TRAIN DETECTION SYSTEM TDR14

ZK24-2
ZGK

ZK24-2
ZGK

ZK24-2
ZGK

LC TDR14

ALTPRO d.o.o.
D. Golika 63, 10000 Zagreb, CROATIA

Tel.: (+385 1) 3665 200 / 3667 132 Fax.: (+385 1) 3667 121 / 3667 134

E-mail: altpro@altpro.hr Web: http://www.altpro.com

1 DESCRIPTION OF TRAIN DETECTION SYSTEM TDR14

Train detection system TDR14 is based on detection of railway wheels by the wheel sensor ZK24-2, transmission of wheel pulses over the transmission line, and interfacing to the safety relay contact outputs or optocouplers in the indoor unit TDR14-UNUR. The device is applied for switching-on (detector mode of operation UTR), and switching-off (detector mode of operation ITR) the level crossing system (LC), as well as within any other signalling system that requires punctual detection of train. Indoor part TDR14-UNUR of the detection system is performed in small 19 subrack 3U32HP and is capable to control and give outputs of 3 double channel wheel detectors that can be configured in different ways (switch-on / switchoff detectors; unidirectional / bidirectional detectors). Lightning overvoltage protection of the indoor unit TDR14-UNUR is integrated already in the unit as a plug-in card ZUT24. Control logic of all 3 wheel detectors is performed as a microprocessor card MPU-TR with 2-out-of-3 voting system and it contains also the diagnostic memory that can be read-out on PC/laptop over the RS232 port. Up to 3 relay interface cards TR24 can be plugged into one indoor unit for 3 double channel wheel detectors. Outdoor part of each wheel detector consists of the wheel sensor ZK24-2 with two detection channels and the trackside connection box with lightning protection module ZGK.

2 STRUCTURE AND OPERATING PRINCIPLE

Figure 1: Structure of one wheel detector of TDR14 detection system configured as switch-on detector UTR (application on LC)

Wheel sensor ZK24-2 works on a magnetic-inductive principle with electronic evaluation of signal. It consists of two independent sensing systems designated as H and L on figure 1. Sensing systems H and L are galvanically separated from each other and they operate independently, so even only one channel (sensing system H

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or L) of the sensor ZK24-2 can be used, depending on the application. The sensor is delivered with fixed 4-wire cable (6m) and each channel uses 2 wires. Output signal of the wheel detection of each channel is DC current on the same 2-wire twisted pair in one of two discrete states: 16mA or 10mA DC. Wheel sensor ZK24-2 is mounted on the inner side of one rail using the mounting clamp (without drilling the rail), and sensor cable is interconnected on two twisted pairs (or one star quad) of the railway cable in the trackside connection box that contains the 3-stage lightning overvoltage protection module ZGK (figure 2).

Figure 2: Wheel sensor ZK24-2 mounted on the rail using clamp and lightning protection module ZGK in trackside connection box

Indoor unit TDR14-UNUR converts the DC-current signals of the sensor (16mA / 10mA) into the open/closed safety relay contacts, or fast optocoupler pulse outputs (two states of optocoupler transistor: open circuit / saturation). The main DC power supply for the train detection system TDR14 can be doubled (power supply A and/or power supply B, figure 1), and power supplies A and B can be completely galvanically independent, which is often the case in the level crossing systems. Detection channels H and L of one wheel detector are functionally independent, so according to the application even only one detection channel (H or L) of wheel sensor ZK24-2 can be connected to indoor unit TDR14-UNUR. Indoor unit TDR14-UNUR can be delivered as 19 subrack for panel / wall mounting (figure 3), or as 19 subrack for mounting into the 19 rack/cabinet.

Figure 3: Indoor unit TDR14-UNUR in 19 subrack 3U32HP for panel/wall mounting

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3 OUTPUT SIGNALS
There are two basic types of output signals of each detection channel of each wheel detector: safety relay output RH / RL (2 NO and 1 NC potential-free contacts) and wheel pulse optocoupler output PH / PL, together with its complementary version PH* / PL* (figure 1). There is also one additional optocoupler output per detection channel for diagnostic purposes: the wheel detector normal state optocoupler output NRMH / NRML. Each of 3 wheel detectors on the indoor unit TDR14-UNUR can be configured as switch-on (UTR) or switch-off (ITR) wheel detector for LC, and as unidirectional or bidirectional wheel detector by setting the appropriate DIP-switch on the main board (from the rear side of subrack). The main difference between switchon (UTR) and switch-off (ITR) wheel detector is in the basic state of output safety relays; output relays are on the switch-on detector in the basic state picked, and on the switch-off detector output relays are in the basic state released.

