AXLE COUNTER BO23
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1. PRODUCT DESCRIPTION
Figure 1 - BO23 conguraon sample
1.1. GENERAL DESCRIPTION The axle counter BO23 is used for railway track secon occupancy control; primarily for the vital control of the secon occupancy. It can also be used in similar applicaons without limited safety requirements. requirements. Examples for the applicaon of the axle counter BO23 are: • Occupancy control of the staon staon secons within the staon staon interlocking interlocking system system • Occupancy control of the open railroad secons secons within the automac block system system • Occupancy control control of the open railroad railroad as a single block between staons staons • Occupancy control of the several several secons in wide level crossing area area for the purpose of switching-on switching-on / switching-o the level crossing within the level crossing protecon system • Occupancy control of a shunng staon / marshalling yard yard secons within the automac coach coach shunng system etc. The axle counter BO23 uses its sensors on each end of a given track secon to connuously control and count the train axles passing in and out of that secon. If the ccurrent urrent number of axles on the secon is equal to zero, and no disturbance, error or fault is detected, the system will send out informaon that the secon is clear. In all other cases the “track secon occupied” informaon is sent out. With the BO23 equipment the track secon occupancy can be controlled on the secon with two counng points (on the open railroad secon or the staon track secon), on the secon with 3 counng points (switch point secon), on the dead end secon with one counng point, on the double slip switch point secon (4 counng points) or on the mulple switch points secon with maximum 8 counng points.
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1.2.
PRINCIPLE OF OPERATION
Axle counter BO23 consists of the outdoor equipment on the track and the indoor equipment in the staon or in the block secon equipment shelter near the railroad as shown on the gure 2.
Figure 2 - Axle counter BO23 basic structure for occupancy control of one secon with 2 counng points
Transmission path is not considered as a part of the axle counter because the exisng railway signalling and telecommunicaon cables are usually used. There is a 2-wire connecon between indoor and outdoor equipment (single 2-wire telecommunicaon twisted pair).
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1.3.
ADVANTAGES OF AXLE COUNTERS COMPARED TO TRACK CIRCUITS
“The basic principle behind the track circuit lies in the connecon of the two rails by the wheels and axle of locomoves and rolling stock to short out an electrical circuit. This circuit is monitored by electrical equipment to detect the presence or absence of the trains.”
Wikipedia
Figure 3 - Track circuit soluon logic diagram
Track circuit downsides: • Quality of electric signal from transming rail limited by sleepers and ballast insulaon resistance (must be as high as possible) – “leaking the current” issue. • This resistance is a liming factor for maximal length of track circuit. Longer secon has less resistance so the received signal is appropriately damped. • The rest of the voltage on the receiver must be higher than minimal value in order for track circuit to funcon properly. • Resistance can depend on hydro-meteorological circumstances and condion of top layer (sleepers and mud). One single roen sleeper sopped in water or one muddy pool can reduce resistance and leak too much current so the receiver is no longer excited and declares false occupancy. • Funcon of track circuit depends also on the resistance of short-circuit made by axle. Problems can occur when small number of axles short-circuits (connects) or when resistance of the axle is too high. Poor shortcircuit (cross rail axle connecon) can occur because of rusty lm on the rail, etc. • Return current from tracon can inuence track circuit in two ways. First is saturang the transformer if the secon is long, return current being high and ground not ideal. The other inuence is made by higher harmonics close to frequency of the main signal which complicate the detecon of signal. This is enlarged by introducing the thyristor tracon. • Track circuit requires insulated rail joints. (Even though jointless track circuits are available ,in point zones, high voltage impulse track circuits with joints are found more reliable) • Track circuit requires bonding and more cabling which increases the cost of installaon, maintenance and error points. • Track circuits face problems when rail head is contaminated, like rust or accumulated leafs. • Track circuits are not reliable in wet condions, so they cannot be used for tunnel train detecon. • Track circuits cannot be reliable on steel structures (like steel sleeper).
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“An axle counter is a device on a railway that detects the passing of a train in lieu of the more common track circuit. A counng head (or ‘detecon point’) is installed at each end of the secon, and as each axle passes the head at the start of the secon, a counter increments. A detecon point comprises two independent sensors, therefore the device can detect the direcon of a train by the order in which the sensors are passed. As the train passes a similar counng head at the end of the secon, the counter decrements. If the net count is evaluated as zero, the secon is presumed to be clear for a second train.”
