmann and has led to the development of the intelligent field level which – in addition to its pure activating functions – possesses an intelligent evaluation and supervision function too.