Maintenance Handbook on FRAUSCHER ACS2000 … India Pvt. Ltd., Bangalore. The system comprises two...

भारत सरकार GOVERNMENT OF INDIA

रेल मं ालय MINISTRY OF RAILWAYS (केवल कायालयीन योग हतेु ) (For official use only)

ॉशर ए सी एस 2000 म ट से शन डिजटल ए ल काउ टर पर

अनुर ण ह तपुि तका Maintenance Handbook on

FRAUSCHER ACS2000 Multi Section Digital Axle Counter

कैमटेक/एस/ ोज/2015 –16/एमएचबी –एफ_ एमएसडीएसी/1.0 जनवर 2016

CAMTECH/S/PROJ/2015-16/MHB-F_MSDAC/1.0 January 2016

MAHARAJPUR, GWALIOR – 474 005

ा ट DRAFT

FOREWORD

Track circuits play a vital role in train operation by detecting the presence of train vehicle, thereby ensuring safety in train operation. Digital axle counter is the advanced form of track circuit which has its own advantages and additional safety features. With technological advancements, new versions are being introduced in Indian Railways.

To keep pace with latest developments, CAMTECH has prepared this handbook on consisting information on newly approved Frauscher ACS 2000 Digital Axle Counter. It gives me pleasure in presenting this handbook to Signal personnel and I hope that this will help them in maintaining the subject Digital Axle Counters in their section.

CAMTECH Gwalior A.R.Tupe Date: 29.01.2016 Executive Director

PREFACE At present Digital Axle counter is an important part of the signalling system. Multi Section Digital Axle Counters have applications in straight sections and point zones of Station area as well as in proving of Block section. Failure of axle counters in a station or block section paralyses the movement of trains thereby affecting their punctuality. Due to improvement in technology, new vendors are coming with enhanced versions of axle counters. Frauscher Sensor Technology is one such firm who is approved for supply and installation of ACS 2000 Multi Section Digital Axle Counters on Indian Railways.

This handbook has been prepared to help the field personnel in maintaining Frauscher ACS 2000 Digital Axle Counters in their section for trouble-free performance. The handbook has been divided specific sections; containing overview, installation, maintenance, troubleshooting and precautions for the above system.

We are sincerely thankful to Shri Janardan Singh, Senior Divisional Signal & Telecom Engineer (Co) /CST Mumbai/Central Railway, Shri P.K.Verma/Director Signal/VII/RDSO/Lucknow, M/s Frauscher Sensor Technology India Pvt. Ltd., Bangalore and field personnel of Mumbai division, Central Railway and Agra division,North Central Railway who helped us in preparation of the handbook.

Since technological upgradation and learning is a continuous process, you may feel the need for some addition/modification in this handbook. If so, please give your comments on email address [email protected] or write to us at Indian Railways Centre for Advanced Maintenance Technology, In front of Adityaz Hotel, Maharajpur, Gwalior (M.P.) 474020.

CAMTECH Gwalior D.K.M.Yadav Date: 29.01.2016 Director (S&T)

mailto:[email protected]

CONTENTS

Section Clause Description Page No. Foreword IV Preface VI Contents VIII Correction Slip X Disclaimer & Our Objective XII I FRAUSCHER ACS2000 Multi Section Digital Axle

Counter

1.1 Introduction 1 1.2 Components of ACS2000 Axle Counting system 1 1.3 System description 1 1.4 Modes of operation 2 1.5 Description of components 3 1.6 Cabling scheme 7

II Installation of Wheel Sensor RSR180 2.1 Components and fixing elements 8 2.2 General mounting instructions 9 2.3 Rail claw mounting 9 2.4 Tools required for mounting Wheel Sensor 10 2.5 Fixing and adjustments 11 2.6 Connection of cable 12 2.7 Measurements at trackside connection box 13 2.8 Changing the direction of axle counting 13 2.9 Checklist for installation of sensor/TLJB 14

III Adjustments & Measurements 3.1 Power Supply 16 3.2 Measurements and adjustments at the Evaluation Boards 16 3.3 DIP switch settings of ABP 17

IV Functional Testing 4.1 Types of Functional Tests 20 4.2 Assignment test 20 4.3 Verification of counting direction in isolated mode 20 4.4 Verification of counting direction in transmission mode 21

V Maintenance 5.1 Tests 22 5.2 Tools and measuring equipment 22 5.3 Measurements at the test sockets of the evaluation board 22 5.4 Wheel sensor test 22 5.5 Testing of ACB 22 5.6 Testing of DIOB 23

Section Clause Description Page No.

VI Diagnostics & Troubleshooting 6.1 General Instructions for diagnostics & Troubleshooting 24 6.2 Display of error codes 25 6.3 Power-up of ACB 25 6.4 Reading error code 26 6.5 Error codes, causes and remedies 27 6.6 Troubleshooting 33

VII Precautions and Do’s & Don’ts 7.1 Handling of boards 36 7.2 Replacement of boards 36 7.3 Precautions while troubleshooting 37 7.4 Diagnostic software 38 7.5 Do’s & Don’ts 39

ड लेमर यह प ट कया जाता है क इस ह तपुि तका म द गयी जानकार स नल इंजी नय रंग मै युअल, रेलवे बोड काशन तथा आर डी एस ओ काशन के कसी भी वतमान आलेख को व था पत नह ं करतीं है I यह द तावेज वैधा नक नह ं है वरन इसम दए गए नदश केवल माग दशन हेतु ह I य द कसी ब द ुपर वरोधाभास ट गोचर होता है, तब स नल इंजी नय रंग मै युअल, रेलवे बोड काशन , आर डी एस ओ मागदशन अथवा जोनल रेलवे के नदश का पालन कर I

DISCLAIMER

It is clarified that the information given in this handbook does not supersede any existing provisions laid down in the Signal Engineering Manual, Railway Board and RDSO publications. This document is not statuary and instructions given are for the purpose of guidance only. If at any point contradiction is observed, then SEM, Railway Board/RDSO guidelines may be referred or prevalent Zonal Railways instructions may be followed.

