Railway Signalling Concepts https://www.railwaysignallingconcepts.in Railway Signalling Concepts Thu, 05 Dec 2019 05:39:02 +0000 en-US hourly 1 https://wordpress.org/?v=5.3 Types of Railway Signals https://www.railwaysignallingconcepts.in/types-railway-signals/ https://www.railwaysignallingconcepts.in/types-railway-signals/#comments Wed, 04 Dec 2019 11:59:22 +0000 http://www.railwaysignallingconcepts.in/?p=23 indian railway signalling system pdf,railway signalling system,warner signal,train schedule between two stations ,aspect meaning in telugu,signalling,current position of train,types of signals ,shunting signal, train signals explained, how train signals work, indian railway signal symbols, railway signalling ppt, absolute block signalling, types of railway signals ppt, shunt signal in indian railway, basic concept of railway signalling, […]

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Types of Signals

Types of Signals :- Signal is a medium to convey a particular pre-determined meaning in non-verbal form.

Multiple Aspect Color Light Signal (MACLS): Multiple means more than 2 indications .They may have 3 or 4 different aspects or indications to be given to the driver. These signals have longer range of visibility and Improved reliability.

Classification of CLS:

Classification of CLS

Manual Stop Signal :

Manual Stop Signal

Each aspect of the signal is represented by a circle. A horizontal line inside the circle indicates Red aspect, an inclined line the yellow aspect and vertical line the Green aspect. The normal aspect of the signal is shown by double line.

Aspect Meaning Indication to the driver
Red Stop Stop dead
Yellow Caution Proceed & be prepared to stop at the next stop signal
Green Proceed Proceed

Permissive Signal (Distant Signal):

Shall be located at an adequate distance in rear of the stop signal, the aspect of which it pre- warns. The normal aspect of permissive signal is „Single Yellow„ where 2 distant signals are provided to pre- warn the stop signal, the outer most signal, to be located at an adequate distance from the first stop signal, shall be called the distant signal and the other called the inner distant signal, with the distant capable of displaying „ attention „ or „ proceed‟ aspect only .

To distinguish between stop signal and permissive signal „ P „marker board (letter in black on white board) is fixed to the permissive signal.

Aspect Meaning Indication to the driver
Yellow Caution Proceed & be prepared to stop at the next stop signal
Double Yellow Attention Proceed and be prepared to pass next signal at such a restricted speed as may be prescribed
Green Proceed Proceed

Automatic Stop Signal :

Automatic Stop Signal

The normal aspect of an automatic signal is green and is indicated by the double vertical line, unlike the manual signal where the normal aspect is red and indicated by double horizontal lines. An automatic signal has an „A‟ marker plate fixed to the signal post to distinguish it as an automatic signal. Letter „A‟ in black on white circular disc.

Semi-automatic Stop Signal :

Semi-automatic Stop Signal

An illuminated „A‟ marker distinguishes a semi – automatic signal from a fully automatic signal. Letter „A‟ against black back ground is illuminated when working as an automatic stop signal and letter „A‟ extinguished when working as a manual stop signal.

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Station and Yards Railway Signalling https://www.railwaysignallingconcepts.in/station-and-yards-railway-signalling/ https://www.railwaysignallingconcepts.in/station-and-yards-railway-signalling/#respond Mon, 02 Dec 2019 03:39:49 +0000 https://www.railwaysignallingconcepts.in/?p=2771 Railway Signalling Station and Yards,Definition of Station,Purpose of Railway station,Types of Stations,Wayside Stations,Halt Stations,Flag Stations,Crossing Stations,Flag Stations,Halt Stations,Junction stations,Terminal Stations,Classification of Stations,Block Stations,Class A Station,Class B Station,Class C Station,Non Block Stations,Special class stations,Passenger Platform,Definition of Yard,Types of Yards,Passenger yards,Goods yards,Marshaling yards,Flat yard,Gravity yard,Hump-yard,Locomotive yards,Level crossings,Engine sheds Station and Yards Railway Signalling Definition of Station 1. […]

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Station and Yards Railway Signalling

Definition of Station

1. A railway station or a railroad station and often shortened to just station, is a railway facility where trains regularly stop to load or unload passengers and/or freight.

Station Yard SEO
                                                  Station Yard

Purpose of Railway station

For exchange of passengers and goods.
1. For control of train movements
2. To enable the trains on a single line track to cross from opposite directions.
3. To enable the following express trains to overtake
4. For taking diesel or coal and water for locomotives
5. For detaching engines and running staff

6. For detaching or attaching of compartments and wagons
7. For sorting of bogies to form new trains, housing of locomotive in loco sheds.
8. In emergencies in ease of dislocation of track due to rains, accidents etc…
9. For repairing engines and changing their direction
10. Railway station are having suitable approach roads from surrounding areas.

Types of Stations

1. Wayside Stations, Junction Stations, Terminal Stations

Wayside Stations

1. In this type arrangements are made for crossing or for overtaking trains. Wayside stations are of the following types.
i.Halt stations ii.Flag Stations iii.Crossing stations.

Halt Stations

1. A halt, is a small station, usually un staffed and with few or no facilities. In some cases, trains stop only on request, when passengers on the platform indicate that they wish to board, or passengers on the train inform the crew that they wish to alight.

Halt Stations SEO
                                             Halt Stations

 

Flag Stations

1. Flag stations describes a stopping point at which trains stop only on an as-need or request basis; that is, only if there are passengers to be picked up or dropped off.
2. These stations have no overtaking or crossing facilities and arrangements to control the movement of trains. These stations have buildings, staff and telegraph facilities.

3. Some of the flag stations have sidings also in the form of loops.

Flag Stations SEO
                                                                Flag Stations

 

Crossing Stations

1. Provided with facilities for crossing
2. In this type at least one loop line is provided to allow another train if one track is already occupied by a waiting train
3. Generally the train to be stopped is taken on the loop line and the through train is allowed to pass on the main line

Crossing Stations SEO
                                                                         Crossing Stations

 

Junction stations

1. At a junction stations, lines from three or more directions meet
2. The stations where a branch line meets the main line are known as junctions.Arrangements in junction stations
3. Facilities for interchange of traffic between main and branch line
4. Facilities to clean and repair the compartments of the trains
5. Facilities for good sidings, engine sheds, turn table etc.

Junction stations SEO
                                                                          Junction stations

 

Terminal Stations

1. It is a station where a railway line or one of its branches terminates
2. Facilities required in terminal stations
3. Watering, coaling, cleaning, servicing the engine

4. Turn table for the change of direction of the engine
5. Facilities for dealing goods traffic. Such as marshaling yard, engine sheds, sidings etc.
6. In circulating area, ticket office, restaurant etc are provided and it is directly connected to the road

 

Terminal Stations

Terminal Stations SEO
                                                               Terminal Stations

 

Classification of Stations

Stations can be classified on the basis of their operation as

1. Block stations-Class A, Class B and Class C
2. Non Block Stations-Class D stations or Flag stations
3. Special class stations.

Block Stations

The stations at the end the block sections are called Block stations Authority to proceed is given in the shape of token at these stations.

Class A Station: On these stations the track is cleared up to 400m beyond the home signal for giving permission to approach a train
Class B Station: In such stations, the other signal is provided at about 580m from the home signal
Class C Station: On these stations passengers are not booked. It is simply a block meant for splitting a long block section and to reduce the interval between the successive trains.

Non Block Stations

1. Also known as Class D station or Flag station
2. Situated between two consecutive block stations
3. May not be telegraphically connected to the adjacent stations

4. No equipment or staff is provided for controlling the movements of the trains.
5. Trains are stopped by flag signals only

Special class stations

Stations not coming under block station and non block stations are called special class station

Platforms – Passenger and Goods platforms

1. A railway platform is a section of pathway, alongside rail tracks at a railway station, metro station or tram stop, at which passengers may board or alight from trains or trams.
2. Almost all rail stations have some form of platform, with larger stations having multiple platforms.
3. Platform types include the bay platform, side platform (also called through platform), split platform and the island platform.

4. A bay platform is one at which the track terminates, i.e. a dead-end or siding.
5. A side platform is the more usual type, alongside tracks where the train arrives from one end and leaves towards the other.
6. An island platform has through platforms on both sides; it may be indented on one or both ends, with bay platforms.

Passenger Platform

Passenger Platform
            Passenger Platform

Goods Platform

Goods Platform
         Goods Platform

 

Definition of Yard

1. An area consisting of a network of railway tracks, sidings, and sheds for storing, maintaining, and joining engines and carriages.
2. A yard is defined as a system of tracks laid within definite limits for various purposes such as receiving sorting and dispatch of vehicles.

Railway Yard

Railway Yard
Railway Yard

Types of Yards

1. Passenger yards, Goods yards, Marshalling yards, Locomotive yards

Passenger yards

1. Function of passenger yard is to provide all the facilities for the safe movement of passengers.

Facilities in passenger yards
1. Booking office, enquiry office, luggage booking room, cloak room and waiting room for passengers
2. Parking space for vehicles
3. Signals for reception and dispatch of trains

4. Platforms and sidings for shunting facilities
5. Facilities for changing batteries
6. Facilities for passing a through train
7. Washing lines, sick lines facilities

Passenger yards

Passenger yards
               Passenger yards

Goods yards

1. A goods station (also known as a goods yard, goods depot or freight station) is, in the widest sense, a railway station which is exclusively or predominantly where goods (or freight) of any description are loaded or unloaded from ships or road vehicles and/or where goods wagons are transferred to local sidings.
2. These are provided for receiving, loading and unloading of goods

Goods yards
Goods yards

Requirements of a goods yard

1. Approach road for movement of goods
2. Sufficient number of platforms for loading and unloading
3. Sufficient number of godowns

4. Booking office
5. Cart weighing machine
6. Cranes for loading and unloading
7. Vacuum testing machine

Marshalling yards

1. Marshalling yard is a railroad yard found at some freight train stations, used to separate railroad cars on to one of several tracks.
2. It is the place where goods wagons received from different centres are sorted out and placed in order to detached at different stations.