Wikipedia
Figure 4 - Axle Counter Soluon logic schema
Advantages of Axle Counter Soluon: • • • • • • • • • • • • • • •
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No subdivision of track secons means virtually unlimited secon length No insulated joints means improved reliability and reduced maintenance Independence of ballast condions means improved reliability Independence of shunt resistance means improved safety Applicaons where track circuits cannot operate due to poor ballast condions - steel sleepers, metal bridges, wet tunnels Applicaons on long block lines where track circuits are not an economic soluon Applicaons where track circuits cannot operate safely due to poor wheel shunt Overlay over exisng track circuits to improve the reliability of train detecon at important juncons mass transit Overlay over exisng track circuits to facilitate installaon and commissioning of busy staon areas during resignalling projects - main line. Improved reliability and reduced lifecycle costs of train detecon equipment on large resignalling projects - main line. Require no bonding and less cabling and are therefore generally less expensive to install and maintain. Very useful on steel structures which prevent normal operaon of track circuits. Very useful on long secons where several intermediate track circuits may be saved. Some analyses and experience with axle counters in mainland Europe shows that they regularly achieve up to ve mes the reliability of track circuits carrying out the same funcon. Immediate improvement in service reliability as track circuit failure is oen the most signicant cause of train delay.
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1.4.
EMC, TESTING AND CERTIFICATION
Figure 5 - EMC Cercate for Axle Counter BO23 - UNUR issued by TÜV Rheinland InterTrac Reg. No: AE 60021770 0001, Issued in: 06/2008
Figure 6 - SIL4 Cercate for Axle Counter BO23 Issued by TÜV Rheinland InterTrac Reg. No: ACR/B 09/241, Issued in: 10/2009
Figure 7 - BO23 system EMC tesng
Figure 8 - BO23-UNUR EMC tesng
Figure 9 - BO23 diagnoscs
Figure 10 - BO23-UNUR temperature tesng
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1.5.
OUTDOOR EQUIPMENT STRUCTURE
The outdoor equipment consists of the wheel sensor ZK24-2 mounted on the inner side of one rail by mounng bracket with a clamp or mounng bracket for drilled rail, le and right sensor shield mounted on the same rail, and the trackside control unit VUR in the box beside the track. Figure 11 shows the sensor on mounng bracket with a clamp mounted on the rail. The ZK24-2 sensor has a double structure of wheel detecon (two sensing systems in one housing) that enables detecon of direcon and increases safety of the system.
Figure 11 - Sensor on mounng clamp mounted on the rail with shields
Figure 12 shows the trackside control unit VUR placed in the box on a short column beside the track. VUR supplies and controls the sensor and sends the modulated AC signal that keeps the informaon from both sensing systems on the same 2-wire twisted pair to indoor equipment. On the same 2-wire twisted pair the outdoor equipment is DC power supplied.
Figure 12 - Trackside control unit VUR in the box beside the track
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Figure 13 - VUR module in trackside box
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1.6.
INDOOR EQUIPMENT STRUCTURE
The indoor equipment UNUR of the axle counter BO23 has modular structure in 19˝ subrack, 3U height (gure 14). On the rst posion from the le there is a processing module MPU that contains 3 operaonal microcontrollers and one diagnosc microcontroller with indicaon unit for LED-indicaon of number of axles and other important data (train direcon, disturbances, faults, etc.). All three operaonal microcontrollers run the safety-structured program for processing the signals received from sensors, disnguishing disturbances from the wheel pulses, axle counng and occupancy informaon outpung for each secon. Output occupancy informaon is delivered by 2-out-of-3 vong principle and is sent to relay output modules RE. Over the serial interface RS232 on MPU module memorized data about train passages can be read-out directly to laptop or remotely via modem. Up to 8 receiving modules UP (UP1÷UP8; up to 8 counng points) can be plugged into the indoor subrack; each module UP supplies the counng point with galvanically isolated DC power and receives the AC signal from the counng point and adapts it to the processing module MPU.