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हमारा उ े य अनुर ण ौ यो गक और काय णाल का उ नयन करना तथा उ पादकता और रेलवे क प रस पि त एवं जनशि त के न पादन म सुधार करना िजससे अंत वषय म व वसनीयता, उपयो गता और द ता ा त क जा सके |

OUR OBJECTIVE To upgrade Maintenance Technologies and Methodologies and achieve improvement in Productivity and Performance of all Railway assets and manpower which inter-alia would cover Reliability, Availability and Utilisation. य द आप इस स दभ म कोई वचार और सुझाव देना चाहते ह तो कृपया हम इस पते पर लख : संपक सू : नदेशक (संकेत एवं दरूसंचार)

प ाचार का पता : भारतीय रेल उ च अनुर ण ौ यो गक क ,

महाराजपुर, वा लयर (म. .) पन कोड 474020

टेल फोन : 0751-2470185

फै स : 0751-2470841

ई-मेल : [email protected] If you have any suggestion & any specific comments, please write to us: Contact person : Director (Signal & Telecommunication) Postal Address : Centre for Advanced Maintenance Technology, Maharajpur,

Gwalior (M.P.) Pin Code – 474 020 Phone : 0751 - 2470185 Fax : 0751 – 2470841 Email : [email protected]



1

Maintenance Handbook on Frauscher ACS2000 MSDAC January 2016 (Draft)

अनुभाग I Section I

ॉशर ए सी एस 2000 म ट से शन डिजटल ए ल काउ टर

FRAUSCHER ACS2000 Multi Section Digital Axle Counter

1.1 प रचय Introduction The Frauscher ACS2000 Axle Counting system is a microprocessor based system developed

by M/s Frauscher GmbH, Austria and manufactured in India by M/s Frauscher Sensor Technology India Pvt. Ltd., Bangalore. The system comprises two mutually independent channels with identical hardware. The channels are fed to the comparator in parallel with the same input data. The output is in digital form and the comparator indicates “0” for “Track clear”.

1.2 ए सी एस 2000 धुरा गणक के घटक Components of ACS2000 Axle Counting

system The axle counting system ACS2000 is a modular system and, when fully configured,

comprises the following components/boards:

Trackside equipment RSR 180 wheel sensor along with sensor cable Rail claw with clamping bolt and protection tube GAK trackside connection box

Indoor installation

BSI overvoltage protection BGT board rack ABP axle counting backplane SIC fuse board EB evaluation board ACB axle counting board DIOB digital input/output board (optional for transmission mode)

1.3 णाल का ववरण System description The ACS2000 Axle Counting System works on power supply voltage from +19 V DC to

+72 V DC. The axle counting board ACB is capable of evaluating the information, supplied by evaluation boards, of up to 6 independent counting heads. In case of adjacent track sections, double as well as triple usage of the counting head at the separation joint is possible depending on configuration. When the IMC evaluation board is used, an output of

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driving direction, an output for triple usage information or an input for counting head control is possible. The configuration is depending on the IMC type.

Wheel sensors are provided at the beginning and end of each track section. Wheel sensor,

together with the evaluation board, operates as the counting head. The counting head detects all train wheels traversing this section as well as their driving direction. Each wheel sensor is connected to an evaluation board by means of a four-wire signalling cable. This cable transmits the power for the wheel sensor and the axle detection data for the evaluation board.

The ACB axle counting board of the axle counting system compiles the axle detection data

received from all counting heads connected. It generates track clear or track occupied indication for the corresponding track section as an overall result. The output of this result is given to direct relays (potential-free). The front panel of the ACB axle counting board features two buttons for “pre-Reset“.

1.4 संचालन के कार Modes of operation The axle counting system ACS2000 allows an isolated mode or a transmission mode.

When the axle counting system is used in transmission mode, additional 16 non-vital digital arguments (e.g. information, messages, commands) can be transmitted bi-directionally via modem. Arguments are read in by optocouplers and output by direct relays (potential-free).

Fig. 1.1: Block diagram ACS2000 in isolated mode

Advantages No drilling of holes required at rail. No EJB is required at site. No earthing is required at site. No frequent adjustments are required at site. However to avoid failures, adjustments

at indoor equipments should be done at least once in a month.

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1.5 घटक का ववरण Description of components 1.5.1 IMC evaluation board

The IMC evaluation board is used to power and evaluate a wheel sensor with two sensor systems. The output switching signals are transmitted to the ACB axle counting board via the ABP axle counting backplane. Illuminated LED indicators and control elements are shown in activated state:

Fig. 1.2: Front view of IMC evaluation board 1.5.2 SIC fuse board

The SIC fuse board is used as supply voltage protection for ACS2000

Fig. 1.3: Front view of SIC fuse board

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1.5.3 ACB axle counting board The ACB axle counting board

processes the counting head data supplied by the evaluation boards. Based on the data of the evaluation boards, the clear track or occupied track status of the track section to be controlled is determined and transmitted to the “clear/occupied” interface using direct output relays (potential-free). The maximum number of wheels per track section is 8191. Illuminated LED and control elements are shown in activated state:

Fig. 1.4: Front view of ACB axle counting board

1.5.4 DIOB digital input/output board The DIOB digital input/output board is used for the transmission of digital data via modem.

In the case of non safety-relevant applications up to 16 arguments can be transmitted. When applications are safety-relevant, transmission of up to 8 arguments is possible. The DIOB can only be used for transmission mode and will only operate in combination with an ACB board. The data (switching status) is read in by optocouplers, serially transmitted and output at the partner device by direct output relays (potential-free). Description of front panel elements is given as below:

Fig. 1.5: Front view of DIOB digital input/output board

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1.5.5 ABP axle counting backplane The ABP axle counting backplane comprises two backplanes (back side & inside of board

rack) and is used to connect up to 6 evaluation boards, one ACB axle counting board, one fuse board and one DIOB digital input/output board.

Minimum configuration: ABP with slot for two evaluation boards, one ACB board and one fuse board.