3. The marshalling yards are distribution centres.
4. Empty wagons are also kept in marshalling yards.

Marshalling yards
Marshalling yard 

Factors for the efficient functioning of marshalling yards

1. Shunting operations should not disturb the regular trains
2. Should be kept parallel to the running trains
3. Movement of wagons in one direction only
4. Repair facilities should be provided on one or more sidings
5. Connected to all important railway stations
6. Goods yard should be nearer to the marshalling yard

Types of marshalling yards

(i)Flat yard (ii)Gravity yard (iii)Hump yard

Flat yard

1. Flat yards are constructed on flat ground, or on a gentle slope. Freight vehicles are pushed by a locomotive and coast to their required location.
2. A flat yard has no hump, and relies on locomotives for all car movements

Gravity yard

1. The whole yard is set up on a continuous falling gradient and there is less use of shunting engines.
2. Typical locations of gravity yards are places where it was difficult to build a hump yard due to the topography.
3. Gravity yards also have a very large capacity but they need more staff than hump yards and thus they are the most uneconomical classification yards.

Hump-yard

1. These are the largest and most effective classification yards, with the largest shunting capacity—often several thousand cars a day.
2. The heart of these yards is the hump: a lead track on a hill (hump) that an engine pushes the cars over.
3. Single cars, or some coupled cars in a block, are uncoupled just before or at the crest of the hump, and roll by gravity onto their destination tracks.
4. A hump yard has a constructed hill, over which freight cars are shoved by yard locomotives, and then gravity is used to propel the cars to various sorting tracks.

Hump-yard
        Hump-yard

Locomotive yards

1. This is the yard which houses the locomotives for various facilities such as watering, fueling, cleaning, repairing, servicing etc.

Locomotive yards
Locomotive yards

 

Locomotive yards
         Locomotive yards

Requirements of a locomotive yard

1. Should be located near the passenger and goods yards
2. Water column
3. Engine shed, Ash pit, inspection pit, repair shed, turn table

4. Hydraulic jack for lifting operations
5. Over head tank and loco well
6. Sick siding
7. Place for future expansion

Level crossings

1. A level crossing (a primarily British term; usually known as a railroad crossing in the United States) is an intersection where a railway line crosses a road or path at the same level
2. Other names include railway crossing, grade crossing, road through railroad, and train crossing.

3. The type of facilities provided at level crossing depends up on the following
4. Nature of the road
5. Nature of the traffic on road
6. Number of trains passing over the level crossing

Level crossings
              Level crossings

Classification of level crossing

1. Special class – Traffic is exceptionally heavy
2. A class – On grand trunk roads
3. B class – Metelled roads
4. C class – unmetelled roads
5. D class – used for cattle‘s as ramps and pedestrians only

Station Equipments

1. For efficient running of trains, safety of traffic, repairing, cleaning, examining of locomotives etc. some equipment and machinery is needed. These equipment’s are known as station equipment

Engine sheds

1. Railway engine sheds were provided at terminal stations, junctions, and other locations around the railway.
2. They provided covered accommodation for servicing locomotives – this could be simple tasks such as changing brake blocks to more complex task that involved dismantling and repairing the engine.
3. Types of engine sheds are (i) Rectangular type (ii) Circular type

Rectangular type engine shed

1. In this type of engine shed, two parallel tracks are laid, which meet at one or both the ends.
2. The engine can come from one end and leave the shed in other end
3. They need more space; they are widely used in India

Rectangular type engine shed
                                                         Rectangular type engine shed

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Railway Circuits Diagram Signal button relays। Route button relays। Point button relays। Common button relays  https://www.railwaysignallingconcepts.in/railway-circuits-diagram-signal-button-relays%e0%a5%a4-route-button-relays%e0%a5%a4-point-button-relays%e0%a5%a4-common-button-relays/ https://www.railwaysignallingconcepts.in/railway-circuits-diagram-signal-button-relays%e0%a5%a4-route-button-relays%e0%a5%a4-point-button-relays%e0%a5%a4-common-button-relays/#comments Fri, 29 Nov 2019 17:34:28 +0000 http://www.railwaysignallingconcepts.in/?p=213 रूट रिले इंटरलॉकिंग, रेलवे सिग्नल इन हिंदी, ट्रेन सिग्नल, रेलवे ऑपरेटिंग मैनुअल इन हिंदी, रेल वायर क्या है, Signal button relays,Route button relays,Point button relays,Common button relays,button relay circuits,Design Principles Railway Circuits Diagram Signal button relays। Route button relays। Point button relays। Common button relays  1 button relay circuits We have studied in Chapter No.7, the various […]

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रूट रिले इंटरलॉकिंग, रेलवे सिग्नल इन हिंदी, ट्रेन सिग्नल, रेलवे ऑपरेटिंग मैनुअल इन हिंदी, रेल वायर क्या है, Signal button relays,Route button relays,Point button relays,Common button relays,button relay circuits,Design Principles

Railway Circuits Diagram Signal button relays। Route button relays। Point button relays। Common button relays 

1 button relay circuits
We have studied in Chapter No.7, the various features provided in the “Control cum Indication Panel”. Every main and shunt signal has a button provided at the foot of the signal symbol on the panel. The route buttons are provided in the middle of the track configuration for each route. These buttons are also known as exit buttons or destinations buttons. Point buttons are provided at the point configuration. The various common buttons such as WWN, EWN, EGGN etc. are fixed on the top of the panel.

All these buttons are differently colored for easy distinction. Each button has a button relay. Whenever a button is pressed, the button relay is energized and remains energized till the button is released and restored back to its normal position. In case the pressing of the button is prolonged or the button fails to restore, a failure indication will appear on the panel. The various buttons are grouped as follows and the button relay circuits are provided accordingly:

1 Signal button relays
2 Route button relays
3 Point button relays
4 Common button relays

2 Design Principles
1 The button relays circuits are so designed that only one button relay of that kind can energize at a time. This simplifies the interlocking.

2 Each button relay circuits will have a “common buttons normal checking relay (NCR)” which is normally energized proving the back contacts of all the button relays of that group.

3 The Station Master Control (SMR) is provided on all the groups excepting the signal button relays group-. This is so to enable putting back the signal back to danger in case of emergency by any person in the absence of the SM.

3 Signal button relay Circuits 
It may see that whenever any signal button is pressed, the concerned button relay picks up. The circuit is so designed that any button relay picks up only if all other button relays are de energized. The common signal buttons normal checking relay (GNCR) is normally energized proving the back contacts of all the signal button relays. It is a slow to release relay by about 5 to 7 seconds so that during normal operation of the button and its release, the GNCR does not drop and give any false indication of failure. In case the panel operator prolongs the operation of the button beyond this time, this relay drops and gives a bell warning forcing the operator to release the button.

In case the button fails to restore or the button relay fails to de-energize, GNCR drops and gives a visual failure indication as well as a bell warning to attract the attention of the panel operator to the failure. The bell warning is stopped by pressing an ACK. Button, while the visual indication persists till the failure is rectified. The relay is made slow to release with the help of the 3000MFD capacitor and a 100 protective resistance connected across the relay.
It may be seen that in this circuit the SMR control is not provided for the reason already mentioned.

4 Route button relay circuits
The circuit is similar to GNR circuits. Any route button relay can be operated only by an authorized person namely Station Master or Panel Operator. The buttons normal checking relay in this case is UNCR, which is a slow to release relay as GNCR and its function is the same as that of GNCR.

5 Point button relay circuits
The design of the circuit is similar to route button relay circuits. Here also the authorized operation is ensured by SMR relay. The button normal checking relay is called as WNCR which does the same function as that of GNCR and UNCR. The crank-handle button relays are also grouped and their circuits designed on similar lines. The NWWN, RWWN and EWN button relays are also shown and the circuits are self explanatory.

6 Common button relay circuit
The following common buttons for the entire station are grouped in this circuit.
a) CO GGN – Calling on signal button
b) EUYN – Emergency Route Release button.
c) RRBUN – Super Emergency Route Release Button

d) GRN – Common (General) Slot Return button.
e) GBN – Common (General) Slot button
f) EOVN – Emergency overlap Release button.

Here again only one button relay can energize at a time and can be operated only by an authorized person (SMR) The emergency signal cancellation button (EGGN) is a press to break contact unlike the other buttons which are press to make type. Through the normally closed (NC) contact of the button, EGGNR remains normally energized. There is no SM‟s control of this relay as this relay is required to throw the signal to danger in case of emergency by any person. With the “SM‟s Key-in”, SMR relay is normally energized, enabling the various operations on the panel.

The super emergency route is release done by the SM, only with the cooperation of the signal staff. For this purpose, an RRBU lock is provided on the panel and the key for this lock will be in the custody of the signal staff of the station.
Whenever super emergency route release is to be performed, the signal staff has to put his key in RRBU lock and turn it. The RRBUSNR relay picks up and if the SM presses the RRBUN button, RRBUNR picks up through the front contact of RRBUSNR and enables the route to be released.

 

Signal button relays। Route button relays। Point button relays। Common button relays

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Railway Signalling Track Circuit https://www.railwaysignallingconcepts.in/railway-signalling-track-circuit/ https://www.railwaysignallingconcepts.in/railway-signalling-track-circuit/#respond Fri, 29 Nov 2019 08:00:42 +0000 http://www.railwaysignallingconcepts.in/?p=809 ac track circuit in railway,audio frequency track circuits for railway signalling,track circuit bonding,track circuit ppt,railway track circuit diagrams,track circuit assisted,ac track circuit diagram,aster track circuits,Railway Signalling Track Circuit, DC TRACK CIRCUIT,Open Loop DC TC, Closed Loop DC TC, AC TRACK CIRCUIT,Single Rail AC TC , Double Rail AC TC, AFTC , SDTC, Technical Specifications, Frequency and codes arrangement , Electrical Joints, S-Bond,Electrical Joints,ELECTRICAL […]

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Railway Signalling Track Circuit

Introduction
• A Track circuit is an Electrical circuit of which the running Rail of a Railway track forms a part. It is employed for indicating the presence of Trains and thereby for controlling Signalling and Block equipment’s. For the device Track circuit, following truly holds good.

