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COURSE CONTENTS
AXLE COUNTER:
1.
Where used
2.
3.
4.
5.
6.
1.
2.
3.
4.
5.
6.
7.
8.
SKILL
1.
CAMTECH/S/2001/AxleConter/SCR-1
Lesson Plan
Long Course
No. of Hours
Teaching Aids
Theory
Practicals
Theory
Practicals
OHP
Axle Counter
Where Used
Wallchart
of the system
Adjustment of Axle counter
OHP
WallChart
Working circuit of Axle counter
OHP
WallChart
Power supply for axle counter,
OHP
WallChart
OHP
WallChart
OHP
capacity
WallChart
OHP
WallChart
circuits
1
and
2
2
OHP
WallChart
arrangement
OHP
WallChart
OHP
OHP
OHP
OHP
Skill
Adjustment of Axle counter and
measuring various parameters of
axle counters
CAMTECH/S/2001/AxleConter/SCR-1
Lesson Plan
Short Course
Minutes
Theory
Teaching Aids
Practicals
Theory
Practicals
OHP
Axle Counter
Where Used
10
30
Wallchart
of the system
Adjustment of Axle counter
60
OHP
WallChart
Power supply for axle counter,
20
OHP
WallChart
60
60
OHP
WallChart
20
OHP
capacity
Block working rules for IBS
WallChart
40
30
OHP
WallChart
Use of axle counters for IBS
30
OHP
WallChart
Signaling circuits and equipment
60
OHP
WallChart
30
OHP
30
OHP
CAMTECH/S/2001/AxleConter/SCR-1
AXEL COUNTER
Electronic axle counting system is used in place of conventional track circuits
for monitoring track section. In this system number of axles entering a
specified portion of the track at one end and leaving the track at the other end
are counted electrically/electronically. And if the IN count and OUT count
tallies, the section deemed to be clear of the presence of vehicles.
Long bridges
I B Signaling
Outdoor equipment:
a) Rail inductors : it consists of an electronic rail inductors set and electronic
junction box. The rail inductors set consists of Transmitter & Receiver
coils. The rail inductors are fixed to the base of the rail by steel clamps,
CAMTECH/S/2001/AxleConter/SCR-1
while the transmitter housing is fixed on the base clamp-on the outer side
of the rail. And the receiver housing is fixed on the inner side and
staggered by 150mm to 20mm relative to each other from one set of
electronic indicator. See fig:
characteristics
for
the
operating
mode
TWO
WIRE
CAMTECH/S/2001/AxleConter/SCR-1
maximum possible distance between the detection points and the evaluation
equipment depends upon the loop resistance and the attenuation of the
connecting lines. The maximum permissible line loss on the cable is 18 db.
Indoor Equipment:
The indoor equipment evaluates the signal received from the detection points
viz.:
1. It counts the axle pulses
2. Tests the outdoor equipment for proper functioning
3. Collects the indications of several detection points
4. Forms a track clear or track occupied information
5. Transmits this information to the interlocking equipment
The Evaluator is made of plug-in printed circuit cards. Both the outdoor and
indoor equipment are fed from a battery via a power track. The output from
this equipment is obtained through two line relays, which are used to indicate
the track occupied condition and to control signal aspects.
In the event of failure of the system after passage of a train due to miscount or
any other failure, the system is required to be reset. The resetting of the
system is to be initiated only after personally verifying of the axle section.
Reset unit facilitates remote control of the unit circuit.
CAMTECH/S/2001/AxleConter/SCR-1
The unit consists of a key actuated press switch, visual indicators and a
counter. The push can be activated only after a key is inserted and the switch
is unlocked. The key cab is extracted from the switch only after the push is
normalised. The reset switch when pressed energises the reset relay and
works in conjunction with a counter.
Basic Function:
The detection points are fed with the electronic signals of 5KHz generated by
the track side electronic equipment. The arrangements and shape of
transmitter and receiver coils are such that two magnetic flux paths are
generated in the vicinity of the rail. These two magnetic fluxes transverse the
receiver coil in the opposite direction.
Reluctance of the magnetic paths of these two fluxes is different under normal
condition when no wheel is passing on the track devices. The flux ! is quite
large compared to the flux 2 and the resultant flux induces voltages in the
receiver coil. When the wheel passes over the track transducers, the
screening effect of the wheel flange causes a reduction of flux to a value
nearly equal in magnitude to that of flux 2. These two fluxes almost cancel
each other and the induced voltage in the receiver coil falls to negligible value.
This forms a dip. These signals after amplification are fed through the
transmission line to the indoor equipment, which processes and evaluates the
receiver signals.
CAMTECH/S/2001/AxleConter/SCR-1
INSTALLATION PROCEDURES
CAMTECH/S/2001/AxleConter/SCR-1
CAMTECH/S/2001/AxleConter/SCR-1
CAUTION : The cable carrying oscillator output should not be cut because it
is a part of tuned circuit of 5 kHz. And if it is cut, then the 5 kHz frequency will
deviate the specified limits.
10
CAMTECH/S/2001/AxleConter/SCR-1
Cable Connections :
Evaluator:
11
CAMTECH/S/2001/AxleConter/SCR-1
12
CAMTECH/S/2001/AxleConter/SCR-1
Reset Unit :
This unit must be placed in SM's room on teak wood stand supported by
MS angle and is used to reset the axle counter system.
In RE area where resetting box is located more than 100 meters away from
the evaluator, circuit should be modified to include line relays.
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CAMTECH/S/2001/AxleConter/SCR-1
The receiver coil signal level is influenced by a train wheel passing over the
track device.
Without the influence by a train wheel, the receiver coil signal level is
maximum, falls gradually as the wheel moves nearer and is minimum when
the wheel passes over the centerline of coils. Reduction in the receiver coil
signal under the influence of wheel is called Wheel Dip.
14
CAMTECH/S/2001/AxleConter/SCR-1
15
Wheel Dip depends upon the type of rails used, type of wheels and type of
sleepers, etc. The Wheel Dip is of four ways:
Inadequate Dip : When the percentage of dip is very much less than 90 %, it
is called inadequate dip. By this there will be no counting of wheel.