Fig. 1.6: Rear side (back side of housing) of ABP002 axle counting backplane

Fig. 1.7: Front side (inside face) of ABP002 axle counting backplane

Wheel sensors RSR 180 (Interface -Style F connector ST1)

Clear / Occupied & Reset / Pre-reset (Interface style-F connector ST6)

Double usage inputs RJ 45 sockets

Power Supply +19 V to + 72 V DC (Interface- Screw terminal)

DIR, MODE and DN DIP switches –Channel 1

DIR, MODE and DN DIP switches –Channel 2

DIOB

Modem (Interface- 9 pin D- SUB plug)

Triple usage outputs, Direction outputs RJ 45 sockets

Double usage outputs RJ 45 sockets

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1.5.6 BGT board rack The boards of the axle counting system ACS2000 require a board rack (BGT). The board

rack houses the boards and provides mechanical protection. The board rack is an aluminium frame with a labelling bar.

1.5.7 BSI overvoltage protection board

The BSI overvoltage protection board protects the indoor installation against interference voltages that may be induced into the cable connecting wheel sensor and cable terminating frame (or BSI) due to lightning or overhead line short-circuit. The BSI overvoltage protection is connected between the evaluation board and the wheel sensor and mounted on a DIN rail in the indoor installation.

Fig. 1.8: BSI Overvoltage protection board

1.5.8 Wheel sensor type RSR180 The wheel sensor comprises two sensor systems. System 1 (Sys1), is located on the left side

and System 2 (Sys2), is located on the right side. Configuration of Sys1 and Sys2 is symmetrical. One wire of each sensor system is assigned to transmit the sensor system signal to the evaluation board. The other two wires are used for the voltage supply of the wheel sensor. The wheel sensor has a moulded four-wire cable with a standard length of 5, 10 & 15 m. Together with an evaluation board wheel sensor RSR180 acts as a counting head. The wheel sensor is mounted to the rail using a rail claw. Exceptionally, the wheel sensor may be mounted directly to the web of the rail.

Fig. 1.9: View of wheel sensor RSR180 1.5.9 GAK trackside connection box

In the trackside connection box, the wheel sensor cable (standard length = 5, 10 & 15 m) is connected to the cable connecting the cable terminating frame or to the BSI overvoltage protection. Typically, each wheel sensor requires one trackside connection box. However, a

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GAK type trackside connection box allows connection of up to 4 wheel sensors. This configuration applies, for example, at points and is made possible due to 5 m long cable of the wheel sensors. The top side of the GAK consists of a plate made of aluminium, which can be labelled or engraved. Alternatively, the wheel sensor cable can be directly terminated on a termination board inside a nearby location box if provided.

Fig. 1.10: GAK trackside connection box 1.5.10 Modem

Transmission mode of the ACS2000 system requires a RS 232 compatible modem link. 1.6 Cabling scheme Cabling between outdoor and indoor installation is done by a signaling star-quad cable. The

block diagram for cabling scheme is give below: Fig. 1.11: Block diagram for cabling scheme

ACS 2000 (ST1)

BSI overvoltage protection board

CT Rack

Location Box

GAK Trackside connection Box

Wheel Sensor RSR 180

Hellucable (4 conductors)

Indoor star quad cable 0.9 sq mm - 4 conductors

Outdoor star quad cable 0.9 sq mm -4 conductors

Tail cable -Outdoor star quad cable 0.9 sq mm – 4 conductors Moulded cable (5 mtr)

Colour coding- Brown, Yellow, Green, White

Indoor

Outdoor

8 CAMTECH/S/PROJ/15-16/MHB-F_MSDAC/1.0


अनुभाग II Section II

ह ल से सर आर एस आर 180 का सं थापन Installation of Wheel Sensor RSR180

2.1 Components and fixing elements

Correct mounting in compliance with instructions is the basis for a long service life of the sensor. For mounting of Wheel Sensor RSR180, the following components and fixing elements are required:

Wheel Sensor RSR180 with glass-fiber reinforced plastic housing. Connecting cable – 5 or 10 or 15 m, fixed moulded S05Z1Q-F 4 x 0.75 sq mm. consisting of

4 wires – brown (System 1), yellow (System2), green (Vcc), white (GND). Protection tube – 4.8 m black inside dia. 19 mm, outside dia. 27 mm with 2 tube clamps. Rail claw type SK140 consisting of following fixing elements:

Fixing bolts for claw type BBKb

BBK5………………. Fixing bolt, hexagon length 5 mm BBK11……………... Fixing bolt, hexagon length 11 mm BBK17.5…………… Fixing bolt, hexagon length 17.5 mm BBK22……………... Fixing bolt, hexagon length 22

Trackside connection box GAK

Fig.2.1: Wheel Sensor RSR180 with protection tube

Fig. 2.2: Rail claw type SK140

Fig. 2.3: Trackside connection box GAK



2.2 General mounting instructions Wheel sensor RSR180 is to be mounted at the inside face of the rail (wheel flange side). In curves, wheel sensor RSR180 is to be mounted preferably at the inside face of the rail

(less wear of head of rail / rail shoulder). In point areas, the minimum admissible space between rails is 100 mm rail inner (inside

width between heads of rail). Minimum spacing between two wheel sensors, parallel to the rail, is two spaces between

sleepers. Minimum spacing to next rail joint or next rail weld is one space between sleepers. The wheel sensor must be mounted concentrically between two sleepers. Mounting of the wheel sensor RSR180 in the short pitch corrugation area is to be avoided

where possible. The wheel sensor housing must not touch the head of rail. In case of possible need to deviate from mounting instructions, please consult the

manufacturer.

2.3 Rail claw mounting

For rail claw mounting following guiding values apply: Min. width of foot of rail………….………. 110 mm Max. width of foot of rail…………………. 155 mm Min. height of rail………………….. ……... 130 mm Max. height of rail…………………………. 180 mm

In case of variation in above guiding values, please consult the manufacturer. Following type of bolts are to be used as per rail profiles:

Rail profile S49 R65 UIC54 UIC54E UIC60

Bolt type BBK11 BBK22 BBK17.5 BBK11 BBK22

Rail profile S54

Bolt type BBK5 + 2 washer, each 2.5mm thick between fixing bolt and rail claw

Fig. 2.4: Installation of Wheel Sensor RSR 180 and trackside connection box



2.4 Tools required for mounting Wheel Sensor Steel wire brush & WD40 spray-

Steel wire brush is used to clean the rail surface area for easy fixing of rail claw.

Torque wrench (range 15 - 40 Nm)- Used to fasten the bolts at specified torque.