• ‘No single Invention in the history of Development of Railway Transportation has contributed more towards Safety and Dispatch
Control in that field than the Track circuit. Track circuit forms the foundation for the development of practically every one of the
intricate Systems of Railway Signalling in use today wherein the Train itself is continuously active in maintaining its own protection’

• Track circuits are categorised as DC Track circuits, AC Track circuits and Electronic Track circuits (AFTC).

 

DC TRACK CIRCUIT

• Open Loop DC TC : The circuit gets completed when the track is occupied through the net resistance of the vehicle axles occupying the track circuit. The series resistance is so adjusted as to give sufficient voltage to the relay when track rails are shunted by axles. In this type of track circuit, if any connection breaks, its occupation goes undetected. Hence, it is used only for limited purposes where its failure does not lead to unsafe conditions.

Open Track Circuit

 

Closed Loop DC TC: In this track circuit, the series resistance is called a Regulating Resistance. It regulates the relay voltage so that it falls below the drop away value when the track is shunted. The fall is caused by increased voltage drop across the regulating resistance due to rise in circuit current when shunted by the vehicles.

DC Track Circuit

AC TRACK CIRCUIT

A.C. Track Circuits are provided exclusively in DC traction areas confined to Bombay Divisions of Western and Central Railways. It is possible to work A.C. Track circuits with A.C. traction also, provided the track circuit supply frequency does not have even a harmonic relation with the traction power frequency of 50Hz. 83 1/3 Hz frequency is chosen for this purpose and these track circuits are used in A.C. Traction areas including the places where DC electric traction ends and AC traction starts.

AC TC IS TWO TYPES:
1. Single Rail AC TC
2. Double Rail AC TC

The length of Single Rail Track circuit is permitted up to 500 metres. Maximum permissible length of Double Rail Track circuit is 2,300 metres. The cable lead Resistance at Relay end shall not exceed 12 Ohms irrespective of length of Track circuits. The feed end cable Resistance shall not exceed 12 Ohms for Track circuits of 2,100 and 2,300 metres and it can be progressively more with reduction of Track circuit length.

AC Track Circuit

 

AFTC

• The Audio Frequency Track Circuit (AFTC) is the Jointless type of track circuit
• specifically designed to meet the onerous immunity required in AC or DC electrified areas
• against the high levels of interference present mainly due to traction harmonics.
• The equipment is classified as universal since it can be used-in AC, DC or Non-electrified sections and meets all the requirements of the known track circuits.

SDTC

• The Smartway DTC is a solid-state, fail- safe system which performs, in a safe way, the train detection, rail continuity detection and track to train data transmission functions within a track circuit (TC) using audio frequency signals

Technical Specifications

• TC length: from 20 to 400 m;
• Transversal conductance: from 0 to 0.5 S/km (2 ohm∙km), LTC=400 m;
• from 0 to 1 S/km (1 ohm∙km), LTC=320 m;
• Maximum shunt resistance 0.5 Ohm;
• Overlap length 7 m (joint length);
• Maximum distance between SER and track connections
• 4.5 km if LTC=350 m, Ballast 0.5 S/km (2 ohm∙km);
• 2.0 km if LTC=400 m, Ballast 0.5 S/km (2 ohm∙km);
• 4.5 km if LTC=280 m, Ballast 1 S/km (1 ohm∙km);
• 2.0 km if LTC=320 m, Ballast 1 S/km (1 ohm∙km)
• Cable type 2×1.5 mm2, 40 nF/km, shielded;
• Data transmission speed: 400 bit/s for train detection;500 bit/s for Sacem;
• Rail continuity control throughout track circuit; Yes
• Maximum number of points in TC 2;
• Power supply 220 Vac ±10% at 50 Hz to 60 Hz;
• Temperature range -25°/+70° in the SER; -40°/+80° in the field;
• Frequency carriers (8nos.) 9.5-11.1-12.7-14.3-15.9-17.5-19.1-20.7 kHz;
• Modulation: MSK ±100 Hz at 400 bit/s (Digicode TC)
• : CPFSK ±100 Hz at 500 bit/s ( data);
• Vital Output 12 Vdc on 400 W or 24 Vdc on 1600 W, insulation 1000 Vac;
• DOT 24 Vdc on 1500 W, insulation 1000 Vac;
• Diagnostic RS232 front or RS422/485 rear connector, at 9600 bit/s, packet
• data protocol.

Block Diagram

 

Frequency and codes arrangement

 

Frequency and codes arrangement

 

Electrical Joints

 

Electrical Joints

Electrical Joints, S-Bond

Electrical Joints, S-Bond

ELECTRICAL JOINT, TYPE: S BOND

ELECTRICAL JOINT, TYPE: S BOND

Electrical Joints:terminal Bond

1.Single rail insulation :- Terminal bond allows to delimit the track circuit at a boundary with an Insulated Rail Joint as shown on
Figure The traction current can continue on the next track circuit by flowing through the terminal bond.

 

2. Double rail insulation :- Terminal bond allows to delimit the track circuit at a boundary with an Insulated Rail Joint on both rails as
shown on Figure.

Double rail insulation

 

ELECTRICAL JOINT, TYPE: DOUBLE ALPHA (TERMINAL ) BOND

ELECTRICAL JOINT, TYPE: DOUBLE ALPHA (TERMINAL ) BOND

INSULATED RAIL JOINT

Electrical Joints:Short circuit Bond

Short circuit bond At a boundary with an area without track circuit, a short circuit bond can used as shown on Figure
This configuration does not require any Insulated Rail Joints but the draw back is a dead zone whose length is in relation with the limit shunt value.

 

SDTC principle

SDTC : specific installation : S Bond in crossing

 

 

Railway Signalling Track Circuit, DC TRACK CIRCUIT,Open Loop DC TC, Closed Loop DC TC, AC TRACK CIRCUIT,Single Rail AC TC , Double Rail AC TC, AFTC , SDTC, Technical Specifications, Frequency and codes arrangement , Electrical Joints, S-Bond,Electrical Joints,ELECTRICAL JOINT, TYPE: S BOND , Double rail insulation,ELECTRICAL JOINT, TYPE: DOUBLE ALPHA (TERMINAL ) BOND, INSULATED RAIL JOINT , Electrical Joints:Short circuit Bond,SDTC : specific installation : S Bond in crossing 

 

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Points and Crossings Railway https://www.railwaysignallingconcepts.in/points-and-crossings-railway/ https://www.railwaysignallingconcepts.in/points-and-crossings-railway/#respond Mon, 18 Nov 2019 03:14:40 +0000 http://www.railwaysignallingconcepts.in/?p=2743 Points and Crossings Railway and Signalling & Interlocking,Turn Outs, Left hand turnout,Right hand turnout,Main track or main line,Branch track,Flange way clearance,Stock rails,Tongue rails, Stretcher bar,Switch,Toe of switch, Heel of switch,Throw of switch – 9.5cms for B.G,Facing points and facing direction,Trailing points and trailing direction, Check rails,Wing rails,ANC,TNC, Interlaced Sleepers,Diamond crossing,Cross over,Scissors cross over, Ladder track […]

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Points and Crossings Railway | Signalling & Interlocking

 Signalling & Interlocking Points and Crossings Railway

Points and Crossings Railway :- These are the arrangements provided in a railway track to divert a train from main line to branch line.
Turn Outs: pair of points and a crossing, to divert a train.
Left hand turnout: if train is diverted to left of main track in facing direction.
• Right hand turnout: if train is diverted to right of main track in facing direction.

Left hand turnout

Left hand turnout

 

Right hand turnout

Right hand turnout

Left hand turnout / Right hand turnout

Both Left and Right hand turnouts

Technical Terms

• Main track or main line
• Branch track
• Flange way clearance
• Stock rails
• Tongue rails
• Stretcher bar
• Switch

• Toe of switch
• Heel of switch
• Throw of switch – 9.5cms for B.G
• Facing points and facing direction
• Trailing points and trailing direction
• Check rails
• Wing rails
• ANC
• TNC

Through Sleepers

• Sleepers provided under both railway tracks i.e main line and branch line
• Purpose is to maintain both tracks at same level

Through Sleepers

Interlaced Sleepers

• Sleepers laid when long sleepers are not available

Interlaced Sleepers

Type of crossings

to transformed from one track to another parallel track
• Various tracks available are
• Diamond crossing
• Cross over

• Scissors cross over
• Ladder track or gathering lines
• Gauntlet track

Diamond crossing

• It consists of 2 acute angles and 2 obtuse angles

Diamond Crossing

 

Cross Over

1. Provided when one track is to be diverted to another parallel track.
2. It consists of 2 set of points and 2 acute crossings.

Cross Over

Scissor Cross Over

• Combination of one cross over with the another one in opposite direction

Scissor Cross over

Ladder track or gathering line

• Number of parallel lanes are connected

Ladder track or gathering line 

Gauntlet Track

When two tracks of same or different gauges running parallel to each other, they are converted into single track at bridges for economizing.

Gauntlet Track

Signalling

• It consists of systems, devices and means by which trains are operated efficiently and tracks are used to max. extent Objectives of Signalling.
• Facilities for efficient movement of trains.

• Safety between trains.
• Max use of track.
• To guide trains movement during maintenance and repairs.