Double Dip : When the receiver output falls very low (90% dip) before the
wheel comes over the center of the rail inductors and again increases to
about 50% Dip voltage. When the wheels come over at center of the rail
inductors, and again falls about to 90% dip voltage at the edge of the rail
inductors and goes to normal voltage after clearing the rail inductors. By this
double count takes place.
second dip is very less (less than 5%). With this very slight double dip occurs.
This dip is slightly broadened. This is the optimally correct adjustment of the
Wheel Dip.
Sharp Wheel Dip : This dip occurs when the wheel comes over the center of
the rail inductors and it will be more than 90%. This is full dip and it is correct
adjustment.
The adjustment of Wheel Dip is to be carried out with the help of a dummy
wheel and a high input impedance sensitive-multimeter.
CAMTECH/S/2001/AxleConter/SCR-1
Place the calibrated dummy wheel on the rail at the center of the rail
inductors.
Observe the drop in the output voltage of the receiving coil. Adjust TX coil
slightly up or down in the serrations so that the drop in the voltage is 90% or
more.
RX coil output without dummy wheel should be between 0.7 v to 1.0 v RMS.
With dummy wheel it should be at least 10% below normal signal. Adjust the
other inductors similarly.
However this is not required when nylon packing are given to raise the height
as per the rail.
For
90 lbs.rail
52 kg rail
60 kg rail
Staggering :
16
CAMTECH/S/2001/AxleConter/SCR-1
It is only from the stagger of these signals the logic circuit provided in the
evaluator discriminate the direction of the movement and connect the
counting pulse either to the IN counter or to the OUT counter as the case may
be.
1. Check that the outdoor communication cable has been terminated properly
on cable termination rack.
2. Check that connection has been made between the termination rack and
evaluator.
3. Battery charger and batteries have been connected to DC DC converter
properly and output of DC DC converter has been connected to the
evaluator.
4. Check that trolley suppression circuit has been wired properly.
5. Check that the reset circuit has been wired properly.
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CAMTECH/S/2001/AxleConter/SCR-1
1. Connect one switch across the incoming lead of channel A and another
switch across the incoming lead of channel B.
2. The switches should be connected in such a way that when they are
operated shorts the two conductors of the incoming channels.
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CAMTECH/S/2001/AxleConter/SCR-1
3. Operate the switches in the following sequence and observe the counts in
the display unit :Step : I
Step : II
Step : III Normalise the switch of channel B One more OUT count
Step : IV Normalise the switch of channel A No Count
4. Now disconnect the switches and connect the oscilloscope at the output of
the channel and check the Dip. The dip should be 90% or more. If not
then re-adjust transmitter housing.
5. Drop all channel input except channel A and observe the counting during
the passage of train, as per number of axles in the train. Then the display
should show same number of axles. Should show IN count and OUT
count.
19
CAMTECH/S/2001/AxleConter/SCR-1
20
8. Remove the cards one at a time and note the relay conditions after reset.
Card No.
Condition of Ev Relay
Dropped
Dropped
Picked up
Dropped
Picked up
Dropped
Picked up
Dropped
Dropped
Dropped
Dropped
Dropped
Picked up
Dropped
9. Ensure that the front contact of trolley protection track repeating relays.
Ev and SUP relays are proved in signal controlling circuit.
CAMTECH/S/2001/AxleConter/SCR-1
TROUBLESHOOTING CHART
21
CAMTECH/S/2001/AxleConter/SCR-1
22
1) DC Fuse Blowing
1)
2)
3)
4)
Check
whether
coupler
SK-2
wires,
any
short,
loose
1)
Check
OSC
output
voltage
2)
3)
4)
CAMTECH/S/2001/AxleConter/SCR-1
23
It
6)
7)
Disconnect
TX
coils
from
each).
If
found
any
procedure.
6) 90% Dip not available.
1)
Check
whether
SK-1
Coupler
wires
any
short,
loose
CAMTECH/S/2001/AxleConter/SCR-1
24
going
to
pin
&
CAMTECH/S/2001/AxleConter/SCR-1
Extender Card
Digital Multi Meter
C R O (Only in labs)
Set of New Cards
Track Simulator
Procedure
It is always desired to conduct these tests on test table, since it will not be
possible to simulate track detection condition at site.
1. Pull out the Card No.1 Insert the extender in its place and connect the
Card No.1 at the other end of the extender card.
2. Connect VoltMeter to the Output of Channel A and check the Voltage by
creating track simulation condition with the help of track simulator.
3. Similarly the output voltage of other channels (B, C and D) at Card No.1
should be checked.
4. If the output voltage of Card No.1 obtained are not to the prescribed
parameters, the card to be replaced with new card and Re-checked.
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CAMTECH/S/2001/AxleConter/SCR-1
26
Card No 1
Pin No.
Function
A Channel Output
Recommended Voltage
105 mv AC
3&5
A Channel Input
9 & 11
B Channel Input
15
B Channel Output
16
C Channel Output
C Channel Input
21 & 23
27
29 & 31
33
GND (Earth)
D Channel Input
D Channel Output
CAMTECH/S/2001/AxleConter/SCR-1
27
Card No.2
Pin No.
Function
Recommended Voltage
A Channel Output
5 & 29
+ 10 v
10 v DC
B Channel Output
17
GND (Earth)
25
C Channel Output
31
D Output
Card No. 3
Pin No.
Function
Recommended Voltage
13
21
25
11 & 13
20
25 & 26
GND (Earth)
4.5 v DC
---
+ 10 v
10 v DC
105 mv DC
CAMTECH/S/2001/AxleConter/SCR-1
28
Card No.4
Pin No.