Socket spanner SW19 and SW17 & screw drivers

Fixed spanner SW36/Friction type ratchet – used to fix rail claw in the rail

Tape measure- Use fibre or plastic tape measure in RE area. Steel tape measure can be used in non-RE area.

Fig.2.5

Fig.2.6

Fig.2.7

Fig.2.8

Fig.2.9



2.5 Fixing and adjustments The following mounting instructions apply to Fig. 2.1.

2.5.1 Fixing Mount wheel sensor with respective fixing bolt to rail claw, if not already mounted.

Clean mounting area at foot of rail from coarse dirt.

Place rail claw pos.2 on the foot of rail from the inside of the rail.

Clip tie-rod pos.2.2 and spring washer pos.2.7 on the outside face of rail.

Tighten nut pos.2.3 until the rail claw pos.2 touches the foot of rail on both sides (ensure parallelism with foot of rail).

Note: The housing must not touch the head of rail. Ensure correct position of strain washer pos.3.4 and pos.3.5 (bulge of washer outside). The hexagon socket head screw pos.2.6 must not be changed.

Determine measure “B” with steel tape measure. Rated range: 0 ... 8 mm. If measure is outside of rated range, see “Horizontal position correction”.

Determine measure “A” with steel tape measure. Rated range: 40 .. 45 mm. If measure is outside of rated range, see “Height correction”.

2.5.2 Horizontal position correction

Note: If for the purpose of height correction, strain washers pos.3.4 (pos. 3.5) are removed, en-sure correct position when placed again: bulge of washer outside. If measure “B” is not within rated range.

a) Place washer pos. 3.3 (dash-lined) on the inside face of support pos. 2.1 or/and b) Replace the fixing bolt.

Tighten nut pos.3.1 with 15 Nm. Tighten nut pos.3.2 (pos.2.4) with 40 Nm.

2.5.3 Height correction Loosen nut pos.2.4. Shift support pos.2.1 until measure “A” is between 40 mm and 45 mm.

Note: If for the purpose of height correction strain washer pos.2.5 is removed, ensure correct position when placed again: bulge of washer outside.

Tighten nuts pos.2.4 with 40 Nm.



Fig. 2.10 Rail claw mounting of a wheel sensor type RSR180

2.6 Connection of cable

Insert cable into trackside connection box. Slip a protection tube over the cable and fix cable of wheel sensor using a tube clip. Fix protection tube. Connect wire cables to the terminals of the trackside connection box as per Fig. 2.11

Note: Prior to connection of wheel sensor cable check isolation from earth of earthing cable wires.

Fig. 2.11: Connection diagram of wheel sensor cable in trackside connection box



Fig. 2.12: Trackside connection box actual view 2.7 Measurements at trackside connection box

Sensor Current System 1 (Wire 1) 2.8 - 5 mA Sensor Current System 2 (Wire 2) 2.8 - 5 mA (System current 1 must not differ from system current 2 by more than 0.2 mA.) Supply voltage at RSR180 (wire 3 and 4) 12 - 14 V (approx. 30 V in open circuit) Supply current (wire 3) 57 - 65 mA Note: (i) If a measured value exceeds the rated range, wheel sensor RSR180 must not be operated

under such condition. (ii) System currents of wheel sensor depend mainly on:

Rail profile. Mounting position (measure “A”, measure “B”, concentrically between sleepers). Metal parts in direct proximity of the RSR (e.g. earthing connectors).

2.8 Changing the direction of axle counting

There are thee methods of changing the direction of axle counting: Method 1 By making DIR DIP switches ON or OFF in isolated mode only. (Refer section 3.4.3)

4 Quad cable from location box Sensor cable to

RSR 180



Method 2 By interchanging the sensor cables as shown below:

Fig. 2.13: Interchanging the sensor cables Method 3 By changing the mounting place of RSR to the other rail

Fig. 2.14: Changing the mounting place of RSR to the other rail 2.9 Checklist for installation of sensor/TLJB

Station: Date:

Sr. No.

Description Set Value Value Remarks

1 DP NO 2 Sensor No. 3 Rail Profile 60/52/90 4 Sensor Fixed on East/West Rail 5 Sensor Cable length 5/10/15 6 Deflector to be provided 500mm from

centre of Sensor

7 Strain Relief Clamp provided 8 Check nuts provided on Rail Deflectors 9 Check nuts provided on Sensors 10 Sensor Cable to be laid 400mm below

Sleeper level

11 Sensor to be provided 2m away from Glued/Rail joints(1.5 t0 2.5m)



Sr. No.

Description Set Value Value Remarks

12 Sensor to be fixed 1m away from centre of S-bond towards direction of train movement in non-rope portion of loop in case of AFTC (Refer Fig.2.15)

13 Sensor to be fixed 1m from TU in case of alpha bond in case of AFTC (Refer Fig. 2.16)

14 Measurement A (Sensor housing to head of rail-vertical)

40-45mm

15 Measurement B(Sensor housing to head of rail-horizontal)

0-8mm

16 Torque Value (BBK) 40Nm 17 Distance of TLJB from nearest rail As per SOD 18 Height of TLJB from Rail level As per SOD 19 Spring Washer/Flat washer provided

for fixing TLJB

20 Check nuts provided for Fixing TLJB 21 Opening of TLJB preferably away from

track

22 Quad cable loop resistance Not more than 250 ohms

Fig. 2.15: Installation of sensor in AFTC with S-bond

Fig. 2.16: Installation of sensor in AFTC with Alpha bond

Train direction 1 mtr

Train direction

TU

1 mtr



अनुभाग III Section III

समायोजन तथा मापन Adjustments & Measurements

3.1 Power Supply ACS 2000 requires stable power supply. Fluctuations in power may result in failure. To

avoid fluctuations, supply may be derived from IPS if possible. Measure the supply voltage. Voltage supply range is +19 to +72 V DC, depending on board

type. Apply supply voltage to the axle counting system ACS2000 3.2 Measurements and adjustments at the Evaluation Boards

The test sockets are provided on the front panel of the evaluation board. Measurement of a voltage that is proportional to the sensor current can be done on these test sockets.