3.1

OUTPUT SIGNALS IN BIDIRECTIONAL MODE OF OPERATION

In bidirectional mode of operation output safety relays will change the state during the train passage in each direction over the sensor ZK24-2. Output safety relay of each channel (H and L) has a time delay of 5 seconds after the passage of each axle. This time delay can be changed from the diagnostic software for PC/Windows (over the diagnostic RS232 port) in range 0.1s10s. Pulse optocoupler outputs don't have such a time delay; they overpass the pulse of each axle to the output. However, using the diagnostic software the delay (up to 10s) can be configured also for the pulse optocoupler outputs. The output safety relays will change state with the first train axle passing over the sensor and relays will keep that state during the passage of the whole train over the sensor plus 5s after the passage of the last axle. Typical output signals of one switch-on wheel detector on TDR14 detection system during the passage of the four-axle railway vehicle over the sensor are shown on figure 4 (train movement direction HL) and on figure 5 (train movement direction LH). For the wheel detector configured as switch-off detector (ITR) the relay output signals and pulse optocoupler output signals on figures 4 and 5 are inverted. The wheel detector normal state optocoupler outputs NRMH (for channel H) and NRML (for channel L) are closed (optocoupler transistor saturated) as long as microprocessor unit MPU-TR doesnt detect any error/fault; in case of fault or error in any part of detection channel, optocoupler NRMH / NRML will open its transistor. In regular operation, as a confirmation of error-free state the outputs NRMH / NRML will give a short negative pulse of fixed time 100ms at passage of each train, on the first axle only (figures 4, 5).

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Figure 4: Typical output signals of one bidirectional switch-on wheel detector (UTR) during the passage of four-axle railway vehicle over the sensor ZK24-2 (direction HL)

Figure 5: Typical output signals of one bidirectional switch-on wheel detector (UTR) during the passage of four-axle railway vehicle over the sensor ZK24-2 (direction LH)

TDR14 can also measure the speed of the train passage over any wheel detector and store the information in the diagnostic memory together with other

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diagnostic information like error/disturbance messages, number of axles, direction, date and time of train passage. For external train speed measurement application (in the level crossing system) it is recommended to use pulse optocoupler outputs (PH+, PH- and PL+, PL-).

3.2

OUTPUT SIGNALS IN UNIDIRECTIONAL MODE OF OPERATION

In unidirectional mode of operation output safety relays will change the state during the train passage in only one train movement direction over the sensor ZK242; in the opposite direction of train movement safety relays of both detection channels will remain in the basic state. It is possible to configure exact required direction of each wheel detector operation by the DIP-switch on the main board of indoor unit TDR14-UNUR: direction HL or LH. On figures 6 and 7 there are examples of output signals of one unidirectional switch-on wheel detector configured for direction HL on TDR14 detection system during the passage of the four-axle railway vehicle over the sensor in direction HL (figure 6) and in direction LH (figure 7). During the train passage in direction HL output safety relays will change their state (drop) simultaneously as soon as the movement direction is determined at the first axle, and will return into the basic state (pick-up) 5s after the last axle pulse on each channel H/L (figure 6). During the train passage in direction LH output safety relays of both detection channels will remain in the basic state (figure 7).

Figure 6: Typical output signals of one unidirectional switch-on wheel detector (UTR) configured for direction HL during the passage of 4-axle vehicle over the sensor ZK24-2 in direction HL

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Figure 7: Typical output signals of one unidirectional switch-on (UTR) wheel detector configured for direction HL during the passage of 4-axle vehicle over the sensor ZK24-2 in direction LH

Safety relay outputs on the wheel detector configured as unidirectional are failsafe outputs for SIL4 applications, which means that a single fault on wheel detector cannot cause both relay outputs to fail into the dangerous state; at least one relay output will provide the safety function, even in case of fault. For the unidirectional switch-on wheel detector (UTR) for level crossing this means the following: In case the movement direction determination becomes unreliable, the unidirectional relay outputs will automatically become bidirectional, and will change the state during the train passage. Typical example is when the wheel stops above the sensor coming from any direction; the relay outputs will change the state after max. 1 second although the wheel eventually came from the opposite direction. This is the necessary fail-safe reaction, since the long-term activation of the wheel detection channel can be either caused by the failure or by stopping of the wheel. In case one detection channel (H or L) fails permanently into the basic state or permanently into the active state (caused by the fault), relay output of the other detection channel will automatically become bidirectional and will change the state during the train passage from any direction. Because of those two fail-safe requirements for unidirectional switch-on wheel detector (UTR), the specified speed range for unidirectional operation is 0.5km/h250km/h, i.e. the total speed range can be described as follows: Train speed range 0.5km/h250km/h unidirectional operation Train speed range 00.5km/h bidirectional operation. For the unidirectional switch-off wheel detector (ITR) for level crossing the failsafe reactions are rather different, since it is safer not to switch the LC off in case of failure:

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In case the movement direction determination becomes unreliable, the unidirectional relay outputs of switch-off detector will remain in the basic state (released). If the wheel comes very slowly from any direction and even stops above the sensor, or the detection channel activates because of some failure, the relay outputs will not activate so that the level crossing will not switch-off, which is in this case the safer state. In case one detection channel (H or L) of switch-off detector fails permanently into the basic state or permanently into the active state (caused by the fault), relay output of the other detection channel will remain in the basic state during the passage of every train from any direction (not to switch the LC off). Because of those two fail-safe requirements for unidirectional switch-off wheel detector (ITR), the specified speed range for unidirectional operation is 0.5km/h250km/h, i.e. the total speed range can be described as follows: Train speed range 0.5km/h250km/h unidirectional operation Train speed range 00.5km/h no operation.

