CONTENTS

1. Acknowledgement 2. SIGNALLING: i. Universal Axle Counter (a) Introduction (b) Flow chart of manufacturing (c) Principle of working (d) Brief description (e) Specifications ii. iii. iv. v. Description of various modules of Axle Counter System Colour Light Signal (CLS) Relay Section Block Section

3. TELECOM: i. OFC(splicing) ii. Wireless Section iii. Track Feed Battery Charger

UNIVERSAL AXLE COUNTER

INTRODUCTION
Axle counters were developed as a substitute for track circuiting. Initially axle counters were imported from Germany to gain experience and to evaluate their suitability for adoption on Indian Railways. Having gained acceptability for introduction on a wide scale on Indian Railways, it was considered to take up indigenous development of axle counters, which was taken up in collaboration with IIT, Delhi and DOE. Two models of axle counters known as single entry/exit axle counter and multi entry/exit axle counters emerged and after extensive laboratory and field trails under various conditions, the design was finalized and commercialized through private sector as well as public sector. An axle counter is an electronic device used to detect presence (passage) of a train on a nominated portion of track, thus ensures safety in train operations. This can also be used for automatic signalling and block working. It is a device on a railway that detects the passing of a train in lieu of the more common track circuit. A counting head (or 'detection point') is installed at each end of the section, and as each axle passes the head at the start of the section, counter increments. A detection point comprises two independent sensors, therefore the device can detect the direction of a train by the order in which the sensors are passed. As the train passes a similar counting head at the end of the section, the counter decrements. If the net count is evaluated as zero, the section is presumed to be clear for a second train. This is carried out by safety critical computers called 'evaluators' which are centrally located, with the detection points located at the required sites in the field. The detection points are either connected to the evaluator via dedicated copper cable or via a telecommunications transmission system. This allows the detection points to be located significant distances from the evaluator. This is useful when using centralised interlocking equipment but less so when signalling equipment is distributed at the lineside in equipment cabinets. Axle Counter detects the presence of a train in any specified track section replacing the existing DC track circuiting more advantageously for monitoring the complete track section. The track section can be platform, point zone, yard and block section. The system is highly reliable, easy to install and fail safe. Electronic Junction Boxes at track side generate barrier signal of 5KHz which are fed to the Rail Mounted TX & RX Coils at Entry and Exit detection points of section independently. When each wheel of the train passes over the detection point, the carrier signal is modulated in the RX Coils. The modulated signal is sent over a cable to the Axle Counter. These signals are demodulated and processed in the evaluator of the Axle Counter to generate "In Counts" and "Out Counts. The evaluator compares "In and Out Counts" and

drives two relays called EVR and SUPR, in case of count equality at supervisory levels becoming normal respectively. The track section is shown as "Clear" when both relays are picked up. Otherwise track section is shown as "Occupied. The supervisory relay is driven only when all the functions of supervisory circuits are working normal for each train movement. This ensures fail safety. Based on the feedback from field, a new axle counter has been developed by RDSO, known as UNIVERSAL AXLE COUNTER.

NEED FOR AXLE COUNTERS:

The track circuits are considered as the vital components of signaling system to achieve safety of train operations. Various Accident Enquiry Committees have recommended to bring more and more tracks under track circuiting to safeguard against reception of trains on occupied lines. The track circuiting could not achieve desired progress due to virtual scarcity of wooden sleepers, prohibitive cost and environmental consciousness in the country and the world at large. Availability of concrete sleepers have solved the problem to some extent but track circuiting on loop lines, points and crossings still suffers for want of adequate supply and insertion of concrete sleepers.

ADVANTAGES:
The advantages of Axle Counter over a conventional track circuit are: (i) 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. (ii) An Axle Counter System can cover a very long section of upto 15 km as compared to 750 mtrs. of maximum length of operation of conventional track circuit. (iii) It does not get affected either by flooding of track or poor maintenance of tracks unlike track circuits, which is highly susceptible to these conditions. (iv) It does not require insulating joints, thus, rails can be continuously welded. This reduces track maintenance cost, lower wear and tear of tracks and vehicles and to increase traveling comfort.

APPLICATIONS:
Axle counters are finding more and more uses on modern safety signaling systems in the railways. These are being used presently for the following applications: (i) (ii) (iii) (iv) (v) Monitoring of berthing tracks in station areas and yards. Monitoring of point zones in station areas and yards. Automatic signaling systems. Block section monitoring (between stations) through axle counters using multiplexers with cable or radio communication (18 GHz). Level crossing warning system.

Description:
It is an electronic device consisting of:1. A set of Track inductors fitted at the entrance of a track which counts in the number of axle passing over them. 2. Another set of track inductors fitted at the exit of the track which counts out the number of axles passing over them. 3. An evaluator which registers counts in and counts out and clear the line, if two are equal and shows occupied if two counts are different. 4. The principle of counting axles is: a) The magnetic flux generates 5 KHz, current flowing in transmitting coil induces voltage in the receiver coil. The coils are fixed opposite to each other on either side of running rail. When a wheel passes between these 2 coils, the magnetic flux path gets distributed and the induced voltage in the receiver coil is substantially reduced. (dip)