3.2.1 Tools and measuring equipment

mV-Meter: Range 1000 mV DC, precision ± 0.5 % Two probes with 2 mm male connectors (for connection of evaluation board with mV meter)

3.2.2 Measurement of Wheel Sensor currents

For measurement of wheel sensor currents wheel sensor voltages proportional to the currents are measured at the test sockets via a 100 Ohm shunt. Thus 100 mV equals a system current of 1 mA. The sensor current in system 1 and system 2 must have a value between 2.8 mA and 5.0 mA, which equals 280 mV and 500 mV DC at the test sockets.

Fig. 3.1: Multimeter and measurement of Wheel sensor currents



3.2.3 Adjustment of the IMC Evaluation board Apart from commissioning of new installation, adjustment of the IMC board is also required after replacement of the IMC board, replacement of the wheel sensor or dismounting and mounting of the wheel sensor due to repair, cleaning or track work or in case of changes in the cable run (changes in loop resistance). Prior to adjustment, it is necessary to verify that the wheel sensor connected to the IMC board was correctly mounted. During the adjustment procedure the wheel sensor connected to the IMC board must not be damped, as adjustment under such conditions is not completed or will be faulty. Prior to adjustment, measure system currents as in 3.2.2 above.

Adjustment At the IMC to be adjusted push the switches (TA1 and

TA2) simultaneously to the left in direction “Adjust“ (simultaneous meaning within 500 ms).

Both switches must remain in this position for at least 500 ms.

Release both switches simultaneously within 500 ms. Switches must not remain in normal position for more than

2 seconds. Push both switches simultaneously within 500 ms to the

right in direction “Test“. Both switches must remain in this position for at least 500

ms. Release both switches simultaneously within 500 ms.

Fig. 3.2: Push switches at the front panel of IMC evaluation board

Successful adjustments are signalled by LEDs Sys1 and Sys2, which light up for approximately 2 seconds. Failed adjustments are signalled by fast flashing (10 times per second) of LEDs Sys1 and Sys2 during 4 seconds. In that case, the operating sequence described above must be restarted.

3.3 DIP switch settings of ABP The configuration of the ABP depends upon the settings of the DIR, MODE and DN DIP switches. The DIR, MODE and DN DIP switches can be accessed from the back of the board rack and are located above and below of plug connector ST6. In isolated mode the DIR, MODE and DN DIP switch settings of channel 1 must not differ

from channel 2. In transmission mode the MODE and DN DIP switch settings of channel 1 must not differ

from channel 2 of the same ACS2000 system. In transmission mode the DIR jumpers have an addressing function.



Fig. 3.3: DIP Switches on ABP

3.3.1 MODE DIP switches

The DIP switches MODE and MODE (channel 1 and channel 2) are used to set the operating mode of the ACS2000 system.

DIP switch “OFF” : Isolated mode DIP switch “ON” : Transmission mode Configuration of the MODE-DIP switches of channel 1 must not differ from the configuration of the MODE-DIP switches of channel 2. Both MODE DIP switches must either ON or OFF.

3.3.2 DN DIP switches DN-DIP switches inform the ACS2000 system, which input of the ACB is used for double usage.

DIP switch “OFF”: Double usage of counting head at the respective input DIP switch “ON”: Without double usage of counting head at the respective input In case of double usage one counting head is evaluated by two ACB boards of adjacent track sections.

3.3.3 DIR DIP switches in isolated mode

The DIR DIP switches used to configure the counting direction of each counting head in isolated mode. If both systems of the respective counting head are connected in compliance with pin assignment the following function applies: DIP switch “OFF”: During traversing from system 1 to system 2 wheels are counted IN at the respective counting head (see Table 3A). DIP switch “ON”: During traversing from system 1 to system 2 wheels are counted OUT at the respective counting head (see Table 3B).



3.3.4 DIR DIP switches in transmission mode In transmission mode the counting direction cannot, as it is the case in isolated mode, be influenced using DIR DIP switches. In transmission mode the DIR DIP switches have the following functions: DIR1 and DIR1’ By switching the DIR1 and DIR1’ DIP switches to position ON the matching axle counting board is defined as MASTER. Thereby it is defined, which of the two axle counting boards shall start the serial communication in transmission mode. Only one axle counting board can be defined as MASTER. The DIR1 and DIR1’ DIP switches of the other axle counting board have to be in position OFF.There is no influence regarding to the axle counting process. DIR2 to DIR6 and DIR2’ to DIR6’ By placing the DIP switches DIR2 to DIR6 and DIR2’ to DIR6’ an internal 10 bit address is set to identify the serial data. This 10 bit internal address must be identical for those ACS2000 systems that effectively need to communicate. If several ACS2000 systems are used in transmission mode in an installation, this 10 bit address has to be different in order to detect an accidental wrong connection of the modem line.

Table 3A: Counting direction in isolated mode Isolated mode

Traversing from DIR Counting procedure Sys1 to Sys2 OFF Count in Sys1 to Sys2 ON Count out Sys2 to Sys1 OFF Count out Sys2 to Sys1 ON Count in

Table 3B: Counting direction in transmission mode

Transmission mode Traversing from RSR systems Counting procedure

Sys1 to Sys2 Not Reversed Count in Sys1 to Sys2 Reversed Count out Sys2 to Sys1 Not Reversed Count out Sys2 to Sys1 Reversed Count in

Fig. 3.4: (a) Traversing from Sys1 to Sys2 (b) Traversing from Sys2 to Sys1



अनुभाग IV Section IV काया मक पर ण

Functional Testing

4.1 Types of Functional Tests Functional tests are required upon initial commissioning and after modifications made to the

installation. If necessary, a reset may be performed between the functional tests. After a reset, response of the assigned ACB is expected. The following functional tests are required to be performed:

Assignment test Verification of counting direction in isolated mode. Verification of counting direction in transmission mode.

4.2 Assignment test

Upon initial commissioning of the ACS2000 system it is necessary to verify the assignment of the counting heads. The assignment of the wheel sensors is to be checked for each wheel sensor that is assigned to the track section.

Damp (traverse) wheel sensor RSR using a testing plate PB200. LEDs for Sys1 and Sys 2 of respective evaluation board must turn on. Assigned ACB axle counting boards must detect occupancy (double or triple usage).