Figure 14 - Posion of modules in the indoor equipment UNUR of the axle counter BO23 (front view)
Relay outputs module RE (RE1, RE2, RE3) outputs the secon occupancy informaon as potenal-free contacts of safety relays. Each module RE gives the independent relay outputs for two secons. Modules ZANAP and DC12 provide the galvanically separated system power supply with protecon and ltering. There is a LED-display on the front panel of the processing module MPU that indicates current number of axles on the secon. If the device controls more than one secon, appropriate secon can be chosen (which is required to indicate the number of axles on it) by pushing buons on the front panel. The other RS232 connector on the front panel of MPU module (the rst one is for diagnosc purposes) is provided for serial connecon with another indoor unit BO23-UNUR. This link, performed by the bre opc or modem communicaon, provides the control of addional remote counng point of very long block secon between two staons. One indoor equipment UNUR of the axle counter BO23 (one subrack 19˝×3U) can control up to 8 counng points and output the occupancy informaon for 1 to 6 secons. Several basic conguraons of track occupancy control that can be performed by only one indoor unit BO23-UNUR are described in chapter 2. Each conguraon of track occupancy control has it’s own operaonal program that runs in the processing module MPU. Appropriate conguraon of track occupancy control (appropriate program for MPU module) is chosen during the rst installaon of the device by seng the switches on the main board on the rear side of BO23-UNUR subrack. Aer the installaon, switches are covered by the sealed plate. Any processing module MPU then can be plugged into the subrack of the indoor equipment. Aer connecon of the power supply, the processing unit MPU will always start to run the same program for appropriate conguraon of track occupancy control, as dened by the sealed switches on the rear side of the indoor equipment.
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2.
TECHNICAL SPECIFICATION
2.1.
OUTDOOR EQUIPMENT – RAIL WHEEL SENSOR ZK24-2 AND TRACKSIDE UNIT VUR
Power supply (VOD1+, VOD1-): Sensor power supply (U+, U-): Power dissipaon (VUR + ZK24-2): Total power dissipaon with telecommunicaon cable losses: Output current of basic state of sensor ZK24-2: Output current of acve state of sensor ZK24-2:
40V DC to 100V DC 24V DC ±5% max. 2.5W max. 5W channel H: 16mA DC ±8% channel L: 16mA DC ±8% channel H: 10mA DC ±8% channel L: 10mA DC ±8%
Side distance of drop-away from rail detecon of sensor ZK24-2: Operang temperature range: Relave humidity: Water and dust protecon:
5 to 15mm on the whole temperature range, for all rail types -40°C to +80°C up to 100% IP67 for trackside control unit VUR IP68 for sensor ZK24-2 Vibraon and shocks resistance: tested according to EN 50125-3 • Sensor ZK24-2 - vercal axis: vibraons 5… 2000Hz, 28g r.m.s., shocks 200g / 6ms • Sensor ZK24-2 - transversal axis: vibraons 5… 2000Hz, 14g r.m.s., shocks 100g / 6ms • Sensor ZK24-2 - longitudinal axis: vibraons 5… 2000Hz, 5g r.m.s., shocks 36g / 6ms Electrical connecon: signal – screwdriver terminal blocks rail ground – M16 screw, crimp terminal for 35 to 50 mm² wire Minimal rail wheel diameter: 300mm Wheel ange height: according to UIC 510-2 (table 1) Wheel ange thickness: according to UIC 510-2 (table 2) Rail prole: S45…S49…UIC54…UIC60 (other proles on demand) Dimensions of VUR case (D × W × H): 200 × 230 × 110 mm Dimensions of VUR case on column (D × W × H): 250 × 250 × 645 mm VUR weight without column: 5.32kg Column weight: 5.9kg Sensor ZK24-2 weight (without cable): 1.72kg Weight of the sensor with mounng bracket and cable: 6.05kg Sensor shield weight: 6.78kg (UIC60); 6.3kg (S49) Table 1 - Wheel ange height (according to UIC 510-2)
Wheel diameter Wheel ange height
8
330mm to 630mm
630mm to 760mm
>760mm
Min. 32mm
Min. 30mm
Min. 28mm
Max. 36mm
Max. 36mm
Max. 36mm
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Table 2 - Wheel ange thickness (according to UIC 510-2)
Wheel diameter Wheel ange thickness
2.2.