Function
GND
Recommended Voltage
10
27
IN OUT pulse
21
OLD EVALUATOR
SV
O
NEW CARD
SV
O
FOR EACH COUNT
NORMAL
COUNT
4.5V
OV
COUNT
NORMAL
(ISO1)
NORMALLY 3V
(ISO2)
HIGH
(ISO2)
HIGH
16
24
11
ROI
Normally Low O v to 8 v
22
ISO1
23
NO RO2
12
VOC (R)
5 v DC
15
GNR (R)
CAMTECH/S/2001/AxleConter/SCR-1
29
Card No.5
Pin No.
Function
Recommended Voltage
IN count supervision-1
Normally High>3
IN count supervision-2
11
EV1
25
EV2
25
EV3
27
29
19
GND
21
GND (R)
CAMTECH/S/2001/AxleConter/SCR-1
30
Card No.6
Pin No.
Function
>4V DC
3.8 to 5.5 V DC
8V + 1V
> IIV
8V + 1V
> IIV
10
Failure supervision
>3V DC
14
24
20
32
GND
31
GND (R)
Card No.7
Pin No.
Function
19
21
31
> 3V
Warning :- Any mistake in power supply connection may lead to serious and
irreparable damage to the equipment.
CAMTECH/S/2001/AxleConter/SCR-1
Merging of Single entry and Multi entry axle counter, a new axle counter is
developed known as Universal Axle Counter.
A Single unit of universal axle counter can be used to detect upto maximum 4
detection points.
3D system can be converted into 4D system and vice versa by changing
jumpers in the card.
For conversion of 3D or 4D into 2D, Card 2,4 and 5 are to be replaced by
respective dummy cards and necessary jumpers to be changed.
- Attenuator/Amplifier/Rectifier.
Card No.2
- Attenuator/Amplifier/Rectifier.
Card No.3
- Pulse shaper.
Card No.4
- Pulse shaper.
Card No.5
- Logic no.1.
Card No.6
- Logic no.2.
Card No.7
- Counter Comparator.
Card No.8
- General Supervision.
Card No.9
- Relay Driver.
Card No.1
- reads for ABCD channel and Card No.2 reads for EFGH.
31
CAMTECH/S/2001/AxleConter/SCR-1
32
- 1 No.
3) DC-DC converter
- 1 No.
5) Reset Box
- 1 No.
- 1 no.
CAMTECH/S/2001/AxleConter/SCR-1
33
Evaluator
24V
min 21.6V
Max 28.8V
24V
min 21.6V
Max 28.8V
min 21.6V
Max 28.8V
CAMTECH/S/2001/AxleConter/SCR-1
34
Transmitter
Receiver
D = 52 MM
WHERE D IS THE DISTANCE FROM THE RAIL LEVEL
TO THE LOWEST EDGE OF THE DUMMY LEVEL
T peeking thickness
T = 3 aa for 90 lbs Rail
T = 12 am for 52 kg. Rail
CAMTECH/S/2001/AxleConter/SCR-1
C = 150 M.M
WHERE C IS CENTRE TO CENTRE
STAGGER OF TRACK DEVICES
35
CAMTECH/S/2001/AxleConter/SCR-1
36
T PACKING THICKNESS.
T = 3MM FOR 90 LBS RAIL.
T = 12 MM FOR 52 KG RAIL.
CAMTECH/S/2001/AxleConter/SCR-1
37
WHEEL DIP
Max, Signal 100%
(a)
Zero signal 10%
0%
INADEQUATE DIP (WRONG ADJUSTMENT)
Max, signal 100%
(b)
Zero Signal 10%
0%
PREDOMINAT DOUBLE DIP (WRONG ADJUSTMENT)
Max, Signal 100%
(c)
Zero Signal 10%
0%
Max, Signal 100%
(d)
CAMTECH/S/2001/AxleConter/SCR-1
38
Double Dip
Less Than 5%
Zero Signal 10%
0%
Track
Track Device
LOCATION HUT
CABLE
DISTRIBUTION
BOARD
OSCILLATOR
12 V, D.C
POWER
SUPPLY
300 MM
(minimum)
Rails
RA
RA
CABLE
TO
EVALUATOR
LOCATION
CAMTECH/S/2001/AxleConter/SCR-1
Advantage of IBS :
Under absolute block system of working No train shall be allowed to leave a
block station unless line clear has been obtained from block station in
advance.
And on double line such line clear shall not be given unless the line is clear
not only up to the first stop signal at which such line clear is given but also for
an adequate distance beyond it. (Reference G R 8.01).
With this system of working only one train can be allowed to enter into the
block section. A second train can be sent only on clearance of block section
by last preceding train. This effects the section capacity very badly, where the
density of traffic is very heavy, since trains take more time to clear the block
section. So as to increase the section capacity to meet the traffic demand,
the entire block section on double line is splitted into two portions with IBS
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CAMTECH/S/2001/AxleConter/SCR-1
arrangement.
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CAMTECH/S/2001/AxleConter/SCR-1
In order to draw the attention of the duty Station Master at sending station,
the following audio-cum-visual indication are to be provided.
(a) When the power supply to IBS fails or any of the lamps of IBS or IB
distant is failed.
(b) When the train enters Axle counter section or block section
(c) When the block section is occupied, entry of a second train by passing
IBS at ON.
(d) An indicator to prove the circuits associated with axle counter section is
in order and axle counter section is clear or occupied.
The alarm in (a) and (c) can be stopped by pressing the acknowledgement
button.
The alarm in (b) can be stopped by putting back LSS lever/knob or IBS
lever/knob to normal position.
The following emergency release buttons and counters should be
provided.
(a) A button to reset the circuit whenever the IBS is passed without line
clear/at danger. Such operation is to be recorded by numerical counter
(PB1).
(b) A button to reset the Axle counter, failure or improper counting. Such
operation is to be recorded by numerical counter (PB2).
(c) A button to give co-operation to the station in rear (PB3).
(d) A button to acknowledge the alarm of train passing IBS at ON or power
failure (Ack. Button).