4.3 Verification of counting direction in isolated mode

Counting direction of the axle counting system is verified as follows: Enter one or more wheels into the track section (wheels may also be simulated using

the testing plate PB200): The axle counting system signals “occupied” and the number of wheels counted are shown in the display of the ACB.

Exit the axle(s) from the track section: The axle counting system signals “clear” and the ACB display shows “0”. Repeat this procedure with each wheel sensor assigned to track section. If counting direction is incorrect, switch the DIR and DIR‘ DIP switches respectively.

Thereby the counting direction is reversed. Note: The following factors determine whether the ACB axle counting board will count IN

or count OUT the wheels during traversing the wheel sensor: Trackside, where counting head is mounted Direction, in which wheels traverse the counting head DIR DIP switches ON or OFF Wiring of wheel sensor systems



Note: Reversal of direction is possible: DIR DIP switches ON or OFF Change mounting side (if not contrary to mounting and commissioning instructions of

wheel sensor). In case of double usage this method does not apply

4.4 Verification of counting direction in transmission mode Counting direction of the axle counting system is verified as follows:

Enter one or more wheels into the track section (wheels may also be simulated using the testing plate PB200): The two axle counting systems operating in transmission mode signal “occupied” and the number of axles counted is shown in the displays of both ACB.

Exit the axle(s) from the track section: The two axle counting systems operating in transmission mode signal “clear” and “0” is shown on the displays of both ACB.

Repeat this procedure for each wheel sensor assigned to track section If counting direction is incorrect, reverse wheel sensor systems at respective input

(Sys1 _ Sys2) The DIR DIP switch settings have a different functionality in transmission mode than

in isolated mode. Note: The following factors determine whether the ACB axle counting boards will count in or count out the wheels during traversing the wheel sensor:

Trackside, where counting head is mounted Direction, in which wheels traverse the counting head Wiring of wheel sensor systems

Note: Reversal of direction is possible:

Reverse the two sensor systems (Sys1 _ Sys2). Change mounting side, if not contrary to mounting and commissioning Instructions

of wheel sensor. In case of double usage this method does not apply.

Fig. 4.1 : Testing plate PB 200



अनुभाग V Section V

अनरु ण Maintenance

5.1 Tests The tests listed in this section are to be carried out according to the test cycles stated. In case of faults or if reasons for errors occurred are unclear, the maintenance measures listed are to be carried out immediately.

5.2 Tools and measuring equipment

mV-Meter range 1000 mV DC, precision +/- 0.5 % 2 measuring strips with 2 mm connector 2 measuring strips with testing tips Testing plate PB200

5.3 Measurements at the test sockets of the evaluation board Cycle: < 2 years Tests: Perform measurements as given in section 3.2.2 and, if necessary, adjust the

evaluation board. The sensor current of wheel sensor RSR180 is set at 2.8 ... 5 mA. It is recommended to record the measured values. 5.4 Wheel sensor test 5.4.1 Testing of wheel sensor RSR180

Cycle: < 2 years Test: Perform visual inspection and mechanical tests for wheel sensor RSR180. Check for

tightness of fittings during visit. a) Traverse wheel sensor with a train or b) Damp (occupy) the wheel sensor using the PB200 testing plate. The wheel sensor‘s detection capability must be tested once in two years by means of traversing or by damping with a PB200 testing plate. This is done by means of traversing (both system 1 and system 2) of at least one axle, which must be counted in and out correctly by the corresponding ACB. Compliance with standards of mounting, commissioning and maintenance is required.

5.5 Testing of ACB Cycle: < 2 years Test (a) Traversing of a counting head connected to the ACB to be tested and counting in and out of at least one axle or Test (b) Counting in and out of at least one axle, using a PB200 testing plate or



Test (c) Simulation of traversing at the evaluation board whereas counting in and out of at least one axle.

Within a period of 2 years, the axle counting system must at least once switch from clear track status to occupied track status and from occupied track status to clear track status (clear-occupied-clear or occupied-clear-occupied).

5.6 Testing of DIOB

Cycle: < 1 year Test: There are two options to test the DIOB operationality: Option 1: For the purpose of testing, the installation (e.g. signalling box) must be able to selectively switch on and off the information at the inputs of the DIOB. The information from the DIOB outputs evaluated by the downstream installation (e.g. signalling box) must be visible for control purposes. The repair service requires a second person at the other subsystem (switching on and off of the input information, control of output information). Option 2: Testing of the installation requires test plugs. The repair service requires a second person at the other subsystem (connecting the test plug). Note: The installation does not have to supply test signals. All inputs and outputs are tested in one single test step, as the test plug in the second subsystem returns the output signals of DIOB through its inputs to the outputs of the first subsystem. The DIOB outputs used require testing within one year so as to determine whether they open when the respective input is not triggered. The display of input and output states by the LEDs on the front panel is only of informative nature and not fail-safe. Therefore, the information displayed by the DIOB must not be used as basis for safety-relevant operations by the operating, repair and maintenance personnel.



अनुभाग VI Section VI

नदान एव ं टु नवारण Diagnostics & Troubleshooting

6.1 General Instructions for diagnostics & Troubleshooting

Start troubleshooting in the indoor installation after getting the information through display on ACB board. If a fault persists after simple and/or restricted reset performed by the operating and/or maintenance personnel : Carry out the measurements stated in Clause 6.6- Troubleshooting Unplug and plug the ACB board and if necessary the evaluation board. Replace the boards affected (see Section VII Clause 7.2- Replacement of boards)

Note: (i) If the track section affected is connected by double usage to another track section, then

that track section may also require a reset after the evaluation board was plugged out and plugged in.

(ii) The information displayed by the front panel indicators of all boards is only of informative nature. Therefore, the information displayed must not be used as basis for safety relevant operations by the operating, repair and maintenance personnel. The diagnostics input / output as well as the opto-coupler outputs at the D-SUB socket connector or RJ45 connector of ACB must not be used for safety-relevant procedures.

(iii) Reset is exceptional. Therefore the entire system must be checked if the cause of occupancy detection is unclear or if multiple resets during train runs are necessary.

Fig. 6.1 : Flowchart for Diagnostics & Troubleshooting



6.2 Display of error codes The display operates independently of evaluation processors and retrieves its information

from the serial data flow between the individual channels. In fault-free operation the display shows the number of axles. However, in case of error, an error code is displayed.