Signalling

Classic faction of Signalling

1) Operation Characteristics
a) Detonating (Fog or Audible) signals
b) Hand (Visual Indication) signals
c) Fixed (Visual Indication) signals

2) Functional Characteristics
a) Stop or Semaphore type signals
b) Warner signals
c) Shunting signals
d) Coloured light signals
e) Locational Characteristics
f) Reception Signals: Outer & Home signal
g) Departure Signals: Starter & Advance starter

Operation Characteristics

1) Detonating (Fog or Audible) signals: during the foggy & cloudy weather when hand or fixed signals are not visible, detonators are
placed on rails which explode with a loud when train passes over them. Generally placed before 400-500m ahead of the signal to enable
the driver to stop the train or to obey it.
2) Hand (Visual Indication) signals: hand signals are given by flags fixed to wooden handle or by bare arms during day times and lamps with glass sides or green, red and amber during night times. Generally used by guards, station masters, cabin man, gang man, key man or any authorised man.
3) Fixed (Visual Indication) signals: theses signals are usually fixed at a place.

Operation Characteristics

 

1) Stop or Semaphore type signals: ordinary position is Horizontal but it can be lowered to any angle by pulling
the wire from cabin. ON indicates stop or danger, OFF Indicates proceed.
2) Warner signals: similar to semaphore signal at the entrance to station except a V-notch at free end

Functional Characteristics

1) Stop or Semaphore type signals: ordinary position is Horizontal but it can be lowered to any angle by pulling the wire from cabin. ON indicates stop or danger, OFF Indicates proceed.
2) Warner signals: similar to semaphore signal at the entrance to station except a V-notch at free end

Functional Characteristics 1

Functional Characteristics 1

3. Shunting (Disc or ground) signals: used for shunting operation at station yards. Shape of circular disc with red band on a white background.  The disc can revolve in a vertical plane by pulling the lever arm.
• Horizontal positions indicate STOP.
• Inclined position (450) indicates PROCEED.
4) Coloured light signals: with the introduction of electric traction, semaphore signals are replaced by colour light signals both during day and night.

Color Light Signal
                                                                                        Color Light Signal

1) Reception Signals: Signals which control the reception of trains into a station. They are two types i.e Outer & Home signal
Outer signal – it is fist stop signal at a station and it must be placed at adequate distance(0.54km for B.G and 0.4km for M.G) before railway station.
Generally a warner signal is provided. In stop position, driver must stop train at a distance of about 90m before outer signal and then proceed to home signal with caution

Home signal – this signal indicates which line is to be used So main function is to protect the sidings already occupied not more than 180m away from the start of switches

2) Departure Signals: Signals which control the dispatch of trains from the station. They are two types i.e Starter & Advance starter
• Starter signals – it is last stop signal at the station. It is the limit up to which trains at a station come to stand or halt.
• Advance starter – it is last stop signal at station. It indicates that train has left the station and station master is no more responsible of station master. 180m beyond the switches.

 

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Railway Signalling Glossary of Signalling Terms  https://www.railwaysignallingconcepts.in/railway-signalling-glossary-of-signalling-terms/ https://www.railwaysignallingconcepts.in/railway-signalling-glossary-of-signalling-terms/#comments Sat, 16 Nov 2019 17:44:48 +0000 http://www.railwaysignallingconcepts.in/?p=352 types of railway signals, railway signalling principle, railway terminology uk, raynes park control , railway signalling abbreviations, railway signalling terms, dead approach locking, british railway signals, types of railway signals, signalling record society, railroad semaphore signals, railroad lantern signals, how train signals work, railway signs and their meanings, railway signals explained, railway terms and phrases, […]

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Railway Signalling – Glossary of Signalling Terms 

This standard defined the meaning of commonly used signaling terms to ensure that each term is clearly understood and always use to convey the same meaning. The glossary is arranged in alphabetic order.

Examples:       

  TERM        DEFINITION
ALPHANUMERIC  ROUTE INDICATOR A ROUTE INDICATOR that conveys its  information by alphanumeric characters.
APPROACH LIGHTING The lighting of a SIGNAL only on the approach of a train.
ATP Abbreviated term for AUTOMATIC TRAIN PROTECTION.
BANNER REAPEATING SIGNAL A SIGNAL that provides the driver with preliminary information about whether a SIGNAL is ON or OFF.
CD Abbreviated term for CLOSE DOORS INDICATOR.
FLASHING DOUBLE YELLOW (ASPECT) Displayed by a COLOUR LIGHT SIGNAL, informs the driver to expect the next MAIN SIGNAL at FLASHING SINGLE YELLOW.
HEADWAY The shortest distance or time interval between Two following trains, so that the second train can run at its normal operating speed without being restricted by the SIGNAL ASPECTS.
LAST WHEEL REPLACEMENT A control applied to a SIGNAL which replaces it
to its most restrictive aspect only after the whole
train has passed the signal.
LOS Abbreviated term for LIMIT OF SHUNT   INDICATOR.
NX Abbreviated term for ENTRANCE – EXIT SYSTEM.
SPAD SIGNAL passed at DANGER.
SUPPRESSION (AWS)  Inhibition of the operation of AWS track equipment for movements to which it does not   apply.
TORR Abbreviated term for TRAIN OPERATED ROUTE RELEASE.
WARNING (ROUTE CLASS) A ROUTE from one MAIN SIGNAL to the next main signal where the full OVERLAP is not available or not required

 

IDENTIFICATION OF SIGNALLING AND RELATED EQUIPMENT

 

To define the principles for ensuring that items of signalling and related equipment are clearly and unambiguously identified.

OBJECTIVES

The objective of identifying signalling and related equipment is to ensure that

1. Confusion does not arise in verbal or written communication   when geographical location and equipment are the subject   of communication.

2. Events, incidents and operational engineering activities can   be accurately and concisely described.

RESPONSIBILITIES            

Network Rail, as infrastructure controller, shall ensure that a procedure is in place that ensures that allocated identities are documented.

 PLACE NAMES

Geographic Identity Each of the following features shall have a name.

1. Control Centre, Signal Box or Gate Box

2. Ground Frame or Ground Switch Panel.

3. Tunnel, Viaduct, Swing bridge etc.

LINES & SIDINGS

Each line and siding within or adjoining a signaled area, shall have an identity.

 

IDENTIFICATION

Each signal box or locality shall be assigned a code which is unique as far is reasonably practicable.

 

BLOCK SYSTEM

Manually controlled block system shall be named by appropriate reference to the line and/or the ends of the block section (e.g. AA-BB DM Block).

 

TRAIN DETECTION

Each track section shall have an identity. The identity shall generally be unique to the signal box or locality as applicable. Train detection equipment associated with track section shall be identified by the track section identity and where necessary suitable suffixes.

 

LINESIDE SIGNALS

Each signal shall have an identity that is unique to the signal box or locality as applicable. Signals worked by levers shall be identified by the lever number. The following signal suffixes shall be used and the meanings are exclusive.

1. BR for a banner repeating signal, the number being as for the   repeated signal.

2. CA for a co-acting signal, the number being as for the primary   signal.

3. R only for a distant signal worked from the same lever as a   stop signal, the number being the lever number.

 

SIGNAL IDENTIFICATION PLATES

Identification plates shall be provided as the following signals:

1. Colour light signals

2. Semaphore running signals.

3. Position light shunt and limit of shunt signals.

4. Banner repeater signals.

Identification plates are not generally required at other types of signal or board but the provision of adequate identification plates or label shall be considered.

 

OPERABLE LINESIDE INDICATORS          

Each operable indicator not forming part of a signal shall have an individual identity. Loading / unloading indicators shall be identified in the same manner as signals. Other types of operable indicator shall be identified by association with the relevant function namely:

1. RA indicator(s) with signal, or with platform where there is   no relevant signal.

2. OFF indicator(s) with signal

3. SPAD indicator with signal(s)

4 Points indicators with points.

 

POINTS

Each point end (as defined and including catch points and hand points) worked or detected by a signalling function, shall have an identity that is unique to the signal box or locality as applicable. Points worked by levers shall be identified by the lever number.

 

LOCKOUT SYSTEMS

Each lockout section shall have a numeric identity unique to the signal box.

STAFF WARNING SYSTEMS

Each staff warning system shall have a place name and associated locality code.

TRACK – BASED DATA TRANSMISSION EQUIPMENT 

All balises, loops and other track equipment used for data transmission between track and trains shall be uniquely idetified.

 

TRAIN – BASED SIGNALLING AND DATA TRANSMISSION  EQUIPMENT

Where it is necessary for the operation of the signalling system for train-mounted equipment to report the identity of the train or vehicle on which it is installed, the infrastructure controller shall consult with the train operators to determine the system of identification to be used and shall establish and maintain a system for the allocation and recording these identities.

 

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Railway Track Circuits https://www.railwaysignallingconcepts.in/railway-track-circuits/ https://www.railwaysignallingconcepts.in/railway-track-circuits/#respond Mon, 11 Nov 2019 03:02:29 +0000 http://www.railwaysignallingconcepts.in/?p=2729 Railway Track Circuits,Battery,Track Relay,Adjustable resistance,Insulated rail joints,Adjustable Resistance,Insulated rail joints,Track circuit bonding,Dead Section, Present ERA Railway Track Circuits OUTLINE 1. Introduction 2. Components 3. Working 4. Do’s & Don’t 5. Other technology 6. Present era of technology 7. Conclusion INTRODUCTION 1. Track circuit is simple electrical device used to detect the Presence/Absence of train on […]

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Railway Track Circuits,Battery,Track Relay,Adjustable resistance,Insulated rail joints,Adjustable Resistance,Insulated rail joints,Track circuit bonding,Dead Section, Present ERA

Railway Track Circuits

OUTLINE
1. Introduction
2. Components
3. Working
4. Do’s & Don’t
5. Other technology
6. Present era of technology
7. Conclusion

INTRODUCTION
1. Track circuit is simple electrical device used to detect the Presence/Absence of train on the rails.
2. Track circuit is the one of the primary input for a signal interlocking plant.
3. The signal cannot be green while there is another train on track segment ahead.