FLOW CHART FOR MANUFACTURING OF AXLE COUNTER

Fabrication Raw Materials PCB
CABINET FABRICATION

Electronic Components
COMPONENT MOUNTING

INSPECTION INSPECTION

Rejected

Accepted

Rejected

Accepted

WAVE SOLDERING PAINTING

Mechanical Components
MECHANICAL FITTING REWORK STATION

CLEANING

INSPECTION

Rejected

CABINET WIRING

Accepted
CARD TESTING

LACQUERING

SYSTEM INTEGRATION

SYSTEM TESTING

INSPECTION

SHIPMENT

PRINCIPLE OF OPERATION
Signal aspect for train movement is controlled based on clear or occupied status of the track section. If a train occupies the track section, signal at the entry point of the section is made RED and the next train is stopped from entering into the section. When the track section is clear the signal is made GREEN and the train is allowed to proceed into the section. The clear or occupied condition of the track section is decided by Axle Counter by counting the number of axles of train at entry and exit points of the section. The axle counter compares the IN and OUT counts and in case of count equality TRACK CLEAR signal is given. In all other conditions TRACK OCCUPIED signal is given.

Signal

Signal

R1

R2

Railway Track

R3 T3 Exit Point

R4 T4

T1 T2 Entry Point

Track Section

EJB 1

EJB 2

Signal Control Relay Output

Cable Cable

EVALUATOR

BLOCK DIAGRAM OF AXLE COUNTER INSTALLATION

BRIEF DESCRIPTION
The Axle Counter is an electronic device and the complete system consists of: (i) (ii) Track mounting and trackside equipment. Transmission media between trackside equipment and central evaluator. Central evaluator with EV relays and SUP relays as its output. Reset box. Line verification box.

(iii) (iv) (v)

Track mountings and track side equipments: The track mounting equipment consists of a pair of transmitter and receiver coils housed in specially designed housings, which are fixed to flange of a rail section by means of suitable rail clamps using bolts and nuts. Each detection point has two sets of such tracks devices mounted on same rail with a fixed stagger between them. The two transmitter coils of a detection point are connected in series to 5 kHz oscillators housed in electronic junction box which is installed in a location box by the side of the track. The output of two receiver coils of a detection point serve as inputs to two receivers amplifiers housed in the same electronic junction box through cables which are part of the track mounting equipment. Electronic junction box is powered by 24 V DC supply. Transmission media between trackside equipment and central evaluator: The connection between trackside equipment and central evaluator is made using balanced twin twisted quad cables of specification IRS: TC/41/90. The output of electronic junction box and input of central evaluator are matched for an impedance of about 180 ohms at 5 kHz. There is attenuation of signal from electronic junction box to central evaluator, which limits the length of the cable. Other media such as optic fiber and wireless system may also be used in place of cable by incorporating appropriate interfacing equipment at transmitting and receiving ends.

Central evaluator with EV relay and SUP relay as its output: The signals received from electronic junction boxes are processed in the central evaluator first by analog circuits and then by digital circuits to produce suitable output in terms of picking up or dropping of EV and SUP relays. The Dips generated by wheels as they pass over the track devices installed at detection points, after they get processed, generate count pulses in a fail safe manner. These pulses are identified as IN COUNTS or OUT COUNTS depending on the direction of movement of vehicles over the monitored section. The counts are also displayed through the 7-segment display on the front panel of the evaluator. The display unit is useful in fault localization and initial and periodical adjustments. The evaluator is provided with its own power supply unit known as DC DC converter mounted in the same rack and requires 24 V DC supply for its operation. The output of the EV and SUP relays is used to indicate TRACK CLEARED or TRACK OCCUPIED conditions. Reset Box: This equipment is installed in the station masters room to enable resetting of central evaluator in case of failure of system after observing prescribed procedure. The reset unit consists of a RESET key (which gets actuated after inserting, turning and pressing), the counter and 3 LED indications (Red, Yellow and Green). This unit requires 24 V DC supply for its operation. This unit functions in conjunction with the line verification box. Line Verification Box: This box is required to be kept near monitored track portion outside Station Masters (SM) office for achieving co-operative feature. This is a box consisting of a lock with a key fixed inside. The lock gets actuated only when the key is inserted, turned and pressed. Whenever there is a failure of axle counter, SM will depute his ASM/Switchman to verify whether the track section controlled by axle counter is clear or not. ASM/Switchman after verification of the track, if found clear, will report to SM who in turn will handover the key of line verification box for operation.

TYPE OF SYSTEMS:
There are four types of system used in the Indian Railways. They are named below: (i) (ii) (iii) (iv) One Device (1-D) System. Two Device (2-D) System. Three Device (3-D) System. Four Device (4-D) System.

1-D System: In this system, there is a common detection point at entry and exit point of monitored section. This system is useful for monitoring the berthing track of terminal yard. A train after passing the detection point generates pulses equal to axles in it and these pulses are counted and stored by the evaluator as IN COUNTS. At the time of exit of train, the same detection point will be encountered and it generates the same number of pulses as that during the entry. These pulses are counted and recorded as OUT COUNTS by the evaluator. When the IN COUNTS and OUT COUNTS are equal, the system gives a Track clear indication, otherwise it gives the Track occupied indication. 2-D System: The principle of working of this system is similar to 1-D System except that in this system there are two detection points, one at each end of the monitored section. This system is useful for providing track circuiting on berthing track. 3-D System: In this system, there are three detection points. The principle of working of this system is similar to 2-D system. This system is useful for providing track circuitry on points, crossings and sidings. 4-D System: In this system, there are four detection points. The principle of working of this system is similar to 2-D system. The system is useful for providing track circuiting on branch lines, sidings and points and diamond crossings.