6.3 Power-up of ACB

The various indications which appear during powering up of ACB are shown in Fig. 6.1:

Fig. 6.2: Indications of ACB on Power – up The following error codes are displayed on ACB according to the status shown in front of

each:

Indication

Probable causes

/ / / / During power up a wheel sensor system assigned to the track section is damped (occupied).

/ * * * During a minor or serious error a wheel sensor system assigned to the counting system is damped

SCI

If the serial communication is interrupted or becomes faulty after power up, but prior to reset, error message "SCI" is displayed. Other causes may include a faulty modem, a faulty ACB or a faulty DIOB

BOOT This error message is displayed, if the processor of the display is defective. In this case send the ACB for repair.

LRNO

or LRN1

If the serial communication is interrupted prior to or during a power up, error message "LRNO" or "LRN1" is displayed. Possible causes are wrong setting of the MODE jumpers, wrong settings of the soldering jumpers of the DIOB, RS232 or wrong setting of the baud rates.

No processor initialized 1st channel ACB initialises after power-up 2nd channel ACB initialises after power-up 3rd channel ACB initialises after power-up (only in transmission mode) 4th channel ACB initialises after power-up (only in transmission mode) 1st channel DIOB initialises after power-up (only in transmission mode) 2nd channel DIOB initialises as per Power-up (only in transmission mode) 3rd channel DIOB initialises as per Power-up (only in transmission mode) 4th channel DIOB initialises as per Power-up (only in transmission mode) Flashing after successful initialisation



Fig. 6.3: Display of error codes on ACB 6.4 Reading error code

The structure of the four digit error code display on ACB is as given below:

Where (i) Place holder a - status indicator, indicating type of error. Values of a and there meaning are as follows:

Value Meaning - minor error, last axle counted out + minor error, last axle counted in / displayed as long as one or more systems are occupied

* Steady serious error * Flashing error indicator after pre-Reset

(ii) Place holder x - indicator of channel, to which the error code (yz) applies Values of x and there meaning are as follows:

Value Meaning 1 channel 1 2 channel 2 3 channel 1 of the second axle counting board (second subsystem) 4 channel 2 of the second axle counting board (second subsystem)

* * * * Flashing

This code is displayed after power up.

* * * * Steady

This code is displayed after power up and after counting in or counting out of a wheel.



Place holder yz: error code Where yz is a two-digit hexadecimal number (00 to FF) The display shows an error using the error code format yz. In the event of another error at a later time, the error indicator and the respective error code change. As a rule, always the last error event that occurs is displayed. However, serious errors have priority. <00> Display while the first wheel is counted in or the last wheel is counted out.

6.5 Error codes, causes and remedies

If a minor or serious error occurs, this can be resolved, depending on the ACB type, by carrying out a suitable reset procedure. If the error occurs again, the board affected must be replaced.

6.5.1 Minor error Minor error, error code 00 to 7F.

Error Code

Brief description Cause Remedy

00 no fault is present fault-free operation 01 another subsystem is reporting a

minor error see error code of

the other sub system

02 another subsystem is not responding to the applied Reset

serial communication has been temporarily interrupted or disrupted (component error of a board)

repeat Reset, check the transmission medium, if necessary replace the board

03 partial traversing another subsystem

see error code of the other sub system

04 waiting for clearing of track after Reset (modem operation)

At least one axle must be correctly counted in and out again, whereby one counting process must take place on each subsystem (a train must traverse from one subsystem to the other).

05 occupied/clear comparison faulty in transmission mode

EMC interference (Hardwareerror)

carry out a reset; if the error occurs again, replace the affected ACB

06 negative axle in modem operation

for errors 21 to 26, if the serial communication is interrupted or disrupted

carry out a reset; if the error occurs again, replace the affected ACB

07 pre-Reset carried out in modem operation

reset restriction removed through pre-reset operation; the code is displayed after



Error Code


successful execution as confirmation

08 Results of the counting logic and hardware evaluation not the same

EMC interference (Hardware error)

09 waiting for clearing of track after Reset (isolated operation)

At least one axle must be correctly counted in and out again. This counting in and out process can be carried out at each counting head belonging to a track section.

0A Result - comparison at channel 1 and 2 faulty

overcurrent due to e.g. - wire break, short circuit or

interfere ence on the wheel sensor cabling

- evaluation board has been unplugged or is not adjusted correctly

- short circuit or interruption in double usage wiring

- evaluation board defective - DIP-switches different

0B Comparison of hardware evaluation 1 and 2 different

0C Negative axle in isolated operation

the same causes as with errors 21 to 26; display of this error code, if the serial communication is interrupted or disrupted

0E pre-Reset carried out in isolated operation

If a reset restriction has been removed with a pre-Reset operation, this code is displayed as confirmation after successful execution.

0F Failure of the serial communication

- serial communication (modem connection) is out of action for longer than 30 days

establish connection again; reverse the axle counting system by carrying out a simple reset

11 Partial traversing at the 1 evaluation board

- partial traversing e.g. during shunting works

- very small wheel - check wheel sensor

mounting (mounted too deep)

See Troubleshooting



14 Partial traversing at the 4



Error Code


evaluation board 15 Partial traversing at the 5

evaluation board 16 Partial traversing at the 6

evaluation board 23 Negative axle at the 1 evaluation

board - reset, although at least one axIe was in the track section - very small wheel - check wheel sensor mounting (mounted too deep)

See Troubleshooting

24 Negative axle at the 2 evaluation board





31 System pulse of the 1 evaluation board too short

- EMC-interference - interference on the double

usage wiring - evaluation board defective

if this error occurs with increasing frequency, the evaluation board affected should be replaced



34 system pulse of the 4 evaluation board too short



41 System 1 and 2 simultaneously on the 1. evaluation board

- Very large wheel - Wire short circuit on the

wheel sensor cabling - EMC interference on the

wheel sensor cabling - Interference on the double

usage wiring (Blue patch wire on the backside of cabinet)

- check wheel sensor mounting (mounted too deep)