330mm to 840mm
>840mm
Min. 27.5mm
Min. 22mm
Max. 33mm
Min. 33mm
INDOOR EQUIPMENT BO23-UNUR
Power supply: 18V to 80V DC Stabilized counng point power supply: 96V DC ±4%, 8W, galvanically isolated Total power dissipaon (8 counng points, power supplied): at 24V DC: 66W at 48V DC: 65W at 60V DC: 66W at 80V DC: 72W Operang temperature range: -30°C do +70°C, up to 100% RH Axle counng capacity: 999 axles with indicaon (internal counng up to 32767 axles) Microprocessor module conguraon: 2-out-of-3 Maximal number of counng points: 8 local + 1 remote via remote indoor device (RS232) Maximal number of track secons: 6 secons Output signals: relay – safety relay contacts serial interface – RS232 Maximal current switching on safety relay output contacts: 2A DC Maximal voltage switching on safety relay output contacts: Maximal current on optocoupler output transistors: Maximal collector-emier voltage on optocoupler outputs: Maximal saturaon voltage on optocoupler outputs: Reset inputs voltage: ENFRA…ENFRF inputs voltage: Maximal train speed:
Train passage memory: Subrack dimensions (W × D × H):
150V DC 50mA 75V 1V reset acvaon: 14…80V DC reset deacvaon: <4V DC acvaon: 18…32V DC deacvaon: <5V DC for wheel diameter >840mm: 250km/h for wheel diameter 630 to 840mm: 220km/h for wheel diameter <630mm: 150km/h last 10000 passages (date, me, number of axles, occupaon, direcon, locaon, disturbances, errors, failures) – inerasable with power o 483 × 240 × 133 mm (Eurocard 19˝, 3U height)
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2.3.
SIGNAL TRANSMISSION FROM OUTDOOR TO INDOOR EQUIPMENT
Maximal loop resistance:
500Ω
Maximal permied signal rejecon up to 5kHz:
40dB
Cable type:
Screened/unscreened signalling / telecommunicaon cable; with twisted pairs / star quads or with untwisted wires (screened cable with twisted pairs is recommended)
Number of conductors per counng point:
2 wires
Table 3 - Maximal cable length from outdoor to indoor equipment
Conductor diameter (mm)
0.8
0.9
1.2
1.4
Loop resistance of typical signalling cable (Ω/km)
73
56
32
23
Signal rejecon at 5kHz of typical signalling cable (dB/km)
1.89
1.44
0.94
0.81
Cable length with VUR power supplied from UNUR (km)
6.8
8.9
15.6
21.7
Cable length with VUR power supplied locally (km)
21
27
42
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3.
APPLICATION
Axle counter BO23 is applied for track secon occupancy control wherever the occupancy informaon is needed. On an open, line the track occupancy informaon is needed for automac block system with several block secons or single block secon between two staons; in the staon area, the axle counter controls the occupancy of various staon secons including switch point secons, crossing secons, dead-end tracks, etc. Since one indoor unit UNUR can control up to 8 counng points and output the occupancy informaon about 1 to 6 secons, the axle counter BO23 is especially suitable for the occupancy control of staon secons because using relavely small amount of indoor equipment all secons of a small, medium or large staon can be controlled. Axle counter BO23 is also very suitable for detecon of train for single or double track level crossing operaon. Applicaons that follow are referring to one indoor unit UNUR with various conguraons of plugged modules and with processing module MPU that runs various operaonal programs.
3.1.
SECTION OCCUPANCY CONTROL
3.1.1.
CONFIGURATION 1 - OCCUPANCY CONTROL OF A SINGLE SECTION WITH UP TO 8 COUNTING POINTS
Occupancy control of a single secon with up to 8 counng points is performed with one indoor unit BO23-UNUR whose MPU module runs the operaonal program BO23-8A. Schemac diagram of a two counng points secon occupancy control is shown on the gure 2. From each trackside control unit VUR the signal can also be sent to the indoor unit for the control of the neighbouring secon. Each counng point can be power supplied from the indoor unit UNUR shown on gure 2. via the same two-wire twisted pair, or from the indoor unit UNUR for the control of neighbouring secon, depending on the jumper seng on the rear side of the indoor equipment UNUR. Counng direcon (counng-in or counng-out) is also dened by the jumper seng on the rear side of indoor equipment UNUR. For the single secon occupancy control with only two counng points receiving modules UP of the indoor
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equipment UNUR are plugged-in on the rst two posions UP1 and UP2, while the other UP-posions (UP3÷UP8) are only covered with blank front panels. One indoor unit UNUR can, using the same operaonal program in MPU module, control either one switch point secon (3 counng points), or several switch point secons (up to 8 counng points), gure 15.
Figure 15 - Single secon with 2 to 8 counng points controlled by one indoor unit BO23-UNUR with operaonal program BO23-8A
Each of the 8 counng points on gure 15 can be passed by train wheels simultaneously with any other counng point. The axle counter BO23 counts the number of axles on the secon in real me and clears the secon only aer all the axles leave the secon.
3.1.2.