The design of 4-D system is such that it can be converted into a 2-D system or a 3-D system and viceversa.

SPECIFICATIONS
Universal Axle Counter System mainly comprises of following equipments : 1. Rack, ACS-55/56/57 -- (Common type for all models) 1 No. 2. Evaluator -- EV 542 / 543 / 544 1 No. th 3. DC-DC converter -- (inside Evaluator only as 10 Card) 1 No. 4. Electronic Junction -- for 2D system (ACS-55-2D) box , JB-533 -- for 3D system (ACS-56-3D) -- for 4D system (ACS-57-4D) 4 Nos. 5. Reset box 6. Track Device Assembly TR 556 -- RB 257B -- for a 2D system (ACS-55-2D) -- for a 3D system (ACS-56-3D) -- for a 4D system (ACS-57-4D) 2 Nos. 3 Nos.

1 No. 2 Nos. 3 Nos. 4 Nos. 1 No.

7. Line verification box -- LV 261

PARAMETER
1. No. of Detection Points ACS-55 / 56 / 57 2. Maximum Train Speed 3. Counting Capacity

SPECIFICATIONS
2/3/4 200 kmph 1023

4. Max. Line Attenuation (over cable) 20 dB 5. Signal Input (5 KHz) sinusoidal Min. 150 mv.rms Max. 1500 mv.rms 6. Relay Drive Voltage for 1000 ohm Shelf type 4F / 4B relay or Q Style > 10 V Plug in Relay 1000 ohm, 4F / 4B

Power Requirement :
Powers required by various units are as follows : DC DC Converter 24 V (-10% to +20%) Evaluator 24 V (21.6 28.8 V DC) Junction Box 24 V (21.6 28.8 V DC) Reset Box 24 V (21.6 28.8 V DC) pressed) 1.5 Amp max.

1.5 Amps

< 250 mA

500 mA (only when reset key is

Environmental Conditions :
Relative Humidity Non Condensing Temperature range : Universal Evaluator Junction Box & Track Devices 95 % - 98%

0 to + 60 C 0 to + 70 C

PHYSICAL CHARACTERISTICS:
The approximate dimensions and weights of various units of Universal Counter are given as follows: Axle

Name of UNIT
SINGLE RACK DOUBLE

WIDTH DEPTH HEIGHT WEIGHT (mm) (mm) (mm) (kg)

570 600 482 208 255 515 650 650 439 280 175 330 1065 1460 310 170 115 170 70 100 21 5 2.3 15

EVALUATOR JUNCTION BOX RESET BOX TRACK DEVICE ASSEMBLY LINE VERIFICATION BOX

150

135

80

1.20

Colour:
The rack is painted in a combination of light and dark grey colours. Evaluator, Junction box and Reset box are also painted in the same colour combination. The track devices are painted in black colour.

IDENTIFICATION :
Rack : The identification label of the rack is put at the left hand top on the front side of the rack with inscription. a) For a 2D system Universal axle Counter, ACS 55 with EV 542 Evaluator. b) For a 3D Universal Axle Counter System, ACS 56 with EV 543 Evaluator. c) For a 4D Universal Axle Counter System, ACS 57 with EV - 544 Evaluator. The serial no. label is mounted on the right hand top side of the rack at the back. Evaluator : The label Evaluator, EV - 542, EV - 543 or EV - 544, for a 2D, 3D or a 4D system respectively is marked on the front side of the evaluator. The serial no. label is on the back side. Junction Box : On the top (front) of the Junction Box the label JUNCTION BOX, (JB-533) given whiles the serial no. label is on the back plate. Reset Box: The label RB 257B is given on the front side. The Sr. No. label is on the back side.

Line Verification Box: The label LINE VERIFICATION BOX, LV - 261 is put on the front side and the Sr. No. label is on the right side cover.

Track Devices: Labels indicating the Tx and Rx coil of the Track Devices are given on each track transducer. DC DC Converter: It is the 10th Card Module inside the Evaluator and it is marked as POWER SUPPLY.

DESCRIPTION OF VARIOUS MODULES OF AXLE COUNTER SYSTEM:

1. EVALUATOR:
The Evaluator consists of 10 PCB modules. The interconnections between the various PCB cards are made with the help of a motherboard. The polarization arrangement (to avoid wrong insertion of modules) is provided on the aluminum modular sheets in each. Hence it is important to ensure correct fitting of modular shield in each card. In the Universal Axle Counter System manufactured by Central Electronics Limited, relevant card number has been number punched for easy identification to ensure correct fitting of modular shields. A brief description of each P.C. assembly is given below.

(a) Attenuator/Amplifier & Rectifier Card (Card no. 1):

This is a double sided PCB (Size: 225mm X 275mm). It contains four identical channels , each comprising of a 5 kHz high pass filter , a line matching transformer, attenuator pads, a two stage amplifier and a full wave rectifier. The output of each channel can be set precisely by means of a lockable shaft potentiometer mounted at the front end of the PCB module. Typical output is 300 mv (P-P) or 105-mv rms.