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CAMTECH/S/2001/AxleConter/SCR-1
When there is no other train in the rear block section controlled by axle
counter the LSS, can be taken OFF after receiving the control from SM. The
train on passing LSS, it will be placed to ON automatically when track circuit is
occupied by the train. The IBS is controlled by a lever in the cabin of Station
A and also by line clear given by Station B. On seeing the indication of line
clear of Station A at cabin, the switchman clears IB signal. IB signal and IB
distant signal displays Green aspects. When the train goes beyond IB signal
and clears the overlap in advance of IB signal, the section controlled by LSS
of station A (Axle counter section) becomes free. The LSS at station A now
can be cleared for second train.
As soon as the first train which has gone beyond IB signal train entering
signals are given by cabin at station A to cabin of station B and the handle at
cabin of station B is turned to TOL. The train is received on signals at station
B. When it reaches the block clearance point in advance of Home signal and
on getting train arrival buzzer, the block handle will be turned to Line Closed
at station B.
Now a fresh line clear can be granted for second train, which is between the
LSS and IB signal. When the second train clears IB signal overlap point, the
third train waiting at station A can be dispatched by clearing LSS.
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CAMTECH/S/2001/AxleConter/SCR-1
In lieu of track circuit for rear block section axle counters are used for the
following reasons :
a) It does not require wooden sleepers (where concrete sleepers are not
available) except for short track circuits to suppress the counts due to
movement of insulated trolleys.
b) An axle counter system can cover a very long section up to 15 km as
compared to 750 meters of maximum length of operations of conventional
track circuit.
c) It does not get affected either by flooding of track or poor maintenance of
tracks unlike the track circuit which is highly susceptible to these
conditions.
d) It does not require insulating joints, thus rails can be continuously welded.
Re-setting Procedures:
There are two types of resetting involved. One if the axle counter fails to
show clear indication when the train has fully cleared the overlap in advance
of IB signal. This is indicated by ACPK R. The resetting of axle counter to be
done jointly by SMs of station A and station B only after the train has arrived
completely at the station and so verified by the SM of station B. SM of station
B has to press PB3 buttons simultaneously till such time the axle counter
shows clear indication. This resetting is recorded by a counter.
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CAMTECH/S/2001/AxleConter/SCR-1
In the second case, when the train has passed IB signal at danger, which is
indicated by K1 and buzzer, LSS cannot be cleared for subsequent train till
such time the ACZR relay picks up, which had dropped due to train passing IB
signal at danger.
In both cases, the circuit will only permit one train to be in the IB signaling
system for the duration of the failure and normal working can be restored only
when the resetting is done. Before the resetting (any type) is done by the SM
in co-operation, must verify that all the trains supposed to be in the section
have arrived completely at the receiving station and there are no trains in the
IB signaling system.
As per G R 3.75 whenever the driver comes across and IB signal at danger or
blank, he has to wait and contact on telephone provided on IB Signal post
with SM/Switchman of the station or cabin, as the case may be, who will tell
him the reasons for the signal failure and when authorised by the station A
only then the driver can pass the IB signal at danger and proceed to station B.
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CAMTECH/S/2001/AxleConter/SCR-1
The driver should proceed at restricted speed, looking out for any possible
obstruction till he reaches station B and on his arrival at station B the system
should be reset by the joint co-operation of both the SMs and the IB signaling
system can be normalised.
LSS SR : It is a stick relay, which sticks through LSS TPR and its own front
contact. This relay will drop as soon as LSS TPR drops and once dropped it
will not pick up unless LSS TPR picks up, after ensuring that Axle counter is
showing occupied and proving that EVR, SUPR and NSR also down. In the
holding circuit of this relay in addition to the contact of SR, contact of NSR is
also proved in parallel to ensure that whenever the LSS TPR relay drops
momentarily and picks up. The SR will pick up immediately through.
LSS YR : Controls the LSS and it proves that the axle counter portion is
clear. No train has gone beyond IB signal by passing the signal at danger
and also that SR is up and HSR down. (due to ACPR up). It also proves the
track circuit ahead of LSS and ahead of IB signal are up and also proves the
slot given by SM for clearing LSS. The contacts of LSS YR are used for
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CAMTECH/S/2001/AxleConter/SCR-1
picking LSS DR when the lever is reversed. LSS DR controls the feed to the
LSS signal.
NSR (Normal Stick Relay) : This relay is a repeater of LSS SR and ACPR
and it will stick through its own front contact and through LSS lever normal
band. This relay helps in enabling LSS SR to pick up immediately during
momentary failure and picking up of LSS TPR as explained above.
During normal working this is one of the relays holding ACZR in pick up
position.
When picked it proves axle counter section is free of any train and depends
upon EVR, SUPR, SR and also ensure LSS YR and SMs slot for LSS are not
given and also lever is normal before ACPR can pick up. Once picked up, the
relay remains picked up even if the LSS is cleared or the lever is reversed.
Drops when axle counter section is occupied or any system failure of axle
counter. This relay also proves that once it is dropped due to section being
occupied, the SMs slot the relay controlling the advanced starter lever are all
put back to normal before ACPR can pick up once again. The SUPR front
contact is also by passed by LSS DR which ensures that after the LSS is
cleared, if SUPR is dropped momentarily due to variation in the output from
track devices on account of trolleys being placed on track device, etc. The
ACPR will not drop and causes the signal to go to danger.
46
CAMTECH/S/2001/AxleConter/SCR-1
47
ASR1 AND ASR2 : These relays pick up when the handle is turned to TOL at
the receiving end after making sure that LCPR is down and IB signal is not
showing green aspect.
Once
picked up they remain stick through their front contact and also through IBS
TPR. The use of two relays also ensure that handle has to be turned to TOL
for considerable period before ASR2 relay can pick up. Further, to ensure
that two relays do not drop when the contacts of IBS TPR break momentarily,
the same is by-passed by contacts of ASR1, ASR2, NSR and back contact
LCPR.