CONFIGURATION 2 - OCCUPANCY CONTROL OF TWO INDEPENDENT SECTIONS WITH UP TO 4 COUNTING POINTS EACH
Occupancy control of two independent secons with up to 4 counng points each is performed with one indoor unit BO23-UNUR whose MPU module runs the operaonal program BO23-4A-4B. Figure 16 shows the example of two independent staon secons with 4 counng points each.
Figure 16 - Example of two independent secons with 4 counng points each, controlled by one indoor unit BO23-UNUR with operaonal program BO23-4A-4B
Each controlled secon (secon A or secon B) can have less counng points (1, 2 or 3) than shown on gure 14. Simultaneous train passage is allowed over any of two or more counng points.
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3.1.3.
CONFIGURATION 3 - OCCUPANCY CONTROL OF 3 INDEPENDENT SECTIONS
Occupancy control of 3 independent secons is performed with one indoor unit BO23-UNUR whose MPU module runs the operaonal program BO23-3A-3B-2C. First two secons (A and B) can contain up to 3 counng points and third secon (C) can contain up to 2 counng points. Figure 17 shows the example of 3 independent staon secons.
Figure 17 - Example of 3 independent secons controlled by one indoor unit BO23-UNUR with operaonal program BO23-3A-3B-2C
Each controlled secon can have less counng points than shown on gure 17. Simultaneous train passage is allowed over any of two or more counng points.
3.1.4.
CONFIGURATION 4 - OCCUPANCY CONTROL OF 4 INDEPENDENT SECTIONS WITH 2 COUNTING POINTS EACH
Occupancy control of 4 independent secons is performed with one indoor unit BO23-UNUR whose MPU module runs the operaonal program BO23-2A-2B-2C-2D. Each of 4 independent secons (A, B, C and D) can have up to 2 counng points. Figure 18 shows two examples of the control of 4 independent staon secons with 2 counng points each.
SECTION A
CP1
CP2 SECTION B
CP3
CP4 SECTION C
CP5
CP6 SECTION D
CP7
CP8
SECTION C
SECTION A
CP1
CP2
CP5
CP6
CP3
CP4
CP7
CP8
SECTION B
SECTION D
Figure 18 - Two examples of 4 independent secons controlled by one indoor unit BO23-UNUR with operaonal program BO23-2A-2B-2C-2D
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3.1.5.
CONFIGURATION 5 - OCCUPANCY CONTROL OF 4 NEIGHBORING SECTIONS
Occupancy control of 4 neighbouring secons is performed with one indoor unit BO23-UNUR whose MPU module runs the operaonal program BO23-3A3B3C2D. First 3 secons (A, B and C) can have up to 3 counng points and fourth secon (D) can have up to 2 counng points. Figure 19 shows two examples of the control of 4 neighbouring staon secons.
Figure 19 - Three examples of 4 neighbouring staon secons controlled by one indoor unit BO23-UNUR with operaonal program BO23-3A3B3C2D
During the train movement over the common counng points CP3, CP5 and CP7 axles are counted-in on one secon, while on the neighbouring secon the axles are counted-out simultaneously. This is already dened in the program BO23-3A3B3C2D, so the common counng points CP3, CP5 and CP7 are connected to the indoor equipment via only one 2-wire twisted pair and no addional interconnecons are needed on the indoor equipment.
3.1.6.
CONFIGURATION 6 - OCCUPANCY CONTROL OF TWO SETS OF 3 NEIGHBORING SECTIONS WITH 2 COUNTING POINTS EACH
Occupancy control of two sets of 3 neighbouring secons is performed with one indoor unit BO23-UNUR whose MPU module runs the operaonal program BO23-2A2B2C-2D2E2F. This conguraon is used wherever occupancy control of 3 neighbouring secons is needed; in staon area or in automac block system. The rst example on gure 20 shows two sets of 3 automac block secons controlled by one indoor unit placed in the relay room of the staon. The other example on gure 20 shows the occupancy control of two sets of 3 secons on double track level crossing, where one axle counter BO23 is used as a train detecon unit for switching on/o the double track level crossing.
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Figure 20 - Two examples of two sets of 3 neighbouring secons controlled by one indoor unit BO23-UNUR with operaonal program BO23-2A2B2C-2D2E2F 3.1.7.