(b) Attenuator/Amplifier & Rectifier Card (Card no. 2):

This is a double sided PCB (Size: 225mm X 275mm). It contains four identical channels , each comprising of a 5 kHz high pass filter , a line matching transformer, attenuator pads, a two stage amplifier and a full wave rectifier. The output of each channel can be set precisely by means of a lockable shaft potentiometer mounted at the front end of the PCB module. Typical output is 300 mv (P-P) or 105-mv rms. For 1D and 2D Systems, there will be one such card (Card no. 1) while for 3D and 4D Systems, the evaluator will have two nos. of such cards (Card nos. 1 & 2).

(c)Pulse Shaper Card (Card no. 3):

This is a double sided PCB (Size: 225mm X 275mm). It contains four identical channels, each consisting of a low pass filter, a Schmitt trigger, an impulse time filter and a 10 V to 5 V level converter. The outputs of these channels are TTL compatible. In addition to above, each channel comprises of a Trolley Suppression Circuit.

(d) Pulse Shaper Card (Card no. 4):

This is a double sided PCB (Size: 225mm X 275mm). It contains four identical channels, each consisting of a low pass filter, a Schmitt trigger, an impulse time filter and a 10 V to 5 V level converter. The outputs of these channels are TTL compatible. In addition to above, each channel comprises of a Trolley Suppression Circuit. For 1D and 2D Systems, there will be one such card (Card no. 3) while for 3D and 4D Systems, the evaluator will have two nos. of such cards (Card nos. 3 & 4).

(e)Logic I (Card no. 5):

This is a double sided PCB (Size: 225mm X 275mm). This card generates IN COUNTS and OUT COUNTS, depending upon the direction of the train movement, due to the dips caused form the track transducers E, F, G, H. In addition to main count pulses, duplicate incount and outcount pulses are also generated here for supervision purpose. The IN COUNT, OUT COUNT, Duplicate In count and Duplicate Out count pulses are fed separately to different combiner gates housed in card 6 (Logic II) and thereafter fed to the counter card (Card 7) for further processing. As E, F, G, H channel inputs are used only in case of 3D or 4D Systems, card 5 will be used only with the 3D and 4D Evaluators.

(f) Logic II (Card no. 6):

This is also a double sided PCB (Size: 225mm X 275mm). This card houses the logic circuitry to generate IN COUNTS, OUT COUNTS, DUPLICATE IN COUNTS and DUPLICATE OUT COUNTS due to the dips caused from channel inputs from the track detection points A, B, C and D. It also has combiner gates, which combine the count pulses generated from all the detection points AB, CD, EF and GH. The outputs of these gates are fed to the counter card (Card no. 7) for counting and counts supervision.

Card 6 also has an INTERROGATOR circuit. This generates four clock pulse trains. All these four pulse trains are staggered in phase, with each of these pulse trains having a phase difference of 25 secs. As compared to the subsequent one. The interrogator ensures that even if more than one incount or more than one outcount are fed simultaneously from different detection point, the final count pulses fed to the counter card get staggered and thus counts are not missed. In addition to above, this PCB also houses the IN/OUT supervision circuits, both counter checking each other. In case of any malfunction the system latches to failure condition. This card also houses the 1 st outcount inhibit circuit which ensures latching up of the system in the event of 1 st count getting registered being an OUT COUNT instead of an IN COUNT. It consists of following features: 1. Low proving channel circuit: If one channel is kept low and the complementary channel is made pulsating, in counts can be registered and EVR and SUPR will drop. If out counts are made equal to in counts, EVR will pick up but SUPR will remain in drop condition. 2. Preparatory reset circuitry: After resetting both in counts and out counts readings become zero. Only EVR will pick up, SUPR will remain in drop condition. When pilot train will pass and equal in counts and out counts are registered, SUPR will pick up. 3. One out count proving before reset with hard reset option: The system will get reset only when last registered count is an out count. Eleven leds are also added to display the status of various signals as under:a) IOS 2 b) IOS 1 c) Clock 04 d) Clock 03 e) Clock 02 f) Clock 01 g) Duplicate out count h) Duplicate in count i) Out count j) In count

(g) Counter Comparator (Card no.7):

This is a double sided PCB (Size: 225mm X 275mm). This card houses two 10 stage digital counters. One for counting the IN COUNTS and the other for OUT COUNTS. It also has count super- vision circuits, both for in counts as well as the out counts, to check the integrity of the counters. In addition, there are two comparators; one being a duplicate of the other, to compare the counts from the two counters the IN COUNTER and the OUT COUNTER. The outputs of the comparators are further compared with EX-OR chain to ensure integrity of the comparators. (h) General Supervision Card (Card no. 8) : This is a double sided PCB (Size: 225mm X 275mm). It following evaluator circuits : houses the

(i) Comparator Supervision. (ii) A series of monoshots forming a chain for static supervision i.e. to prove the effectiveness of a number of DC levels of the system and a few ground points. (iii) Pulse Shaper (Card no. 3 and 4) supervision for all the eight channels. (iv) Failure Supervision. (j) Relay Driver (Card no. 9) : This is a double sided PCB (Size: 225mm X 275mm) and it houses the following circuits : (i) Level detector circuits for all the 8 channel inputs to ensure the presence of proper channel input levels. (ii) The VOLTAGE MONITOR, which serves as, a WATCH DOG for the +5V power supply to the Evaluator. (iii) Relay driver outputs for driving the EV relay and the supervisory relay.