The relay is normally de-energised and picks up when the axle counter
section is occupied and the train is approaching the IB signal and IB signal is
cleared and displaying the clear aspect.
signal and has occupied IB track circuit even after the IB TPR drops and IB
signal does to danger, this relay will continue to hold through IB TPR drop
contact and its own front contact. By the time the train clears IB TPR, the
ACPR picks up due to axle counter section, section free and hence IB HSR
drops and does not pick up again until the IB signal is cleared second time.
This is one of the relays, which helps in non-dropping of ACZR relay when a
train has passed IB signal in the clear condition and comes on the IB track
circuit.
CAMTECH/S/2001/AxleConter/SCR-1
48
This relay picks up whenever the ACZR is down and is used for silencing the
buzzer.
completely blank, the buzzer would appear once again and it is to be silenced
only by picking up XR relay by pressing the acknowledgement button. The
bell, which sounds in conjunction with K2 & K3 indications, is silenced,
whenever LSS Lever or IB Signal lever is replaced to the normal position.
Whenever axle
counter shows occupied even when there is no axle left in the axle counter
portion. For this the sending station SM has to press PB2 and receiving
station SM has to press PB3. When both these conditions are satisfied, CRR
picks up at sending station, then ACRSR will pick up after proving that axle
counter relay ACPR is down. Once ACRSR is picked up, the axle counter
resetting is registered by a counter and the R relay inside the evaluator picks
up which in turn will reset EVR and SUPR and enable ACPR to pick up again.
The purpose of this relay is to detect whether a train has passed IBS at ON.
This relay remains normally picked up and it has three holding paths;
i. Through LSS NSR up;
CAMTECH/S/2001/AxleConter/SCR-1
This relay drops only when all three controls have failed or not available. As
long as IBS TPR is up, ACZR will hold through its front contact and whenever
IBS TPR is down for any reason, ACZR will hold through IBS TPR back
contact and as soon as HSR picks up ACZR will hold through HSR front
contact even if the train occupies IBS track.
Once train clears IBS track, even if HSR drops the ACZR will continue to hold
through IBS TPR picked up contact. But if a train has passed IBS at ON,
HSR would not have picked up and as soon as the train comes on IBS track,
all the three paths for ACZR will be broken and it will drop. For it to pick up
again it requires resetting of IB section by co-operation of both the SMs, with
the sending SM pressing PB1 the relay ACZNR picks up after proving ACZR
in down condition and proving IBS TPR is up. On getting the co-operation
indication given at station A and in addition the relay ACZNPR picks up at
sending end with in this duration CRR and ACZNR remain picked up. As
soon as ACZNPR picks up the relay ACZR will pick up and subsequently
ACZR will hold through its own front contact.
49
CAMTECH/S/2001/AxleConter/SCR-1
Power supply required at IBS location is 110V AC for signal lighting and 24V
DC for operating the various repeater relays from IBS location to the station A.
In RE area up/down AT supply shall be provided at IB signal location. In NonRE area 230 V AC is taken through 25 sq.mm. 2 crore aluminum power cable
from station A and station B to the IBS location from where it can be stepped
down to 110 V AC for signal lighting and also used for battery charger. This
230 V AC is tapped from auxiliary transformers of the traction supply at the
cabin of station A or station B, if AT supply is not provided at IBS location.
Normally supply is tapped from two auxiliary transformers so that in case of
failure of one of the AT supplies the other can be manually selected. In case
of AT supply provided at IBS location auto-change over arrangement is
provided for this purpose.
Apart from power cable, one quad is required for carrying the axle counter
track device at the overlap point of IBS. In addition 12 core cable (two for
controlling the IBS, six for the repeater relays, two for end to end cancellation
circuit from station A to station B is required. Additional 6 core for RE cutting
between IBS; IBS-D and IBS-ID and lighting circuit for distant signals are also
required.
50
CAMTECH/S/2001/AxleConter/SCR-1
51
Work Sheet 1
Measurement of Dip adjustment of Track device and Evaluator input of the
axle counter, fixing the track inductors.
1) The track units should be installed on a closed track circuit extending to
minimum of 3-rail length on double line and 5 rail lengths on single line.
2) In between the sleepers there should be a clear spacing of 600 mm to
accommodate the clamps.
3) A minimum distance of 6 sleepers spacing should be provided between
the clamps and the rail joint.
4) On electrified sections, a minimum distance of 20 meters should be
maintained between the rail inductor and the nearest block joint in case of
double rail track circuits.
5) The distance between 2 rail inductors of different axle counting circuits
should be at least 5 meters so as to avoid mutual interference.
CAMTECH/S/2001/AxleConter/SCR-1
52
CAMTECH/S/2001/AxleConter/SCR-1
53
Fix the
transmitting coil in this position ensuring that the serrations are properly
meshing. Tighten the bolts of the inductors so that the TX coil position
does not change due to vibrations.
j) Voltage of the receiver with dummy wheel in center (E2) = _______ volts.
Remove the dummy wheel and measure the voltage of the receiver
(E1) = ________________ volts.
Percentage dip = E1 E2 X 100
E1
k) Adjust the other three inductors similarly.
l) Pull out the receiver amplifier cards of channel A & B. connect the
voltmeter across the amplifier-input terminals and channel A. Short the
receiving coil terminals of A transducer at the bootleg. Voltage drops to
zero.
Note :
Note : If there is any mutual interference, the cable route should be realised.
Repeat the test for other channel.
CAMTECH/S/2001/AxleConter/SCR-1
54
o) Pull out the receiver amplifier cord of channel A. insert the extended card
in its place and connect the R/A card to the other end of the extender card.
Connect a voltmeter at the output terminals of the receiver amplifier of
channel A and a CRO at the emitter of the second stage transistor of the
R/A card. (Tests points provided on the card).
reading and the wave shape. The wave shape must be purely sinusoidal,
free from any distortion.
p) Record the following:
i. Output of the receiver amplifier of Channel A ____________ volts.
ii. Wave shape at the emitter of the 2nd stage transistor is ____________.
iii. Jumper terminal in tapping is ___________________.
iv. Repeat the above test for the other channels.
CAMTECH/S/2001/AxleConter/SCR-1
55
Card No.