CONFIGURATION 7 - OCCUPANCY CONTROL OF 5 NEIGHBORING SECTIONS
If the most distant counng point is sll in range of the indoor equipment (table 3), the occupancy control of 5 automac block secons can be performed with one indoor unit BO23-UNUR whose MPU module runs the operaonal program BO23-2A2B2C2D4E. Some of these 5 secons can be used for the control of staon secons (e.g. entrance switch point), while the rest of the secons are used for automac block (gure 21).
Figure 21 - Example of 5 neighbouring secons controlled by one indoor unit BO23-UNUR with operaonal program BO232A2B2C2D4E (automac block / staon) 3.1.8.
CONFIGURATION 8 - OCCUPANCY CONTROL OF 6 NEIGHBORING SECTIONS
If the most distant counng point is sll in range of the indoor equipment (table 3), the occupancy control of 6 automac block secons can be performed with one indoor unit BO23-UNUR whose MPU module runs the operaonal program BO23-2A2B2C2D2E3F. Some of these 6 secons can be used for the control of staon secons (e.g. entrance switch point), while the rest of the secons are used for automac block (gure 22).
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Figure 22 - Example of 6 neighbouring secons controlled by one indoor unit BO23-UNUR with operaonal program BO232A2B2C2D2E3F (automac block / staon)
3.1.9.
CONFIGURATION 9 - OCCUPANCY CONTROL OF 3 INDEPENDENT STATION SECTIONS AND ONE BLOCK SECTION BETWEEN STATIONS USING SERIAL RS232 LINK
By preseng the operaonal program BO23-3A-2B-2C-2D, one indoor unit BO23-UNUR can control the occupancy of 3 independent staon secons (secon A with 3, secon B with 2 and secon C with 2 counng points), and simultaneously one block secon between staons (secon D) with 2 counng points using the serial RS232 connecon with neighbouring staon. Schemac diagram of the occupancy control of block secon between staons (secon D) is shown on gure 23.
Figure 23 - Control of the block secon between staons using serial connecon RS232 between indoor units BO23-UNUR with operaonal program BO23-3A-2B-2C-2D
The main goal for using the principle of controlling the block secon between staons is to avoid the wire connecon to the distant counng point when it is out of range of the indoor equipment (in the case of large distance between staons), or if the wire connecon between staons is simply undesirable (e.g. if there is not enough twisted pairs for the whole signalling system), so the bre opc cable is preferred. The closer counng point is in this case connected via 2-wire twisted pair directly to the indoor unit BO23-UNUR (to the terminal of eight counng point, receiving module UP8) as in previous examples. The indoor unit receives informaon from the distant counng point of the block secon via RS232 link between the indoor unit BO23-UNUR in the staon and the indoor unit BO23-UNUR in the neighbouring staon that controls the more distant counng point directly and runs the same operaonal program BO23-3A-2B-2C-2D. This link is on both indoor units connected to MPU LINK connector on the front plate of processing module MPU. Communicaon between two indoor units is performed on the safety principle for closed transmission systems according to EN50159-1. The length of the block secon between staons is limited only by the telecommunicaon parameters of used transmission system (ber opc cable with appropriate converters, type of modem for 2-wire connecon etc.); the secon can be a few dozen of kilometres long.
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3.2.
LEVEL CROSSING APPLICATIONS
3.2.1.
TWO INDEPENDENT SECTIONS WITH OVERLAPPING OVER THE ROAD
Figure 24 - Train detecon with axle counter BO23 for level crossing on single track open line (basic conguraon) – variant with two overlapping secons
The train presence on the complete level crossing area is controlled using two independent secons (gure 24); secon A between counng point 1 and counng point 2, and secon B between counng point 3 and counng point 4. Secons A and B are overlapping over the road. Counng points 1 and 4 are located on calculated distances for switching the level crossing on. Basic state of the train detecon unit on level crossing (axle counter BO23) is as follows:
• Secon A clear, secon B clear (both secons clear). Condion for switching the level crossing on is any of the following: • Occupancy (release of the Track Clear relay on the axle counter BO23) of any of the secons (A or B) –
during the regular train passage from any direcon, or caused by eventual disturbance/failure • Occupancy (release of the Track Clear relay) of both secons simultaneously – caused by disturbance/ failure
• Some other way of switching-on if provided, independently from axle counter (e.g. manually by switch/ pushbuons…), as well as in case of failure detected in the level crossing system. Condion for switching the level crossing o is any of the following: • Occupancy (release of the Track Clear relay and picking of the Track Occupied relay) of both secons (A and B) and clearance (release of the Track Occupied relay and picking of the Track Clear relay) of at least
one secon (A or B) – regular train passages including shunng • Occupancy (release of the Track Clear relay and picking of the Track Occupied relay) of only one secon (A or B) and clearance (release of the Track Occupied relay and picking of the Track Clear relay) of the same secon, in case the other secon is clear all the me – shunng train movement with change in direcon, without crossing the road • Seng both secons into the basic (clear) state using the reset – manual (locally or remotely) or automac
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• Some other way of switching-o if provided, independently from axle counter (e.g. manually by switch/ pushbuons, aer the me-out for automac switch-o …).