(k) Counts Display Card : This is a double sided PCB (Size: 225mm X 275mm) containing four seven segment LEDs for IN COUNTS and four seven segment LEDs for OUT COUNTS and it can count upto 1023 counts in both the display. This card is mounted on front panel of evaluator and counts are recorded in decimal system.

(l) EV & SUP Relay Indication LEDs : The output of the Evaluator is used to drive two 12 Volts DC, 4F/4B shelf type relays or 12 Volts DC, Q-style 4F/4B plug-in relays which are used to indicate the track clear or track occupied indications to control signal aspects. Two 10 mm dia. LEDs (Green and Red) have been provided in the front side of the Axle Counter Rack in a metallic strip for locally displaying the position of the above relays. These LEDs have to be suitably wired at the time of installation as per requirements from the terminal strip connections provided at the rear side of the Axle Counter Rack.

(m) Mother Board : This is a double sided PCB (Size: 420 mm X 260 mm) mounted at the back of the Evaluator. The PCB is mounted at right angles to the other 10 PC Cards and serves the purpose of providing various interconnections between them. The female parts of the Euro Connectors are mounted on this PCB and corresponding male parts which are mounted on the PCBs (Cards 1 to 10) mate with them when the card modules are inserted in the unit. The mother board also provides access, through MS Couplers, to feed various inputs like channel inputs from the tracks, power supply and trolley protection and to feed outputs to the EV and the Supervisory Relays kept in the rack. (n) Reset Relay : This is mounted at the back of the Evaluator on the motherboard. A 67DP24-4C3 OEN Relay is mounted on this PCB with a mounting socket. This Relay resets the System whenever required to do so.

Wheel dip
When a wheel passes between Tx and Rx coils, the magnetic flux path gets distributed and induced voltage in the Rx coil reduces substantially. The drop in the Rx coil output under the influence of wheel, rail profile, type of sleepers and orientation of wheel in relation to transmitter and receiver coils.

Inadequate wheel dip:

In this type the signal does not fall fully, the axle counter system may miss some counts. Hence it is undesirable.

Predominant double dip:

Where the signal falls to min. but as the wheels move further toward the centre line of the track devices, the signal level rises again falls to min. second time and then rises as the wheel moves further away from the track device. This type of dip may cause extra counts.

Sharp single dip:

In this, the signal level falls to min. only when the wheel is over the centre line of the track devices. In this position the system will count correctly.

ELECTRONIC JUNCTION BOX (EJB):

The Electronic Junction Box houses PCB modules which are interconnected through motherboard. All the incoming / outgoing signals are terminated on the MS Couplers (7 pin) mounted at the back of the junction box. Two types of outputs are available from the EJB. The output of the EJB is sent to the Evaluator either through a 4 wire or a 2-wire system. (a) 4-Wire System : In a 4-Wire System, two pairs of under ground cable are required to send transition signal to evaluator for counting the dips. In this system there are three PCBs consisting of common oscillator feeding to two transmitter coils in series and two number of receiver amplifiers, one for each receiver coil. The sequence of cards is, regulator and oscillator in first position, first amplifier in 2nd position and second amplifier in the 3rd position from left to right. Detail of individual cards : CARD No. 1 : Regulator / Oscillator Card. (Size : 200 mm X 110 mm) This is a single sided PCB (size : 200mm X 110 mm), which generates 5 KHz 20 Hz sinusoidal signal which is fed to the transmitter coils in series. The output voltage is 60 V 10% (rms) and current supplied is 420 mA 10% in the coils in series. CARD No. 2 : Receiver Amplifier-1. (Size : 200 mm X 110 mm) This is a single sided PCB of size same as that of card 1 and it rejects any noise over riding in the signal by means of a two stage tuned amplifier. The output of the receiver coil (1) is fed to the input of the amplifier. The output of the amplifier is connected to the Evaluator and voltage is more than 1.2 V (rms).

CARD No. 3 : Receiver Amplifier-2. (Size : 200 mm X 110 mm) This card is exactly similar to card no. 2 and is used for receiver coil(2). (b) 2-Wire System : In 2-wire system, a 4th card is inserted in the EJB, which converts the frequency of the second receiver amplifier signal to 3.5 KHz with the use of converters. Thus, 2-wire system is having output on 2-wire and consists of 4 cards, namely the regulator / oscillator card, the receiver amplifier card-1, the receiver amplifier card-2 and 4W / 2W card. This is used in block working at Advance starters only. The sequence of cards is : (i) (ii) (iii) (iv) Regulator / Oscillator Card. Receiver Amplifier Card-1. Receiver Amplifier Card-2. 4W / 2W Converter Card.

Test setup:
Install a test setup consisting of two sets of standard transmitter and receiver coils fixed on 90P/52kg/60kg rails and terminates the transmitter and receiver coil cables to the terminal board. Connect EJB to be tested to the terminal board through MS couplers, connect variable DC power supply to the EJB supply point and test the cards as given below

Regulator DC output voltage:

Connect both the transmitter coils in series and feed 24V DC to the EJB. Check the output on the test terminal provided on the card. It should be between 17.8V 18.2V varying the DC input supply from 21.6V 28.8V, the output voltage should remain constant.