Pin No.
Voltage level
Voltage Recorded
5,29
+10V
____
15
+5V
____
17
+10V
____
3,29
+5V
____
19
+5V
____
13,17
+5V
____
+10V
____
33
+10V
____
5. Remove the extender card. Measure the open circuit voltage at the cable
termination of each component.
Channel A voltage ______________________ mv
Channel B voltage ______________________ mv
Channel C voltage ______________________ mv
Channel D voltage ______________________ mv
CAMTECH/S/2001/AxleConter/SCR-1
56
This voltage should not be less than 500 mv (peak to peak) (about 192mv
RMS).
NOTE: The one load voltage at the cable termination of each channel
should not be less than 300 mv peak to peak (about 100 mv RMS).
6. Switch OFF the supply to the evaluator unit. Insert the cards one by one in
their respective places. Switch on the supply and observe some LEDs at
random are lighted on the display unit. Connect Ev and SUP relays to the
terminals.
7. After insertion of the modules, check the voltages at the harp connector
pins corresponding to + 10V and + 15V for all the cards.
Card No.
2
Pin No.
Voltage
____
29
____
15
____
17
____
____
29
____
19
____
13
____
17
____
____
CAMTECH/S/2001/AxleConter/SCR-1
33
57
____
8. Pull out Card No.1 and connect it to the unit through the extender card.
Connect the voltmeter to the output socket of channel A.
keep the
9. Insert Card No.1 in its position, reset the equipment if there are any counts
appearing on the display unit. Observe that EV1 and EV2 indications are
lit.
11. Pull out Card No.3 and connect it to the unit through the extender card.
Check the voltage at the following Trolley suppression terminals of Card
No.3 :
CAMTECH/S/2001/AxleConter/SCR-1
58
Channel
Terminal No.
Voltage
______
______
29
______
32
______
Replace Card No.3 on its position. Ensure that no counting takes place
when an insulated trolley is moved over the rail inductors.
13. Disconnect the trolley suppression supply of + 10V. Short each channel
one at a time. Observe that the SUP relay drops. Measure the voltage on
the relay. Voltage on SUP relay when relay de-energised, the voltage
shall not be more than 2 volts.
14. Remove the short. Observe that the SUP relay does not pick up. Reset
the unit. Reconnect the trolley suppression voltage.
15. Switch ON and OFF the battery charge at quick intervals. Ensure that
neither a count is registered in the evaluator nor the SUP relay gets
de-energised.
CAMTECH/S/2001/AxleConter/SCR-1
59
Work Sheet II
1. A study of train working under IBS system.
a) Take OFF the LSS for one direction by reversing the LSS lever and record
your observation. Can the LSS be taken OFF/
Yes / No
b) Try to take OFF the IBS by reversing the lever. Can the IBS be taken OFF
Yes / No
c) Now take Line Clear in the block instrument and see whether the IBS can
be taken OFF.
Yes / No
Inference : LSS can be taken OFF without Line Clear being obtained on the
block instrument. But to take OFF IBS, Line Clear is to be obtained from the
block section in advance.
2. Now allow the trains to enter into the first section called rear section with
LSS OFF and record your observation.
a) On entry of the train into the rear section, LSS __________________
giving __________________ and _____________________ indication on
the panel.
b) As soon as the _________________________ is put back to normal
above indication disappears.
CAMTECH/S/2001/AxleConter/SCR-1
60
3. Further, allow the train to pass the IBS at OFF and enter the block section
and record your observation.
a) Entry of the train into block section __________________ the IBS track,
Replace the IBS to ON and gives audible and _______________
indication on the panel.
b) The buzzer and visual indications can be suppressed by restoring
___________ to ___________________.
Once the audible and visual indication is observed on the panel of the SM at
receiving end on hearing sets the block instrument to TOL on hearing train
entering block section signal from sending station.
Yes / No
CAMTECH/S/2001/AxleConter/SCR-1
5. In cases of IBS could not be taken OFF but second train has to be sent in
to the block section, the action to be taken ____
a) when there is communication available between IBS and the station in
rear
6. A train passes IBS at danger. How the station in rear is alerted and what
are the actions to be taken by SMs?
61
CAMTECH/S/2001/AxleConter/SCR-1
62
7. Study of the resetting system by PB-1 in case the train passes IBS at ON.
a) Allow a train to pass the IBS at ON and record your observations. Is it
possible to take OFF the IBS ? If not why?
Yes / No
Yes / No
d) To re-set the system when train passes IBS at ON, the SM at A informs
SM at B who in turn after verifying the complete arrival of the train
CAMTECH/S/2001/AxleConter/SCR-1
63
9. Study the working of IBS in case of Power failure or signal going blank.
a)
Yes / No.
CAMTECH/S/2001/AxleConter/SCR-1
b)
64
c)
d)
Yes / No.
CAMTECH/S/2001/AxleConter/SCR-1
Model Questions
Subjective :
1) Explain the working of IB signal with block diagram
2) Explain the procedure for resetting in case of train passing IBS at ON
aspect.
3) Explain the procedure to be followed for resetting the system in case of
axle counter failure.
4) a) What is meant by IBS Working.
b) How the IBS passed at danger is detected.
5) How the IN count and OUT count pulses are generated in Axle counter.
6) Explain the principles of working of RDSO axle counter with block
diagram.
7) Explain the precautions to be taken in installing the field equipment of axle
counter.
8) Explain the maintenance checks to be carried out during fortnightly
maintenance.
9) Explain the function of supervisor system of axle counter.
10) Explain the function of different cards of evaluator in RDSO axle counter.
11) Explain the differences between Mark II and Mark III axle counters. Give
stipulated levels of channels to TX coils, output of Card No.1 and voltage
across ECR and SUPR.
12) Draw the panel diagram of IBS arrangement and explain different
indications.
65
CAMTECH/S/2001/AxleConter/SCR-1
66
Objective :
I.
1. Axle counter requires four wires between the filed detection point and
evaluator.
3. In axle counter system DC voltage can be fed from the evaluator to the
field detection point.