3.2.2.
THREE ADJACENT SECTIONS
Figure 25 - Train detecon with axle counter BO23 for level crossing on single track open line (basic conguraon) – variant with 3 adjacent secons
The train presence on the complete level crossing area is controlled using 3 adjacent secons (gure 25). Counng points 1 and 4 are located on calculated distances for switching the level crossing on. Secon B that controls the occupancy of the road area (“island secon“) is minimally 20m long, i.e. must be longer than the greatest distance between two neighbouring axles on the railway vehicles. For the double track open line 3 more secons on the axle counter BO23 (D, E and F) can be used for the other track, i.e. 4 more counng points. There is sll only one indoor unit BO23-UNUR in the level crossing house; only the addional modules (cards) are plugged into it according to the applicaon. One indoor unit BO23-UNUR can control up to 8 counng points, which can be congured on up to 6 secons (see the User Documentaon of BO23). Basic state of the train detecon unit on level crossing (axle counter BO23) is as follows:
• Secon A clear, secon B clear, secon C clear (all 3 secons clear). Condion for switching the level crossing on is any of the following: • Occupancy (release of the Track Clear relay on the axle counter BO23) of secon A or secon C – during
the regular train passage from any direcon or caused by eventual disturbance/failure • Occupancy (release of the Track Clear relay) of secon B or 2 or 3 any of the secons simultaneously – caused by disturbance/failure • Some other way of switching-on if provided, independently from axle counter (e.g. manually by switch/ pushbuons…), as well as in case of failure detected in the level crossing system.
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Condion for switching the level crossing o is any of the following: • Occupancy (release of the Track Clear relay and picking of the Track Occupied relay) of secon B and clearance (release of the Track Occupied relay and picking of the Track Clear relay) of secon B – regular
train passages including shunng • Occupancy (release of the Track Clear relay and picking of the Track Occupied relay) of secon A only or secon C only and clearance (release of the Track Occupied relay and picking of the Track Clear relay) of the same secon, in case the other two secons are clear all the me – shunng train movement with change of direcon, without crossing the road • Seng all 3 secons into the basic (clear) state using the reset – manual (locally or remotely) or automac Some other way of switching-o if provided, independently from axle counter (e.g. manually by switch/push buons, aer the me-out for automac switch-o …).
3.2.3.
TRAIN DETECTION WITH AXLE COUNTER BO23 FOR LEVEL CROSSING WHICH IS SWITCHED-ON FROM ONE DIRECTION BY THE STATION INTERLOCKING (FROM THE STATION)
Figure 26 - Train detecon with axle counter BO23 for level crossing which is switched-on from one direcon by the staon interlocking (from the staon)
Such a conguraon of the axle counter BO23 is used when the level crossing i s switched-on automacally for the train direcon towards the staon and for the train direcon from the staon the level crossing is switched-on by seng the exit train routes on the staon interlocking. This is usually the case when the level crossing is located between the entrance signal and associated distant-signal. Secon B that controls the occupancy of the road area (“island secon“) is minimally 20m long, i.e. must be longer than the greatest distance between two neighbouring axles on the railway vehicles. Basic state of the train detecon unit on level crossing (axle counter BO23) is as follows:
• Secon A clear, secon B clear (both secons clear).
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Condion for switching the level crossing on is any of the following: • Occupancy (release of the Track Clear relay on the axle counter BO23) of secon A – during the regular
train passage or caused by eventual disturbance/failure • Occupancy (release of the Track Clear relay) of secon B or both secons simultaneously – caused by disturbance/failure or possible non-regular train passages from the staon • Some other way of switching-on if provided, independently from axle counter (e.g. manually by switch/ pushbuons…), as well as in case of failure detected in the level crossing system. Condion for switching the level crossing o is any of the following: • Occupancy (release of the Track Clear relay and picking of the Track Occupied relay) of secon B and clearance (release of the Track Occupied relay and picking of the Track Clear relay) of secon B – regular
train passages including shunng • Occupancy (release of the Track Clear relay and picking of the Track Occupied relay) of secon A and clearance (release of the Track Occupied relay and picking of the Track Clear relay) of secon A, in case that secon B is clear all the me – shunng train movement with change of direcon, without crossing the road
• Seng the both secons into the basic (clear) state using the reset – manual (locally or remotely) or automac • Some other way of switching-o if provided, independently from axle counter (e.g. manually by switch/ pushbuons, aer the me-out for automac switch-o …).