Oscillator:
Measure the oscillator frequency, oscillator output voltage and circulating current in the transmitter coils connected in series at the output of oscillator on terminal board.

Tripping voltage:
Record the input DC level at which the oscillator output trips when the DC voltage is applied at test points on the oscillator card directly to oscillator card Install a test setup consisting of two sets of standard Transmitter and Receiver coils fixed on 52kg or 60kg rails and terminate the transmitter and receiver coils cables to the terminal board. Connect EJB to be tested to the terminal board through M.S. couplers

Testing of card 2 and 3 (Receiver Amplifier) Tuned Frequency test

Disconnect the receiver amplifier cards connection on terminal board. Feed signal from function generator with sine wave at input of card 2 (amplifier 1) with 180 ohms resistance connected to output terminal of amplifier card. Vary the frequency and note the frequency at which the output is maximum. This is the tuned frequency. Adjust the frequency on either side of tuned frequency at which output falls to 0.707 of the value at tuned frequency (3dB value).

Test for saturation value

Vary the input signal through function generator at input of receiver amplitude and measure the input (5 KHz) signal at which the maximum output is achieved with no saturation at the matter of the second stage amplifier supply at 21.6V DC.

Gain test
Feed the input of 3V (p p), 5 KHz to the amplifier cards and measure the output of receiver amplifiers

Current drain
Check and record the DC current drain of the junction box at 28.8V DC supply voltage The output of EJB acts as input to the Evaluator Box.

EJB Working Test:

Serial DC input to card Regulated DC output No. 1 2 3 (V) 21.6 24 28.8 (17.8V to 18.2V) 17.96 17.95 17.94

Serial Current Drain at DC No. 1 28.8V DC

Limits

Actual Measured Value

Junction Box with 3 cards <250mA 164mA

Serial Parameters No. 1 2 3 Oscillator Frequency

Limits

Measured

4980 5020Hz 4996Hz 62.1V 411.2mA

Oscillator o/p voltage 54V 66V Circulating Current 390 450mA

Serial Parameter No. 1

Limits

Measured

Tripping voltage 18.5 20.5V 19.5V

Serial Parameters No. 1 2 3

Limits (Hz)

Card 2 Card 3

Tuned frequency 4950 5050 5005 LF(0.707 * o/p) HF(0.707 * o/p) 4000 4500 4269 5500 5900 5763

5004 4266 5813

2. RESET BOX :
This box houses one 12 way PIRI terminal strip for terminating IN / OUT signals. The indication LEDs of the reset box are fitted in LED holders and projected to the front for indication. Green and Red indications are given for track clear and track occupied conditions. The Yellow LED indicates cooperative permission for resetting the Axle Counter.

3. TRACK DEVICE ASSEMBLY :

The Single Rail Track Device Assembly consists of two transmitter and two receiver coils assembly, which are fitted with suitable mounting arrangements on the rail camp, which in turn is fitted to the rails. The two transmitter coils at each of the detection point are fed in series by a 5 KHz sinusoidal signal from the junction box, which forms an electromagnetic field across the receiver coils. The receiver coil in turn generates induced voltage. The induced voltage drops to a minimum whenever there is an axle between the transmitter and the receiver coils.

(a) Track Device Transmitter : The transmitter coil is placed in a FRP housing and it is potted in place by m-seal compound. It is fixed on the rail clamp on the outer side of the rail. Each transmitter coil will be provided with a 10 meter, 24 / 0.2 PVC cable.

(b) Track Device Receiver: The receiver coil is housed in a composite aluminium fiber glass housing and is potted in place by the means of an m-seal compound. The receiver housing is fixed on the base clamp on the inner side of the rail. Each receiver coil will be powered with a 10 meter, 24 / 0.2 PVC cable.

4. POWER SUPPLY:
The Power Supply, to the Evaluator is fed by a DCDC Convertor. The various output voltage of the DCDC Convertor are as follows :

+ 5 V@ 5Amp. with 0.1% line & load regulation. + 5 V@ 5Amp. with 0.1% line & load regulation. + 10 V isolated @500 mA. The DC-DC Convertor in turn derives its power from a + 24 V dc source i.e. a battery bank. The Junction Box (JB - 531) and the Reset Box (RB 257B) are also powered from + 24 V dc battery bank.

PRODUCTION TESTING & TEST PROCEDURE:

The semi conductor devices like diodes and transistors used are of high reliability type. The other vital components like ICs mostly are the commercial grade ICs which will undergo burn in at 60C with dc power ON for 72 hours. This will eliminate the failure of critical components after the assembly of the PCB.

WAVE SOLDERING:
All the PCBs assembly will be wave soldered for good reliability and also coated with lacquer to withstand climatic conditions.

INSPECTION:
Each unit will be examined for proper workmanship, fitness, finish and proper markings. Also each unit will be tested thoroughly as per the test schedules mentioned in the test report before the final shipment.

SPECIAL FEATURES
The Universal Axle Counter has the following special features : PCB LAYOUT : Better PCB layouts to have supply feeding and decoupling for better noise immunity. MOTHER BOARD: The use of mother board gives extra noise immunity as compared to back panel wiring. RACK: The Evaluator is housed in a rack fabricated out of M.S. sheet. This gives good noise immunity against electromagnetic interference. SHIELDING: The Rack is well shielded for better noise immunity. All the metallic frames of the rack are interconnected to the main frame by means of 34 / 0.3 wire. Shielded cables will be used in system, shield of which is connected to the back panel of the Evaluator. CARD INSERTION: Each Card along with a module is guided separately. CARD MODULES: Each Card is provided with a module along with the identification label.