4 APPLICATION
The most common application of the train detection system TDR14 is detection of train within the level crossing protection system (LC). Figure 8 shows typical application within LC system with double structure.

Figure 8: Typical application of train detection system TDR14 within level crossing

protection system with double structure

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Wheel detectors on switch-on points of LC on figure 8 can be configured either as bidirectional or unidirectional, depending on the control logic of the LC system. Wheel detector on switch-off point is usually configured as bidirectional when only one double wheel detector is used for switching-off (on only one side of the road). If switch-off double wheel detectors are used on both sides of the road, they can be configured as unidirectional. Train detection system TDR14 is also used as a replacement of old magnetic or mechanical switch-on/off wheel detectors (both bidirectional and unidirectional) for level crossing, that act as a closed/open relay contacts to the LC system. Except the level crossing, the train detection system TDR14 can be applied to any other signalling system that requires punctual detection of train. Since each wheel detector can be configured to operate in unidirectional mode the train detection system TDR14 can also be applied for announcement of incoming train to the station, i.e. warning of the operator that the train is moving in direction towards the station on certain distance from the station, as shown on figure 9.

Figure 9: Application of train detection system TDR14 for announcement of incoming train to the station

Thanks to the unidirectional mode of operation, in only one direction of train movement (HL or LH) light and/or sound signalization in the operators room in the station will activate only when the train is moving in direction towards the station.

5 TECHNICAL SPECIFICATIONS
5.1 RAILWHEEL SENSOR ZK24-2 20V DC to 48V DC 16mA DC 8% 10mA DC 8%

Power supply: Output current of the non-active state (each sensing system): Output current of the active state (each sensing system):

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Side distance of drop-away from the rail detection: Operating temperature range: Relative humidity: Protection against water and dust: Altitude: Vibration and shocks resistance: - Vertical axis: - Transversal axis: - Longitudinal axis: Minimal wheel diameter: Wheel flange height and thickness: Sensor weight (without cable): Weight of the sensor with mounting bracket and cable:

5 to 15mm through the whole temperature range, for all rail types -40C to +80C up to 100% IP68 (sensor ZK24-2); IP65 (trackside connection box with module ZGK) max. 4000m above sea level tested according to EN 50125-3 vibrations 5 2000Hz, 28g r.m.s., shocks 200g / 6ms vibrations 5 2000Hz, 14g r.m.s., shocks 100g / 6ms vibrations 5 2000Hz, 5g r.m.s., shocks 36g / 6ms 300mm according to UIC 510-2 (table 1 and 2) 1.72kg 6.05kg

Table 1: Wheel flange height (according to UIC 510-2)

Wheel diameter Wheel flange height

330mm to 630mm Min. 32mm Max. 36mm

630mm to 760mm Min. 30mm Max. 36mm

>760mm Min. 28mm Max. 36mm

Table 2: Wheel flange thickness (according to UIC 510-2)

Wheel diameter Wheel flange thickness

330mm to 840mm Min. 27.5mm Max. 33mm

>840mm Min. 22mm Max. 33mm

5.2

INDOOR UNIT TDR14-UNUR 11V40V DC max. 20W

Power supply of each channel (A / B): Power dissipation with all of 3 wheel detectors: Internal power supply for each sensing system

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towards the sensor in the basic state: Output relays type:

35V DC 8% safety relay with forcibly guided contacts according to EN 50205, type A 2A DC 150V DC 50mA 75V 1V -30C to +70C up to 100% max. 4000m above sea level 2.5kg 270245133mm 250km/h 220km/h 150km/h screened signalling cable or telecommunication cable

Maximal switching current of the safety relay contacts: Maximal switching voltage of the safety relay contacts: Optocoupler outputs maximal current: Maximal voltage collector-emitter of optocoupler outputs: Maximal saturation voltage of optocoupler outputs: Operating temperature range: Relative humidity: Altitude: Weight (configured for all 3 wheel detectors): Dimensions (wdh, wall mounting version): Maximal train speed: - for wheel diameter >840mm: - for wheel diameter 630 to 840mm: - for wheel diameter <630mm: Transmission cable type:

Number of wires for connection with sensor ZK24-2: 4 wires Number of wires for connection with sensor ZK24-2 if only one channel is used: Maximal loop resistance (one wire resistance 2): 2 wires 1000

Table 3: Max. distance (range) between sensor ZK24-2 and indoor unit TDR14-UNUR

Conductor diameter (mm) Maximal distance (km)

0.8 13.6

0.9 17.8

1.2 31

1.4 43

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6 TRAIN DETECTION SYSTEM TDR14

Photo Designation Part No

TDR14-UNUR
(3 train detection units in the same rack)

AP215570

Railwheel sensor ZK24-2

AP215560

Mounting bracket for sensor

AP215505

Sensor protecting shields (pair)

AP215513 + AP215514

Protecting tube with rings

AP215508 + AP215509

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Photo

Designation

Part No

Lightning protection of sensor with mounting housing ZGK

AP215591

Notebook with diagnostic software

on inquiry

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