Track Circuit

COMPONENTS
1. Battery.
2. Track Relay.
3. Adjustable resistance.
4. Insulated rail joints.

Battery
1. Gravity cells are used .

Relay
1. A relay is electrically operated switch.
2. The Relay switch connections are usually labelled common ,normally closed, normally open.

Relay

Adjustable Resistance
TRc – Track Lead Resistance at feed end
TRr – Track lead Resistance at Relay end
RT – Regulating Resistance
Rr – Rail Resistance (Rail joint Resistance)
RB – Ballast Resistance
TSR – Train Shunt Resistance

Insulated rail joints
1. Track circuit required insulated rail joint for isolating it the adjacent track circuit.

2. Nylon IRJ
3. Glued IRJ

Insulated rail joints

 

Track circuit bonding

Rail bond need to be provided on track circuit have point turnout them.

Track circuit bonding

Track circuit bonding

 

WORKING

1. The portion of the Track which is to be Track circuited, is first provided with wooden or RCC sleepers and then the rails are insulated from the rest of the Track by the provision of Insulated rail joints.
2. At one end of the Track circuit feed is connected and at other end track relay is connected.
3. When the track portion is not occupied by trains, the fed is available for track relay and the relay is in energized condition.

When a train occupies the track circuit portion, the axel & wheels shunt the track much of the circuit current is passed through the wheels due to less resistive path and very less current is available for track relay, which is not sufficient enough to pick up the relay.

Simplified DC Track Circuit

Simplified Interlocking Relay Application

 

DEAD SECTION

1. Those section of the track circuit in which occupation by a vehicle cannot be detected.
2. Curved track.
3. Cross.
4. Bridge .

Dead Section 1

 

Dead Section 1

 

DO’S & DON’T

1. Top up distilled water if the electrolyte level is low in batteries.
2. Change the relay which is due to for overhauling.
3. Replace the damaged and corroded bonding wires.
4. Do not Tilt the relay.

5. Do not Test the track circuit by shunting with a wire only.
6. Track circuit does not get shunted properly by vehicles.
7. Its working length is dependent on immunity of track relay.

OTHER TECHNOLOGY
1. AC Track circuit.
2. Audio Frequency Track circuit.
3. Axle Counter.

OTHER TECHNOLOGY

 

 

OTHER TECHNOLOGY 1

 

PRESENT ERA

1. Indian Railways is installing a state-of-art technology along train tracks to detect of faults and defective parts in coaches, wagons and locomotives.
2. The new system, which uses high-speed infrared and digital cameras, will replace physical examination of the wagons by railway staff.
3. The project, which will be run as trial project will be installed at 10 locations at an estimated cost of 73 crore rupees in the first phase.

CONCLUTION

1. DC Track circuit are the simplest , least costly and most reliable type of track circuit.
2. Now a days for signalling purposes , trains are monitored automatically by means of TRACK CIRCUIT.
3. Track circuit play important role in stop accidents,traffic .

 

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Railway Single Section Digital Axle Counter CEL DACF 710 A & DACF 710 P https://www.railwaysignallingconcepts.in/railway-single-section-digital-axle-counter-cel-dacf-710-a-dacf-710-p/ https://www.railwaysignallingconcepts.in/railway-single-section-digital-axle-counter-cel-dacf-710-a-dacf-710-p/#respond Mon, 04 Nov 2019 03:36:26 +0000 http://www.railwaysignallingconcepts.in/?p=2706 Transmitter (TX) coils,Axle detectors,Components of DACF,Vital relay box,Railway Single Section Digital Axle Counter CEL DACF 710 A & DACF 710 P,SM’s Reset Box,Surge Voltage Protection Device,LED indications on SSDAC unit,Recording of Signal levels,24 V DC Supply (Battery),Oscillator Output (TX Coils),Receiver Coil Output ,Dummy wheel,SCC Cards (Cards 1 & 2),Modem Output (Card 6) ,DC –DC Converter […]

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Transmitter (TX) coils,Axle detectors,Components of DACF,Vital relay box,Railway Single Section Digital Axle Counter CEL DACF 710 A & DACF 710 P,SM’s Reset Box,Surge Voltage Protection Device,LED indications on SSDAC unit,Recording of Signal levels,24 V DC Supply (Battery),Oscillator Output (TX Coils),Receiver Coil Output ,Dummy wheel,SCC Cards (Cards 1 & 2),Modem Output (Card 6) ,DC –DC Converter Card (Card 8), SSDAC Unit (At site), Tx & Rx Coil Axle Detectors (At site),Power Supply (Battery Room & Site),Power Supply (Battery Room & Site),Inspection of Reset Box (SM’ s room),Repair of Faulty Cards,Common resetting,Resetting operation,With the above operation

Railway Single Section Digital Axle Counter CEL DACF 710 A & DACF 710 P

The system comprises of track side counting units, installed at both ends near the detection points on the track. No separate evaluator is required. Two versions available

(i) DACF 710 P (Phase reversal type) The DACF 710 P is not affected by the push trolleys having 4 spoke and 8 spoke wheels; and rail dolly. Trolley suppression track circuit is not required. It counts the following push trolleys: (a) Push trolley with perforated wheel; (b) Dip lorry and (c) Motor trolley.

(ii) DACF 710 A (Amplitude Modulation type) The SSDAC remains unaffected with all types of insulated push trolleys but goes into disturbed state (ERROR condition) for non insulated trolleys. Trolley suppression track circuit is required.

Components of DACF
The CEL DACF system consists of following units

Axle detectors

1. Transmitter (TX) coils – 2Nos. fed with 21 kHz and 23 kHz carrier signals
2. Receiver (RX) coils – 2 Nos. to receive the transmitter signal The Rx signal is phase modulated with each train wheel passing over the detection point.

Trackside electronic unit (SSDAC)

The SSDAC unit comprises total 8 cards namely:
Card No.1 & 2 – Signal Conditioning Card
Card No.3 & 4 – Micro controller logic blocks (2 Micro controllers)
Card No. 5 – Event Logger Card
Card No. 6 – Modem Card
Card No. 7 – Relay Driver Card
Card No. 8 – Power Supply Module (DC-DC converter)

Vital relay box

The VR box consists of dual relay i.e VR & PR relay of Q style, 24V and 1000 ohm. It is provided in the trackside location box along with SSDAC unit.

 

Vital relay box

SM’s Reset Box
– 1 No. for common resetting (when used in station area/platform lines)
– 2 Nos. for independent resetting (when used in block sections)

The reset box consists of the following:
i. The LED indications
a. Section Clear – Green indication.
b. Section Occupied – Red indication.
c. Power ON – Yellow indication.
d. Preparatory Reset – Green indication.
e. Line Verification – Yellow indication.

SM’s Reset Box

ii. SM’s key actuator.
iii. Reset Push button (Red colour). Fig. 4.2: SM’s Reset Box
iv. Counter for recording the number of reset operations.
v. 20 X 2 LCD display with backlit.
vi. 4 keys keypad for setting the date and time operation.
vii. 9 pin D-sub connector on the motherboard of reset box, used for downloading the data for analysis purpose.

Surge Voltage Protection Device This Surge Voltage Protection Device is provided to protect the equipments from surge voltages. This device is to be installed at each location along with every SSDAC unit.

 Surge Voltage Protection Device

Installation of Tx and Rx coils after replacement of rail Marking and drilling holes on web of rail 3 holes of 14 mm dia.on the rail web 0-170-340 mm at 86 mm from top for 90R rail and 88 mm. from the top for 52 Kg/60Kg. rail.

 Fixing of Marking Jig

 Installation of Tx and Rx coils

LED indications on SSDAC unit

The LED indications are provided on the facial plate i.e. on front side of different modules of SSDAC viz. SCC cards, MLB Cards, Modem Card, Relay Driver, DC-DC Converter and Event Logger to indicate OK or Error condition. These are as follows:

 LED indications on SSDAC unit

 

 Front view of SSDAC unit

 

Event Logger

Maintenance
Recording of Signal levels :- For maintenance of Single Section Digital Axle Counter various parameters are to be checked periodically. The various signal input and output levels and its limits which are to be recorded and adjusted to correct levels wherever necessary are given in following tables:

24 V DC Supply (Battery)
Measure the DC 24 V input to the system with charger ON, charger OFF condition with all the units connected (i.e. on load) or using dummy load.

24 V DC Supply (Battery)

Oscillator Output (TX Coils)

Oscillator Output (TX Coils)

Receiver Coil Output
Measure the RX coil signal output with and without dummy wheel.

Receiver Coil Output

Dummy wheel

 Digital Axle Counter

 Phase Reversal type Digital Axle Counte

SCC Cards (Cards 1 & 2)

Measure the DC voltages at monitoring sockets of SCC cards 1 & 2 with respect to ground.

Front view of SCC 1 Card

 

Modem Output (Card 6)

Check and record the modem signal output of SSDAC during normal working condition of the system.

Modem Output (Card 6)
                                                     Modem Output (Card 6)

 

Relay Drive (Card 7)

Check and record Relay drive output to the Vital Relay with section clear and section occupied condition. (This may be checked across R1 & R2 of relay coil in vital relay box).

Relay Drive (Card 7)
                                                              Relay Drive (Card 7)

DC –DC Converter Card (Card 8)

Measure the DC –DC Converter output voltages with respect to respective ground for 24 V DC input fed to the SSDAC.

 Front view of DC-DC Converter

 

Maintenance Schedule (Monthly)

(i) Tx & Rx Coil Axle Detectors (At site)

1. Measure the TX coil (21 KHz & 23 KHz) signal levels and record them. These measurements are to be tallied with the previous readings. These should be within the specified limits and should not change more than 10%.
2. Measure the Rx coil (21 KHz & 23 KHz) signal levels and record them. These measurements are to be tallied with the previous readings. These should be within the specified limits and should not change more than 10%.
3. Check the M12 Bolts & Nuts of web mounted TX & Rx coil Axle detectors. All the nuts should be in tight condition.
4. Check and tighten the deflector plates if found loose.