CARD POLARISATION:
Polarizing holes on the card modules and guiding pins from the Mother Board side are used to provide card polarization to ensure correct card slotting. MODULE TIGHTENING SCREWS AND CARD HANDLES : Module tightening screws are provided to fix the cards along with the module in the unit smoothly. By loosening, the cards can be removed from the unit. Two card handles are provided on each module. The modules can be taken out with the help of these handles. COUNTS DISPLAY : The Counts display is given on a PCB and mounted on the front panel inside and is viewed through display viewing plate at the front panel of the Evaluator. EVALUATOR MARKINGS : In each unit input /output labels, the supply, channel markings and trolley protection A / B, C / D are marked.

Colour Light Signal

The introduction of electric light bulbs made it possible to produce colour light signals which were bright enough to be seen during daylight, starting in 1904. These at first were "short range" signals, used in low speed applications. Improvements in signal glassware by Dr. Churchill of Cornell University in conjunction with Corning Glass Works (Corning, New York) increased the daylight viewing range to that of "medium range" signals. These were quickly adopted by many U.S. rapid transit and trolley (street, light) railway systems. Ultimately, by 1913, Dr. Churchill developed the "doublet lens" combination wherein an outer clear Fresnel lens was sealed with inwards facing ribs to an inner glass of the desired colour with ribs facing the outer lens. Both inner and outer exposed surfaces were therefore smooth, avoiding dirt accumulation. The inner lens convexity permitted a 35 watt, 10 volt lamp filament to be almost surrounded by this system, gathering much more of the light produced than with previous systems. This yielded the first true "Long Range" daylight signal with a range of over 2,500 feet (760 m) under bright sun conditions. The first application was by the Chicago, Milwaukee, St. Paul and Pacific Railroad's use of the US&S "Style L" colour light signal on their line through the Pacific Northwest in 1914. These were intentionally fitted from the start with two lamps one ahead of the other, the circuitry so arranged that failure of the main lamp caused the lighting the back-up lamp to assure the most restrictive indication always being illuminated. The final improvement came in the early 1920s with Corning's "High Transmission" glass colours increasing this range to 3,500 feet (1,100 m) under bright sun conditions. The results were that in the U.S., all semaphore manufacturing had ceased by 1944, having been completely replaced with light signals of one type or another. The signal head is the portion of a colour light signal which displays the aspects. To display a larger number of indications, a single signal might have multiple signal heads. Some systems used a single head coupled with auxiliary lights to modify the basic aspect. Colour light signals come in two forms; both were developed in the first quarter of the 20th century in the U.S. The most prevalent form is the multi-unittype, with separate lights and lenses for each colour, in the manner of a traffic light. Hoods and shields are generally provided to shade the lights from sunlight which could cause false indications; coloured Fresnel lenses are used to focus the beam, though reflectors are often not used, to prevent false indications from reflected sunlight. The lights may be mounted vertically or in a triangle; usually green is on top and red at the bottom. Signals with more than three aspects to display generally have multiple heads to display combinations of colours.

Mechanism of a searchlight signal made by Union Switch & Signal, with the lamp and reflector removed to expose the coloured roundels Searchlight signals were the most often used signal type in the U.S. [citation needed] until recently, although these have become less popular due to vandalism. In these, a single incandescent light bulb is used in each head, and either an A.C. or D.C. relay mechanism is used to move a coloured spectacle (or "roundel") in front of the lamp. In this manner, gravity (fail safe) returns the red roundel into the lamp's optical path. In effect, this mechanism is very similar to the colour light signal that is included in an electrically operated semaphore signal, except that the omission of the semaphore arm allows the roundels to be miniaturized and enclosed in a weatherproof housing. An elliptical reflector focuses the lamp through the roundel a small lens and then a larger single or compound lensing arrangement is employed.[2] The Hall Signal Company first produced this type of signal in 1920, having purchased the patent rights from one Mr. Blake in 1918. US&S bought the Hall Company in 1925 thus naming this signal the Style "H," with the later compound lens version (introduced in 1932) referred to as the Style "H-2." The General Railway Signal Company's versions were known as the "Type S, SA, SA-1 and SC", the last having a sequential operating mechanism that could be used to directly replace motoroperated semaphores without any changes in system wiring. The viewing angle for the searchlight beam, though narrow, is enormously powerful. Initial range was in excess of one mile and that was in 1918. Deflecting cover glasses are used to give a spread of the indication on non tangent track as needed. Again, to display more than three aspects, multiple heads are used as is standard U.S. practice, that of A.H. Rudd's 1915 "Speed Signalling System." Searchlight signals have the disadvantage of having moving parts which may be deliberately tampered with. From World War II onward, they were widely used in the U.S. for new work until the last fifteen to twenty years when vandalism began to render them vulnerable to false indications. However, in some other countries such on the Italian railways (FS) as from the Regolamento Segnali they are still the standard colour light signal albeit with new installations being as outlined below. A variant of the above, a "medium range" single lens signal, is the "Unilens" signal made by SafetranSystems Corporation. This uses a single-lens system, fed by three or four individual halogen lamps with parabolic reflectors behind them. These lamps shine through the same coloured roundels used in searchlight signals into individual fibre-optic elements, which are rolled together as sheets to make a solid cable as it were at the focal point of the lens assembly. This makes it possible to show four different colours (usually red/yellow/green/lunar white) from a single signal head, which is not possible for the traditional