4. Short track circuits are provided to each counting point of axle counter
system to discriminate direction of the traffic.
7. The DIP in the level of the signal senses the presence of a wheel in axle
counter system.
CAMTECH/S/2001/AxleConter/SCR-1
II.
67
CAMTECH/S/2001/AxleConter/SCR-1
68
NBD
1KM
BOL
180 M
SOL
120M
400 M
DIST
HOME
ADV
STR
BD
1 KM
400 M
SOL
120M
BOL
180 M
400
M
NBD
1 KM
SOL
120M
BOL
180 M
BSLB
SOL
120M
BOL
180 M
BD
1 KM
CAMTECH/S/2001/AxleConter/SCR-1
69
STATION SECTION
BLOCK SECTION
BLOCK SECTION
CSR
STARTERS
SOL
120M
BOL
180 M
1 KM
400 M
W/B
NBD
1 KM
BOL
180 M
W/B
SOL
120M
DIST
HOME
1.4
KM
STARTERS
STATION LIMITS
CAMTECH/S/2001/AxleConter/SCR-1
70
D2
HECR
B24
D2 LOCATION
D2
HHECR
D2
DR
D2
D2
DECR
110/12
50 VA
220 MFD
D2 DR
HHG
B x 110V
D2
ECPR
D2 DR
D2
HHECR
D2
110/12
50 VA
N x 110V
D2
ECPR
D2
DR
D2
ECPR
D2
DR
DG
D2
DECR
D2
110/12
50 VA
D2 DR
HG
D2
ECPR
D2
HECR
N24
68
D2
D2
ECPR
D2
ECPR
ECPR
D2 DR
CAMTECH/S/2001/AxleConter/SCR-1
71
D2
ECPR
DN
CPR2
UP
CPBR
DNCRR3
UPCRR1
DNCRR2
UPCRRI
UP
CPBR
DN CRR1
DN CRR2
UPCRR2
DN CRR1
UPCRR2
UP CRRI
DNCRR1
DN CPBR
UPCRR3
DN CPBR
UPCRR2
DN
PB3
PB3
CPBR
UPCPBR
DN
CRR2
UP
DN CPBR
CRR3
UP
CPBR
DNCRR3
UP
CRR1
DNCRR2
DN
CRR1
UP CRR1
DNCRR1
UP
CRR2
DN
CPBR
UP
CRR3
UP
CRR2
DN
CPBR
UP
CRPB
CAMTECH/S/2001/AxleConter/SCR-1
72
IBSS PANEL
K1
K4
BUZZ
K2
BELL
K3
PCK
LSS
2D
ACP KE
LSS TKE
R
W
1D
ACP KE
IBS TKE
PB3
PB1
PB2
CAMTECH/S/2001/AxleConter/SCR-1
73
LSS
STATION A
LSS - TRACK
2D
Down
Up
1D
I BS
IBS -TRACK
Station
CAMTECH/S/2001/AxleConter/SCR-1
B24
74
EVR
ACPR
SUPR
EVPR
SUPR
N24
ACSR
ACSR
EVR
ACZR
ACRSR
ASM ON DUTY
PLUNGER
SUPR
ACZR
SUPR
SUPPR
EVR
EVPR
TR
B24
TR
N24
TR
TPR
N24
CAMTECH/S/2001/AxleConter/SCR-1
75
N24
RESET BOX
PRB
WO
B24
EVPR
PRB
WO
SUPR
ACRSR
LED
ACRSR
N24
GKE
EVPR
PIN CONNECTOR
LED
RKE
EVR
SUPPR
SHELDED WIRE
AC2R
LED
ACZK (W)
SUPR
RESET
COUNTER
ACZR
ACRSR
ACZR
ACRSR
ACZR
ACZR
EVR
TPR (AC)
ACRSR
ACRSR
NILV
TPR (AC)
ACPR
RB
P
EVPR
SUPR
N24
ACPR
SUPR
C/D
ACZR
A/B
TPR (AC)
ACZR
B24R
TPR (AC)
B12V
ACPR
ACPR
N24
CHANNELS
CAMTECH/S/2001/AxleConter/SCR-1
76
SUPR
RA/C RA/D
OSC
D
R
T
T
E
B
JUNCTION
BOX
BATTERY
CHARGER
24V
BATTERY
DC
DC
CONVERTOR
+5V
B*
A*
SUPR
EV
RELAY RELAY
D*
F*
E*
UNIVERSAL
AXLE COUNTER SYSTEM
FOR 3D POINTS
CAMTECH/S/2001/AxleConter/SCR-1
Pg.No.31
77
CAMTECH/S/2001/AxleConter/SCR-1
78
CARDS
A E
A B
CARDS
IOS
CIRCUIT
IN
COUNT
INTERROGATOR
DUP IN
COUNT
OUT
AMMETER
AND
AMPLIFIER
1.
2.
3.
4.