(ii) SSDAC Unit (At site)

1. The 2.2V DC signal levels of card 1&2 of the SSDAC Counting Units are measured and
2. recorded. The level should be between 2.0 to 2.5V DC.
3. DC-DC converter output voltages should be measured and recorded. The outputs
4. measured should remain within the specified limits and match with the previous readings.

5. The modem card output should be measured and recorded. The reading should match
6. with the previous readings
7. Check the relay driver output and it should be >20 V DC. This reading is recorded.
8. Ensure that screws of modules are tight.

9. Ensure that MS circular connectors are tight.

Power Supply (Battery Room & Site)

1. The 24V DC power supply should be measured and recorded. The 24V DC should remain within specified limits.
2. Inspect the battery charger and check its charging current and ensure it is properly
3. charging the battery.
4. Any interference with power supply and connections of SSDACis likely to cause failure.
5. This should be done only after ensuring that no train is occupying or approaching the section.

Inspection of Reset Box (SM’ s room)

1. Monitor the reset box while the train is occupying the section. The occupied (red)
2. LED should be glowing.
3. When the train clears the section, the clear LED (green) glows.
4. The Reset to the system is controlled through the key actuator & Reset button of
5. reset box. This should not be disturbed.
6. The LCD displays all the information regarding the system. (Please refer Handbook on Troubleshooting of Digital Axle Counter Section IV)

General

1. Check all the cable connections on the CTboard of apparatus case at both locations.
2. Ensure that these are in tight condition.
3. Check the deflector plates of the Axle detectors are in normal position. If found loose this should be properly tightened.

Repair of Faulty Cards

1. Before declaring any card is faulty, the fault should be analysed and confirmed.
2. Repair of cards is a highly technical job and is not possible at site. Hence Railways
3. should not carry it out. The card should be sent to CEL for repair.

Resetting Procedure :- 4.9.1 In station area

Common resetting
The common resetting of both SSDAC units is to be carried out when used in station area for platform lines, yard lines etc. Last vehicle (LV) proving is used in conjunction with reset box if required. Resetting operation
1. Insert SM’s key, turn right and keep pressed.
2. Press Reset button for 2 seconds.

3. Release SM’s key and Reset Button.
4. Turn left, remove SM’s key and keep in safe custody.

With the above operation

1. 48 V DC from reset box is extended to SSDAC unit.
2. Reset command is generated in MLB1 and MLB2 cards (Cards 3 & 4).
3. The SSDAC units are reset and counts become zero.
4. The SSDAC units attain the preparatory reset state.

5. The PR & PPR relays pick up and Prep. Reset indication glows on the reset box.
6. The reset counter reading increments by 1 count.
7. After one pilot train is passed in the section the system becomes normal.
8. Vital Relay picks up.

Note: Reset command to Micro-controllers will not be generated if system is in clear/preparatory/occupied state. System can be resetted if it is in error state or out counts were registered after occupied state.

4.9.2 In Block Section  – Independent resetting
The independent resetting of SSDAC units at each station is to be carried out when used in Block Sections. Sometimes SM’s key and button contacts are extended to a remote location for resetting purpose.

Resetting operation

1. Insert SM’s key, turn right and keep pressed.
2. Press Reset button for 2 seconds.
3. Preparatory LED starts flashing.
4. Release SM’s key and Reset Button.
5. Turn left, remove SM’s key and keep in safe custody.

With the above operation

1. 48 V DC from reset box is extended to SSDAC unit.
2. Reset command is generated in MLB1 and MLB2 cards (Cards 3 & 4).
3. The SSDAC units are reset and counts become zero.
4. The SSDAC units attain the preparatory reset state.

5. The PR & PPR relays pick up and Prep. Reset indication glows on the reset box.
6. The reset counter reading increments by 1 count.
7. After one pilot train is passed in the section the system becomes normal.
8. Vital Relay picks up.

                              

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Railway Multi Section Digital Axle Counter Siemens Az S 350 U https://www.railwaysignallingconcepts.in/railway-multi-section-digital-axle-counter-siemens-az-s-350-u/ https://www.railwaysignallingconcepts.in/railway-multi-section-digital-axle-counter-siemens-az-s-350-u/#respond Tue, 29 Oct 2019 02:52:01 +0000 http://www.railwaysignallingconcepts.in/?p=2687 Siemens Multi Section Digital Axle Counter,Railway Multi Section Digital Axle Counter,Outdoor equipment,Indoor equipment,Evaluation Computer,VESBA board,STEU board,Normal display,Statistics display,Display after emergency shutdown,Control and diagnostic board,VAU board,Processing & Monitoring board,SVK2150 board,Power supply board,DIGIDO board,Digital double-usage board,Reset Options,Power Supply,Immediate axle count reset, Preparatory axle count reset,Multimeter Requirements,Probe Adapter Board  Railway Multi Section Digital Axle Counter Siemens Az S […]

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Siemens Multi Section Digital Axle Counter,Railway Multi Section Digital Axle Counter,Outdoor equipment,Indoor equipment,Evaluation Computer,VESBA board,STEU board,Normal display,Statistics display,Display after emergency shutdown,Control and diagnostic board,VAU board,Processing & Monitoring board,SVK2150 board,Power supply board,DIGIDO board,Digital double-usage board,Reset Options,Power Supply,Immediate axle count reset, Preparatory axle count reset,Multimeter Requirements,Probe Adapter Board 

Railway Multi Section Digital Axle Counter Siemens Az S 350 U 

 Introduction
Az S 350 U consists of two main components:
1. Outdoor equipment
2. Indoor equipment

The outdoor equipment is the ZP 43 wheel detection equipment. The indoor equipment consists of the evaluation computer. The ZP 43 wheel detection equipment is connected to the indoor equipment via a two-core cable.

 Basic configuration of Az S 350 U

EU – Evaluation Unit
CH1/2 – Counting head
DEK 43 – Double Wheel Detector
TCB – Trackside connection box

Outdoor Equipment

ZP 43 Wheel Detection Equipment
ZP 43 is the counting head which comprises a double wheel detector and a track side connection box. The track section to be monitored is called Track Vacancy Detection Section or TVDS. Counting heads are installed at the limits of a TVDS.

Fixing of track devices after replacement of rail Two holes of 13 mm dia. are to be drilled on rail web as per dimensions shown below:

Top view of ZP43 Double Wheel Detector fitting

Height X of the hole depends upon the rail profile and shall be as per table given below:

Rail profile –  60 Kg – 52 Kg – 90 lbs
Height – X 85 mm – 69 mm –  56 mm
Height of new rail – 172 mm – 156 mm – 143 mm
Permissible wear & tear – 13 mm – 8 mm – 5mm

 Double Wheel Detector components

Maintenance of AzS350U Siemens MSDAC

Maintenance of AzS350U Siemens MSDAC

 

 Terminal Assignment with lightning protection

 

 Lightning Arrester Module connected at rear side of backplane

 

Indoor Equipment

Evaluation Computer
The Evaluation Computer consists of plug-in circuit boards which are accommodated in a single-tier mounting frame with wiring back plane. Dummy boards are inserted in free slots for optional boards.

 

Front view of Az S 350 U evaluation computer (including slot numbers)

Overview of boards

SIRIUS2 board
Serial computer interface universal board

The SIRIUS2 board enables communication between the connected evaluation computers. This board is used on one channel only. On the front panel, there is a 48-pin connector for connection to all interface signals. An optional front connector with two 9-pole sub-D sockets
is used for modem connection. A service PC can be directly connected via a two-pole diagnostic socket.

Front view of SIRIUS2 board

Fig.3.9: (a) Front view of SIRIUS2 board
(b) front connectors with sockets

BLEA12 board

Block input / output board with 12 relay outputs All inputs and outputs to and from the interlocking are done via the BLEA12 block input /output board. It has 12 floating relay outputs and 12 floating opto-coupler inputs. Inputs and outputs are made via a 48-pin connector on the front panel of the board. The four buttons (T1 to T4) on the front connector of the first pair of BLEA12 boards permit connection of the auxiliary axle count reset button (AzGrH).

BLEA12 board

Fig. 3.10: (a) Front view of BLEA12 board (b) Front connector with buttons

 

STEU board
Control and diagnostic board
The STEU board buffers the signals transmitted by the counting heads. There is one STEU board per channel. The LEDs on this board display the following:

1. Normal display: display of the operating states of the four track vacancy detection sections (during operation; operating state display)

2. Statistics display (diagnostics): display of operating states for a certain counting head or track vacancy detection section (switchover / selection via AzGrH button)

3. Display after emergency shutdown: display of operating states in case of emergency shutdown

VESBA board
Amplifier, trigger and band-pass filter board

Each directly connected counting head requires one VESBA board. It provides electrical isolation between indoor and outdoor equipment (counting head). The VESBA board splits the signal frequencies f1 and f2 into two independent channels and filters, amplifies, rectifies and evaluates (trigger) the data transmitted from the counting head.

VAU board
Processing & Monitoring board

The VAU processing and monitoring board, a CPU board, constitutes the failsafe microcomputer system (SIMIS C computer core). It provides monitoring and comparator functions for synchronous dual-channel microcomputer operation.

Table B

Indication ———–  Description
VGL(Yellow LED) ———–  Comparator
SPW (Red LED) ————  Voltage Controller
PAB (Red LED) ————  Program-controlled shutdown
ANL (Red LED) ———— Start-up Red button System reset

 

DIGIDO board – Digital double-usage board

The DIGIDO digital double-usage board is used if WDE information is to be jointly used by two evaluation computers

SVK2150 board – Power supply board

The SVK2150 power supply board provides 5 V for the evaluation computer and 70 V for the counting heads. The SVK2150 board transforms the interlocking voltage into controlled voltages (5 V DC for computers, 12 V DC (used for predecessor systems only) and 70 V DC for counting heads).