searchlight mechanism, nor is it necessary. The marginal medium range aspect of this signal is often somewhat compensated by the use of the illumination of two red lamps simultaneously lit to improve visual range. Current consumption of this arrangement would have been prohibitive during the 20th century, when most signals were battery powered. More recently, clusters of LEDs have started to be used in place of the incandescent lamps, reflectors and lenses. These use less power and have a purported working life of ten years, but this may not in reality be the case. These are often arranged so that the same aperture is used for whichever colour light is required, but again only for medium or short range use as the number per colour of discrete LEDs is much less than found on high signals intended for long range application. Operating rules generally dictate that a dark signal be interpreted as giving the most restrictive indication it can display (generally "stop" or "stop and proceed"). Obviously this greatly impedes traffic until repairs are made. Therefore many colour light systems have circuitry to detect failures in lamps or mechanism, allowing the signal to compensate for the failure by displaying an aspect which, while more restrictive than that set by the dispatcher or signalling equipment, still allows traffic to pass; for example, if a green lamp is burned out, but the indication to be displayed is "clear", the signal can detect this and display a cautionary aspect using a different lamp or lamps, allowing traffic to proceed at reduced speeds without stopping. In the UK, most filament-type colour light signals are equipped with lamps having two filaments. When the main filament fails, the auxiliary filament automatically comes into use. Failure of the main filament is indicated to the technician (but not the signalman), who will then arrange for the lamp to be replaced. Failure of both filaments, resulting in a 'dark' signal, is indicated to the signalman, inside the signal box; also, the previous signal may also be restricted to no more than a yellow warning aspect.

Fiber Optic Cable Splicing

Two optical fiber splicing methods are available for permanent joining of two optical fibers. Both methods provide much lower insertion loss compared to fiber connectors. 1. Fiber optic cable fusion splicing Insertion loss < 0.1dB 2. Fiber mechanical splicing Insertion loss < 0.5dB

Fiber optic cable fusion splicing

Fiber optic cable fusion splicing provides the lowest-loss connection. Special equipment called fusion splicer is used to perform the fiber fusion splicing. The fusion splicer performs optical fiber fusion splicing in two steps. 1. Precisely align the two fibers 2. Generate a small electric arc to melt the fibers and weld them together High precision fusion splicers are usually bulky and expensive. With proper training, a fiber splicing technician can routinely achieve less than 0.1dB insertion loss splicing for both single mode and multimode fiber cables.

Fiber optic cable splicing procedure (How to splice fiber optic cable)
1. Strip fiber cable jacket. Strip back about 3 meters of fiber cable jacket to expose the fiber loose tubes or tight buffered fibers. Use cable rip cord to cut through the fiber jacket. Then carefully peel back the jacket and expose the insides. Cut off the excess jacket. Clean off all cable gel with cable gel remover. Separate the fiber loose tubes and buffers by carefully cutting away any yarn or sheath. Leave enough of the strength member to properly secure the cable in the splice enclose. 2. Strip fiber tubes. For a loose tube fiber cable, strip away about 2 meters of fiber tube using a buffer tube stripper and expose the individual fibers. 3. Clean cable gel. Carefully clean all fibers in the loose tube of any filling gel with cable gel remover. 4. Secure cable tubes. Secure the end of the loose tube to the splice tray and lay out cleaned and separated fibers on the table. Strip and clean the other cable tubes fiber that is to be spliced, and secure to the splice tray. 5. Strip first splicing fiber. Hold the first splicing fiber and remove the 250um fiber coating to expose 5cm of 125um bare fiber cladding with fiber coating stripper tool. For tight buffered fibers, remove 5cm of 900um tight

buffer first with a buffer stripping tool, and then remove the 5cm of 250um coating. 6. Place the fusion splice protection sleeve. Put a fusion splice protection sleeve onto the fiber being spliced. 7. Clean the bare fiber. Carefully clean the stripped bare fiber with lint-free wipes soaked in isopropyl alcohol. After cleaning, prevent the fiber from touching anything. 8. Fiber cleaving. With a high precision fiber cleaver, cleave the fiber to a specified length according to your fusion splicers manual. 9. Prepare second fiber being spliced. Strip, clean and cleave the other fiber to be spliced. 10. Fusion splicing. Place both fibers in the fusion splicer and do the fusion splice according to its manual. 11. Heat shrink the fusion splice protection sleeve. Slide the fusion splice protection sleeve on the joint and put it into the heat shrink oven, and press the heat button. 12. Place splice into splice tray. Carefully place the finished splice into the splice tray and loop excess fiber around its guides. Ensure that the fibers minimum bending radius is not compromised. 13. Perform OTDR test. Perform a OTDR test of the splice and redo the splice if necessary. 14. Close the splice tray. After all fibers have been spliced, carefully close the splice tray and place it into the splice enclosure. 15. Bidirectional OTDR test (or power meter test). Test the splices with an OTDR or power meter from both directions. 16. Mount the splice enclosure. Close and mount the splice enclosure if all splices meet the specifications.