CIRCUITS
OUT
COUNT
D H
OTHER
SUPERVISION
C G
OUT
COUNT
D H
IN COUNT
SUPERVISION
B F
C G
INCOUNTER
IN
COUNT
IN
COUNT
B F
CARDS
DUP OUT
A COUNT
B
CARDS
PAUSE
STAGE
SUPER
VISION
LOGIC
II
D
LOGIC-I
CHANNEL
LEVEL
DETECTORS
OTHER
SUPERVISORY
CIRCUITS
SUPERVISORY
RELAY
DRIVE
OUT
COUN
OUT
COUNT
ER
EV RELAY
DRIVE
CLK
FROM
CARD-6
COMPARA
TOR
COUNTER
COMPRATOR
SUPERVISOR
RELAY
FAILURE
SUPER
VISION
C
PULSE
SHAPER
CARDS
GENERAL
SUPERISION
VOLTAGE
MONITOR
RELAY
DRIVER
EV
RELAY
CAMTECH/S/2001/AxleConter/SCR-1
79
RECEPTION
END
WARNER
HOME
STATION
UP
DN
ONA POST
NBD : 1200 M
BRACKETED
HOME
WARNING
BOARD
UP
WARNER
BELOW
OUTER
DN
SOL
NBD
BOL
STARTER
WARNING
BOARD
OUTER
WARNER
HOME
ADV STARTER
STARTER
SOL 180 MTS
79
DESPATCH
END
LSS
CAMTECH/S/2001/AxleConter/SCR-1
80
ON SINGLE LINE
50
SIDING
MINIMUM 800 M
RUNNING
LINE
TRAIN
LENGTH
30 M
ON DOUBLE LINE
50
SIDING
T
RUNNING LINE
MINIMUM 800 M
30 M
SIDING
RUNNING LINES
80
CAMTECH/S/2001/AxleConter/SCR-1
81
IB LOCATION
IBSDR
B 24
IB
DPR
IBSDR
IBS DR
110V / 12V
50 VA
IB
DPR
B x 110 Y
IB
DPR
N x 110V
IB
DECR
IB
DECR
110V / 12V
50 VA
DI LOCATION
IB
DPR
DI
DR
I B-DPR
DI
RECR
IB-DECR
I B-DPR I B-DECR
x
IB
DI
DECR
DI
IB
RG
IB-DPR
DR
IB
DG
I B-DECR
110V / 12V
50 VA
DI
DR
OG
B x 110
DI
DR
DI
HG
DECR
DI
HECR
81
DI
DR
DI-DECR
DI
DR
DI-DECR
N x 110
CAMTECH/S/2001/AxleConter/SCR-1
IBSD
82
IBSD-DR
IBSD-DECR
DPR
IRD-DPR
IBSD-DPR
IBSD-DR
IBSD-DPR
IBSD-D
DG
IBSD-DPR
IBS-D
DECR
IBS-D
IBSD-DPR
HG
IBSD-DECR
IBS-D
HECR
IBS-DPR2
IBS
DG
IBS-DPR2
IBS
DECR
IBS
IBS-DPR2
RG
IBS-DECR
IBS
RECR
LCPR
824
IBSTPR
IBS-DR
ASRI
LC
TOL
ASR2
IBS.DECPR
N24
LCPR2
ASRI
LCPR
ASR1
ASR2
ASRI
LSS
NSR
IBS-TPR
ASR2
ASRI
ASR2
LCPR
LCPR
ACZR
ASR2
IBS
DR
LSS ACPR
NSR
82
IBS-L
IBSL-L
R
IBS-L
IBSDR
CAMTECH/S/2001/AxleConter/SCR-1
SM
SM
B 12
83
YR
8
SM
R
N12
IBS
SMYR
IBS-L
IBS
IBS
IBS
SMYR
IBS
DR
ACPR
N3
B3
ACPK(G)
ACPR
ACPK(R)
LSS-YR
LSS-YK
IBS-RECPR
IBS-RGK
IBS-DECPR
IBS-K
IBS-DR
IBS
DPRI
IBS-DR
IBS
IBS-DECR
IBS-DPRI
IBS-DPR2
DDR2
IBS-DPRI
IBSD-DR
IBS-D
DR
IBS-D-DECR
IBS
DPR2
IBS
DECR
IBS-D-DR
IBS
DPR2
83
IBS
DECR
CAMTECH/S/2001/AxleConter/SCR-1
84
E
V
A
L
U
A
T
O
R
EVR
EVR
B12
AGRSR
ACK
P
R
AGRSR
N12
B24
ACK
P
ACZR
PBPR
PBPR
N24
PBPR
BUZZER
XR
N24
IBS-RECPR
XR
IBS-DR
ACK
P
IBS-DR
IBS-DECPR
XR
N24
B12
SR
LSS L
R
ASRI
BELL
N12
IBS L
R
ASR2
B3
AC2R
K1
ACPR
LSS L
ASR1
ASR2
IBS-DECPR
IBS-DR
K3
K4
IBS-DR
K2
IBS L
IBS-RECPR
N3
EVPR
EVPR
SUPR
ACK (G)
1 ACPR
ACK (R)
SUPR
LSS DR
LSS DR
84
RGK
CAMTECH/S/2001/AxleConter/SCR-1
85
LSS DECR
LSS DECR
ACZNR
ACZRK (R)
ACZNR
ACZR
PBI
ACZNR
ACZNR
B12
B12
IBS TPR
N12
ACZNPR
CRR
ACZNR
N12
CRR
ACZR
IBS TPR
ACZNR
PBI
COUNTER
ACZNR
EVR
SUPR
ACPR
ACK (R)
SUPR
ACPR
N12
EVPR
SUPR
ACK (G)
B12
EVPR
SUPR
ACRSR
COUNTER
ACRSR
RESET COUNTER
CRR
B12
P
PB2
CRR
N12
COOP (K)
B24
ACPR
ACRSR
ACPR
PB2
P
EVR
85
EVPR
SUR
EVPR
N24
CAMTECH/S/2001/AxleConter/SCR-1
REAR
LSS
86
ADVANCE
BLOCK
SECTION
UP ICS.D
400 M
DN
IBS
B24
ACPR
SR
HSR
PBPR
LSS-L
LSS-YR
B24
IB TELEPHONE
ACZR
L.S.S.
DN IBSD
IBS-TPR
SMYR
LSS-L
LSS-TPR
LSS-L
LSS-YR
N24
LSS-YR
N24
LSS
DR
LSS.TPR
B24
ACPR
EVR
SUPR
LSS-NSR
N24
SR
SR
LSS-NSR
ACRSR
EVR
SUPR
LSS DR
SR
LSS-NSR
IBSTPR
IBSTPR
IBS-DECPR
HSR
HSR
ACZNPR
HSR
HSS
TPR
ACPR
LSS-NSR
ACPR
LSS
NSR
LSS-L
ACPR
SMYR
LSS-L
B24
LSS-YR
ACPR
B24
SR
ACZR
ACZR
86
N24
N24
CAMTECH/S/2001/AxleConter/SCR-1
87
87