Front view of SVK2150 BOARD

 

Power Supply
Following power supplies are required for functioning of the Axle Counter equipment:

1. 5 V DC for internal operation
2. 70 V DC for external operation of max. five counting heads
The counting heads can also be supplied with power directly from an on-site external voltage source via an additional band-pass filter board (in the ZP 43 WDE).

Reset Options

For resetting of Az S 350 U two methods are used for resetting the system:
1. Immediate axle count reset
2. Preparatory axle count reset

Immediate axle count reset

With this type of reset, the track vacancy detection section is immediately indicated as being clear after the axle count reset button (AzGrT) has been pressed, provided that no reset restriction (RR) is active. A reset restriction is active if the last axle registered by the axle counting system has been ‘counted in’. If a reset restriction is active, operation of the AzGrT button has no effect. The reset restriction can be cancelled by a relief operator action using the auxiliary axle count reset button (AzGrH). Actuation of the AzGrT button must be in conjunction with co-operation (by pressing and turning line verification key) from another agency after verifying that the track section in question is clear.

Preparatory axle count reset

With this type of reset, the track vacancy detection section in question is not immediately indicated as being clear after pressing the preparatory axle count reset button (vAzGrT). It only causes the axle count of the track vacancy detection section to be reset to ‘zero’. A
clear indication is issued only after passage of a subsequent train over the track vacancy detection section by piloting.

Technical requirements for Successful AzGrT or vAzGrT Operation
A successful reset of a track vacancy detection section (TVDS) requires that no reset restriction (RR) is effective.

Reset restriction
Depending on the configuration, the reset restriction is set according to different parameters. There might be a reset restriction, if one of the following is true:
1. Pulse detection by a counting head belonging to the TVDS:
2. There is an axle on or oscillating over the double wheel detector.
3. The power supply of the counting heads is faulty.
4. The double wheel detector or double wheel detector cable connections are faulty.
5. Counting heads of the TVDS have been traversed within the last six seconds.
6. The last test of switching capability (internal software test – SOPP) of the data channels on the VAU board has not been successful.
7. The axle last recorded by the evaluation computer in a track vacancy detection section is an axle counted in.

Adjusting ZP 43 V Wheel Detection Equipment

Tools and Test Equipment required for adjustment
1. Open-end, ring or box spanner, width across flats 13
2. Screwdriver 0.6 x 2.8 as per DIN 7437
3. Screwdriver 0.6 x 3.5 as per DIN 7437
4. Test equipment: Probe adapter board and multi-meter (Fluke-189 or equivalent) with measuring ranges.

Probe Adapter Board
The probe adapter board SCN S25552-B43-D1 can be used during commissioning and maintenance for testing and adjusting work on the ZP 43 V WDE. Adjusting work (voltage and frequency measurements) can be performed using a commercially available multi-meter. Measuring sockets arranged in pairs are provided on the front panel (Refer Fig. 3.13 on page 8). The multi-meter is connected to these measuring sockets.

Multimeter Requirements
The multi-meter (Fluke-189 or equivalent) must meet the following requirements:
DC measuring range: 300 mV to 100 V
AC measuring range: 40 mV to 100 V
Frequency measuring range: 2.5 kHz to 45 kHz

Procedure for measurement/adjustment
1. Remove all stray metal parts (e.g. tools) in the vicinity of the double wheel detector.
2. Plug the test adapter board into the connector provided on the backplane.
3. Set the required AC/DC range on the multi-meter.
4. Connect the probes of multi-meter to the relevant measuring sockets provided on the front panel of test adapter board.
5. Take the measurements and adjust the parameters if required as follows:

Checking Wheel Detection Equipment Supply Voltage U60
The voltage at the measuring sockets U60 must be between 30 V DC and 72 V DC.

Checking Wheel Detection Equipment Voltage U24
The voltage at the measuring sockets U24 must be between 21.3 V DC and 22.4 V DC. This is the internal, stabilized supply voltage of the wheel detection equipment.

Setting 43 kHz Transmitter Frequency
Set the transmitter frequency using the rotary switch on the backplane to 43 kHz as precisely as possible. This frequency value is measured at the sockets FS. It must be within the tolerance range of 42.8 kHz to 43.2 kHz.

Measuring Standard Voltage UR1
The DC voltage at the sockets UR1 is measured after adjusting the signal frequencies f1 and f2 as given below. This value must be within the range of 3.45 V to 3.65 V DC.

Measuring Standard Voltage UR2
The DC voltage at the sockets UR2 is measured after adjusting the signal frequencies f1 and f2 as given below. This value must be within the range of 3.25 V to 3.45 V.

Setting Signal Frequency f1
Measure the frequency value f1 at the sockets f1. Slowly adjust the potentiometer f1 on the front of the generator board (slot 4) to the signal frequency of 3.50 kHz using a 0.6 x 2.8 mm screwdriver (tolerance range 3.47 kHz to 3.53 kHz).

Setting Signal Frequency f2
Measure the frequency value f2 at the sockets f2. Slowly adjust the potentiometer f2 on the front of the generator board (slot 4) to the signal frequency of 6.37 kHz using a 0.6 x 2.8 mm screwdriver (tolerance range 6.31 kHz to 6.43 kHz).

Checking Receiver Voltages UE1 and UE2
Measure the receiver voltage UE1 at the sockets UE1.
Measure the receiver voltage UE2 at the sockets UE2.
The voltage indicated is the voltage which is coupled into the receiver coils of the
receiver by the 43 kHz transmitter via the rail. This voltage ranges from 60 mV AC to 150 mV AC.
The receiver voltage must not be lower than 60 mV.

Front panel of the probe adapter board

 

Wheel Detection Equipment potentiometers for adjustment

 

Do’s & Don’ts
The MOS components mounted on the circuit boards of the wheel detection equipment can be damaged by electrostatic discharge from charged persons or equipment. When handling these boards, the following rules must be observed:

1. All parts of the wheel detection equipment may be carrying an interference voltage. Therefore, always connect the measuring leads for connecting the probe adapter board and the measuring equipment to the measuring equipment first and then insert them into the measuring sockets of the probe adapter board.
2. Do not touch any metal parts of the measuring leads if they are connected to the wheel detection equipment.
3. Hold the boards only by the long sides (guide edges), front panel, locking or designation plate holder.
4. Keep the boards in their original protective packaging until they are installed in the wheel detection equipment.
5. Do not touch circuit board terminals, conductors, components or plug connectors.
6. In all adjustment work, the double wheel detector must be in the uninfluenced state (no wheels or other metal objects in the vicinity).

Adjustments and measurements at Evaluation Computer

On the front panel of each VESBA board, there are measuring sockets for fault
diagnostics as well as LEDs for displaying the state of passage and a potentiometer for adapting to different cable lengths and setting the transmission level.

 Front view of VESBA board

Switching the Evaluation Computer On and Off

Switching ON
Restarting an evaluation computer means switching on all computer channels either for the first time or after a fault.
1. Set the switches of the power supply boards to “I”.
2. Simultaneously press the red buttons (system reset) on both VAU boards of both computer channels for approx. 1 sec., the LED “ANL” must light up on both VAU boards for approx. 3 sec.
2. After the LED “ANL” on the VAU boards has gone off, the LED “VGL” will light up.
3. During computer start-up, all LEDs 0 to 11 on the STEU boards light up for max. 10 sec. As soon as the LEDs change to normal display, the evaluation computer is operable (LED 0 shows steady light).

4. When an evaluation computer is restarted, it is guaranteed that all track vacancy detection sections are first indicated as being “occupied” and displayed accordingly. In accordance with the configured reset type (AzGrT or vAzGrT) and the railway regulations the authorised person must then perform the axle count reset. No train movement should be carried out during this procedure.

Switching OFF
The evaluation computer may only be switched off in consultation with the SM/ authorised person. For switching OFF a computer for corrective maintenance or long-term shutdown purposes:
1. Set the switch of the power supply board to “0”.
2. In case of long-term computer shutdown, the supply voltage must be switched off, do not exceed the admissible out-of-service period of. 5.5 months (only if supply voltage is switched off immediately after channel failure).
3. If these times are exceeded, special safety measures must be performed. The evaluation computer may only be put into operation again by Siemens specialist staff.

Replacing Boards
Only remove or insert boards and front connectors when the computer is in the de-energized state. Removing and inserting boards in the energized state may damage or destroy boards or computer.

Removing Boards
To remove boards, proceed as follows: Loosen the knurled screws at the upper and lower locking bars of the mounting frame (if present).
Remove both locking bars. Loosen front connectors (if present). If the board is supplied with a handle, pull at the handle to remove the board. Remove boards without a handle using the extraction tool. Pull out the board completely.