3.2.4.
TRAIN DETECTION WITH AXLE COUNTER BO23 FOR LEVEL CROSSING WHICH IS FOR EACH TRAIN DIRECTION SWITCHED-ON BY THE STATION INTERLOCKING
Figure 27 - Train detecon with axle counter BO23 for level crossing which is for each train direcon switched-on by the staon interlocking
Such a conguraon of the axle counter BO23 is used when the level crossing is for each train direcon switched-on by seng the entrance/exit train routes on the staon interlocking. This is usually the case when the level crossing is located between the entrance signal and the entrance switch point. Secon A is actually applied only for automac switching-o the level crossing and it controls the occupancy of the road area (“island secon“); it is minimally 20m www.altpro.com
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long, i.e. must be longer than the greatest distance between two neighbouring axles on the railway vehicles. Basic state of the train detecon unit on level crossing (axle counter BO23) is as follows:
• Secon A clear. Condion for switching the level crossing on (although the primary funcon of the axle counter is in this case
switching-o) is as follows: • Occupancy (release of the Track Clear relay) of the secon A – caused by disturbance/failure or possible non-regular train passages from the staon. Condion for switching the level crossing o is any of the following: • Occupancy (release of the Track Clear relay and picking of the Track Occupied relay) of the secon A and clearance (release of the Track Occupied relay and picking of the Track Clear relay) of the secon A –
regular train passages including shunng • Seng the secon A into the basic (clear) state using the reset – manual (locally or remotely) or automac • Some other way of switching-o if provided, independently from axle counter (e.g. manually by switch/ pushbuons, aer the me-out for automac switch-o …).
3.2.5.
TRAIN DETECTION WITH AXLE COUNTER BO23 FOR LEVEL CROSSING ON A SINGLE TRACK LINE EQUIPPED WITH AUTOMATIC BLOCK
Figure 28 - Train detecon with axle counter BO23 for level crossing on a single track line equipped with automac block
In case the line is equipped with automac block (more than one secon between staons) and dependency between the level crossing and automac block system should be provided, the “switch-on” secon between the switch-on point and the road that has the block signal in direcon towards the level crossing is split on two secons, and the addional counng point is located behind the block signal. In example on gure 28, block signals are located in the level crossing area on both sides regarding the road, so the whole level crossing area is divided into the 5 secons (A…E). This way the level crossing control system can provide the required dependency with automac block system; e.g. if the signal Block 1 (gure 28.) shows the “stop” aspect (red), the level crossing will not switch-on immediately aer occupaon of the secon A, but only aer signal Block 1 changes the aspect to allow the movement or when the secon B occupies too etc.
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3.3.
OCCUPANCY CONTROL IN STATION
Figure 29 - Example of opmal connecon of axle counters BO23 for small staon control
Figure 29 shows an example of a small staon that uses axle counters BO23 for occupancy control of all staon secons, between entry signals on both sides. Such a staon with 11 secons / 14 counng points can be controlled by 3 indoor units BO23-UNUR placed in the relay room of the staon, designated in dierent colours on gure 29, together with related secons controlled by appropriate unit. Each counng point (wheel sensor ZK24-2 with trackside unit VUR) is connected to relay room using only one 2-wire twisted pair, no maer if it belongs to only one secon (terminal counng point) or two neighbouring secons. Further interconnecons of signals from common counng points are made among indoor units in the relay room.
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4.
ORDERING INFORMATION Photo
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Designaon
Part No
Indoor Equipment BO23-UNUR
AP215620
Rail wheel sensor ZK24-2
AP215595
Mounng bracket for sensor
AP215515
Protecon shields for wheel sensor (one pair, le + right) For rail type S49 For rail type UIC60
AP215513 AP215514
Trackside unit VUR
AP215507
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Photo
Designaon
Part No
Protecon tube for sensor cable (6m) + Fastening rings
AP215508 + AP215509
Lightning protecon module ZAG2Z
AP215633
Notebook with diagnosc soware
on inquiry
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