Inserting Boards
To insert boards, proceed as follows: Slightly press up the upper locking bar and insert the board into the mounting frame according to the location diagram. Plug in front connectors (if present) previously prepared and tighten them. Tighten the knurled screws of the locking bars. The VAU board must always be replaced in pairs

Extraction tool for boards

 

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Railway Multi Section Digital Axle Counter https://www.railwaysignallingconcepts.in/railway-multi-section-digital-axle-counter/ https://www.railwaysignallingconcepts.in/railway-multi-section-digital-axle-counter/#respond Fri, 25 Oct 2019 03:20:09 +0000 http://www.railwaysignallingconcepts.in/?p=2670 Eldyne Multi Section Digital Axle Counter, Railway Multi Section Digital Axle Counter, Analog Card,Digital Card, Motherboard,Indoor Equipment, Fixing of track devices after replacement of rail,Evaluator (ACE),Axle Counter Evaluator,CPU Card,Power Supply Card,Serial Card,Parallel Card,Backplane of Axle Counter Central Evaluator ACE-2-10,Power Data Coupling Unit (PDCU),Test equipment (Tool Kit) ETU001,Adjustment of Rail contact Tx head with Dummy wheel […]

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Eldyne Multi Section Digital Axle Counter, Railway Multi Section Digital Axle Counter, Analog Card,Digital Card, Motherboard,Indoor Equipment, Fixing of track devices after replacement of rail,Evaluator (ACE),Axle Counter Evaluator,CPU Card,Power Supply Card,Serial Card,Parallel Card,Backplane of Axle Counter Central Evaluator ACE-2-10,Power Data Coupling Unit (PDCU),Test equipment (Tool Kit) ETU001,Adjustment of Rail contact Tx head with Dummy wheel and Tool Kit,Functions of Selector Switch in ETU 001,Parameters to be checked for adjustment of rail contact,Axle Counter Evaluator (ACE),Power Data Coupling Unit,Checking Frequency of Tx heads, Checking of Power supply voltage to Trackside unit EAK,Reset Box,Adjustment procedure ,Check points for maintenance,Outdoor equipment EAK 

Railway Multi Section Digital Axle Counter

Az LM  Eldyne Multi Section Digital Axle Counter

Introduction

1. The AzLM is a vital axle counter equipment for multiple track sections containing 2 out of 2 microcontrollers to count the axles, establish the track occupancy of a track section and to provide this information to the block or the interlocking equipment. It consists of Outdoor Trackside System

2. Double rail contact Sk30H mounted on rail consists of two coil sets Sk1 & Sk2 of Transmitter (Tx) & Receiver (Rx) installed on the same rail. The two Tx coils are fed with different frequencies (approx. 30.6 KHz and 28 KHz) which induce a voltage in Rx coils.

3. Track side Electronic unit EAK30H contained in the trackside housing and connected with SK30H via integral cables (available in lengths 4m, 5.5m and 8m). It consists of
Analog Card
Digital Card
Motherboard

4. Communication link between EAK and indoor equipment.

Indoor Equipment

1. Axle Counter Evaluator (ACE) installed at the station.
2. Reset Relay 1000 ohm AC immunized Q series
3. Vital Relay (QN1 8F-8B) connected externally to the Parallel Card

EAK backplane assembly as viewed from top

Fixing of track devices after replacement of rail

The procedure for fixing of track devices is same as that for AzLS Eldyne SSDAC. (Please refer Section I Para 1.7) Termination details of EAK

 Backplane of EAK

The connections of integral cables of rail contacts to the terminals of EAK are as given below:

Rail contact and wire

The connections for Power Supply/Communication to the EAK are as under:

Communication to the EAK

Provide a shorting link between terminal 2 & 1 and 12 & 11 if the same pair of conductors is used for superimposed data and power supply to the EAK. If separate power supply is used for installation, the communication line has to be between terminals 3 & 13 and the 60V power supply has to be connected to terminals 1 & 11.

Evaluator (ACE)

Axle Counter Central Evaluator is the decision making unit for multi section digital axle counter. It has the following sub components.

CPU card
Power Supply Card
Serial Card
Parallel Card

Axle Counter Evaluator

 

CPU Card: Two CPU Cards are required for 2 out of 2 system. Diagnostic interfaces and alphanumeric display are available on CPU Card.

Power Supply Card: It works on 24VDC and generates 5VDC and 12VDC required for the electronic circuitry. Two Power Supply Cards are required for 2 out of 2 system.

Serial Card : receives information from detection points through ISDN communication link and provides this information to CPU Cards. One Serial Card can monitor maximum two detection points.

Parallel Card: is responsible for providing section information.

Backplane of Axle Counter Central Evaluator ACE-2-10

U1 & U2 are the connectors for 24VDC Supply to ACE. Polarity of the supply should be checked before connection. The slots S01 to S10 are used for I/O cards, either Serial or Parallel depending upon the site specific software.

 Actual view of backplane of Axle Counter Evaluator (ACE)

 

Power Data Coupling Unit (PDCU)

PDCU is the interface between outdoor equipment (Detection Point) and indoor equipment (ACE). It has a superimposing circuit for using same conductor for power and data. One PDCU is used for one detection point only. There is a 315mA fuse inside the PDCU. The power to the EAK goes through this fuse and if it is blown then there will be no power at detection point and a red LED within the PDCU will glow. PDCUs are to be installed on 35mm DIN rail. Where local power supply is used to feed the EAK, the superimposed power and data is not used. In that case, the PDCU should be used for isolation of communication line and only connector no. 4, 5 and 14, 15 are used.

Interconnection between EAK, PDCU & Serial I/O Card

Test equipment (Tool Kit) ETU001
The Test equipment ETU001 is same as that for AzLS. (Please refer Section I Para 1.6).

Adjustment of Rail contact Tx head with Dummy wheel and Tool Kit
The procedure for adjustment of TX head is same as that for AzLS (Please refer Section I Para 1.5).

Functions of Selector Switch in ETU 001
Functions of Selector switch in ETU 001 are same as given for AzLS (Please refer Section I Para 1.7).

Parameters to be checked for adjustment of rail contact
Outputs of DC-DC Converters, Rx Voltages MESSAB1 & MESSAB2, Reference Voltages PEAGUE1 & PEAGUE2 are checked in the same way as per the procedure given in Section
I Para 1.8. The other parameters can be checked as follows:

Axle Counter Evaluator (ACE)
Power Supply Voltage range at ACE is 21.5 – 28.8V DC which can be measured at the connectors U1 & U2 at the backplane of the ACE. Alternatively the input voltage to the ACE can be measured at fuse terminals on CTB.

Power Data Coupling Unit
Check outgoing voltage for trackside connection box at terminal nos. 4 & 5 of PDCU

Checking Frequency of Tx heads
The frequency of the transmitter heads are to be measured by true RMS Multimeter only. For this purpose additional probe set is provided with Tool Kit ETU001. These readings can be taken at connector terminals S1 & S2 of both Sk1 & Sk2 inside EAK.

Checking of Power supply voltage to Trackside unit EAK
Recommended power supply for EAK is 54 – 120 V DC. Measure the power supply voltage fed to the track side electronic unit with the meter and the probe set directly at the power supply connector terminals 1 & 11 if separate pair of conductors is used for 60 V DC power
supply and at 3 & 13 if the communication line and 60 V DC power are superimposed in the same pair of conductors.

Connector terminals in Trackside Electronic Unit EAK

 

Adjustment procedure
Adjustment procedure is same as that for AzLS.(Please refer Section I Para 1.9)

Reset Box
ERBM-02 is the reset box for AzLM Multi Section Digital Axle Counters. It provides the basic resetting pulse (24VDC) for 3 seconds (approximately) to ACE to reset a particular section. The front panel of the terminal consists of:

1. Push switch
2. Reset counter
3. Preparatory reset indication – GREEN LED
4. Line verification indication – YELLOW LED
5. Section Clear / Unoccupied indication – GREEN LED
6. Section Closed / Occupied indication – RED LED

 Reset Box

The SM‘s Key module for multisection reset panel consists of:

1. Reset Key
2. Power On LED Indication (Yellow LED)

This Reset Key acts as the common key for all the reset boxes used in a particular installation. Additionally a buzzer is provided to give audio indication that the 3-second reset pulse is on.

SM’s Key Module

 Resetting procedure
For resetting AzLM, the following procedure is to be adopted:
1. The authorized person inserts the KEY, turns it clockwise and then pushes. (If optional Co-operative reset key is provided this has also to be turned simultaneously by another authorized person. For this H & R are to be shorted at selection jumper J1 on PCB. If the cooperation / line verification is not required then P & R are to be shorted).

2. While KEY is in turned position the RESET PUSH BUTTON for a specific section is pressed momentarily.
3. BUZZER sounds for 3 seconds and then stops.
4. The KEY is then turned back anti-clockwise and taken out. A reset operation is only possible when section is occupied or disturbed.

Check points for maintenance

Outdoor equipment EAK
The maintenance check points for outdoor equipment are same as those for AzLS (Please refer section).

 Indoor equipment ACE
1. Check the PDCUs are correctly installed on DIN rail and all connections are tight.
2. Check all fans inside the ACE cabinet are working.
3. Check the physical condition of connections in vital relays and snubbing diodes.
4. Check the backplane connections are proper and fuses are properly held. 
5. Check all the cards are properly housed in the sub rack.

6. Check that the reset boxes are properly fixed on the base.
7. Check that the reset boxes are properly sealed and no termination is exposed outside.
8. Check that all earth connections are intact and making good contact and earth lead wire, nut connecting earth wires etc. are not corroded.
9. Check all spare conductors of communication 6/4 quad cable are properly earthed.
10. Check that all the indications of DP on ACE are displaying the normal function.

11. Check the DP profile in the Diagnosis of AzLM system using diagnostic software and take required action as per diagnostic software report.
12. Measure the earth resistance and paint its value on earth enclosures/nearest wall. If required take suitable steps to improve the earth resistance. It should be less than 1 Ohm.
13. Check voltage at VR, it should be more than 20 V DC.
14. Remove and replug parallel I/O cards of seldom occupied sections (clear section will indicate occupied on removal; after re-plugging, will get clear after an internal check.

Do’s & Don’ts
Apart from do’s and don’ts for outdoor equipment which are same as that given for AzLS in section, following precaution should be taken for indoor equipment:

1. Never plug in or pull out the power supply card and CPU card while the ACE is live.
2. Keep both front and back doors of ACE cabinet properly sealed and locked.
3. Ensure that ACE cabinets are earthed with 25 sq mm copper wire (or its equivalent) along with lug.

Log Sheet :- All the measurements should be recorded in the following format:

Log Sheet

Indoor equipment – ACE & PDCU

Indoor equipment ACE & PDCU

 

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