See Troubleshooting






51 Pulse edge sequence not correct, too many edges at the 1

- EMC-interferenc very large wheel

See Troubleshooting



Error Code


evaluation board - wire short circuit on the wheel sensor cabling - EMC-interference on the wheel sensor cabling - interference on the double usage wiring

52 Pulse edge sequence not correct, too many edges at the 2 evaluation board





60 Relay test - relay test active unplug/plug in the boards

61 The other subsystem is reportinq clearinq of track

- see error code of the other subsystem

62 Occupancy at the wrong time - defective wheel sensor - defective evaluation board

71 Relay feedback faulty* Overcurrent due to e.g. - wire break, short circuit or

interference on the wheel sensor cabling

- short circuit or interruption in double usage wiring

- evaluationboard defective - DIP-switches different - relay contacts oxidized\ - relay activation defective - relay defective - fault on the read back wire

If this error occurs, troubleshooting should be executed in the sequence opposite (cause column); if necessary, the voltage supply should be interrupted and a reset should be carried out; if the fault occurs again, the affected ACB should be replaced

72 Relay feedback faulty* 73 Relay feedback faulty*

* Detection of error during change from the clear to the occupied status or from the occupied to the clear status.



6.5.2 Serious error Serious error, error code 80 to FF

Error code


80 Power-up, 4 asterisks (*) are shown on the display

Status after application of the sup-

Reset required

83 Pre-Reset and Reset actuated simultaneously

-pre-Reset and Reset actuated simultaneously - short circuit between the pre- Reset and reset inputs

84 DIP-switches changed in operation

DIP-switches have been changed during operation

check using the project planning documents

90 Another subsystem is reporting a

See error code of the other subsystem

A4 Relay feedback faulty * -relay contacts oxidized -relay activation defective -relay defective -fault on the feedback wire

If this error occurs, if necessary the supply voltage should be interrupted and a reset carried out; if this error occurs again, the affected ACB should be replaced.

A5 A6 A7

A9 Relay feedback faulty * -relay contacts oxidized -relay activation defective -relay defective -fault on the feedback wire


AA AB AC AD AE AF B1 Relay feedback faulty * -relay contacts oxidized

-relay activation defective -relay defective -fault on the feedback wire


B1 B1 B1 B5 B6 B7 B9 Relay feedback faulty * -relay contacts oxidized



BA BB BC BD BE BF C1 Relay feedback faulty * -relay contacts oxidized

-relay activation defective If this error occurs, if necessary the supply voltage C2



Error code


C3 -relay defective -fault on the feedback wire

should be interrupted and a reset carried out; if this error occurs again, the affected ACB should be replaced.

C4 C5 C6 C7 C9 Relay feedback faulty * -relay contacts oxidized



CA CB CC CD CE CF

*Detection of error during change from the clear to the occupied status or from the occupied to the clear status. Error code Brief description Cause Remedy

D0 Error in the program code test#

-Program code faulty -EMC-interference


D1 Error in the data storage test#

-SRAM faulty -EMC-interference

D2 Error in the register test# -Register faulty -EMC-interference

D3 Error in the WatchDog Timer test#

-WatchDog Timer faulty -EMC-interference

D4 D5 D6 Error in the over voltage

test# -Over voltage monitoring faulty -EMC-interference


D7

D8 Error in the under-voltage test#

- Under-voltage monitoring faulty

- EMC-interference D9

DA Error in the edge readout# -ACB faulty -EMC-interference

DD Error in the readback input#

# Detection of error during a power-up or caused by cyclical tests.



Summary of some common error codes encountered during working:

Error Codes Brief description Cause Remedy +111/+211 -111/-211 Partial Traversing

at the evaluation board

1.Partial traversing e.g: during shunting, 2.Very Small Wheel 3.check wheel sensor mounting

Apply Reset +112/+212 -112/-212 +113/+213 -113/-213 +114/+214 -114/-214 +115/+215 -115/-215 +116/+216 -116/-216 +121/+221 -121/-221 Negative axle at

the evaluation board

Reset, although at least one axle was in the track section *very small wheel

Apply Reset +122/+222 -122/-222 +123/+223 -123/-223 +124/+224 -124/-224 +125/+225 -125/-225 +126/+226 -126/-226 **** flashing Apply Reset After power up Apply Reset **** not flashing After power up

and after an axle counted in or out

Remove the fuse and insert it again, and then apply reset

//// Serious error -109/-209 +109/+209 Preparatory reset

acceptance code After applying Reset from reset box or from PC based reset

After train movement it will clear

Note:

i. During reset track section should not be occupied ii. Above mentioned details are just for the reference. Please refer the FRAUSCHER’s

manual Part IX Diagnostics for detailed study. 6.6 Troubleshooting

Troubleshooting may be done through information displayed by LED indicators on IMC Evaluation Board or measurements at the IMC, Over-voltage protection Board BSI or GAK trackside connection box

6.6.1 LED indicator IMC Sr. No.

Symptom Meaning

1 Slow flashing of the Sys1 and Sys2 LED i.e. LED glow period – 400 ms LED dark period – 400 ms

Incorrect connection of the wheel sensor RSR180. Wire break or wire short circuit in wheel sensor cable. Overcurrent. Evaluation board IMC not (yet) adjusted.



2 Fast flashing of the Sys1 and Sys2 LED i.e. LED glow period – 50 ms LED dark period – 50 ms

Adjustment procedure was interrupted. Invalid actuation sequence was instigated. Internal fault in the evaluation board IMC.

3 Short flashing of the Sys1 and Sys2 LED i.e. LED glow period – 50 ms LED dark period – 1000 ms

Wheel sensor RSR180 current drift (display after 1 minute).

4 Brief flashing of LEDs A1 and A2 i.e. LED glow period – 50 ms LED dark period – 1000 ms

Counting head control inputs of the IMC evaluation boards are HIGH.

6.6.2 Measurements

(a) Indoor equipment Measurements on the IMC when the RSR180 wheel sensor is connected Measure voltage at test sockets for Sys1 and/or for Sys2 Specified range – 280 to 500 mV DC The measured voltage corresponds to the wheel sensor system current via a 100 Ohm shunt (100 mV corresponds to 1 mA wheel sensor system current). The voltage must be measured in the undamped (Clear) status. The wheel sensor current of wheel sensor RSR180 depends on The mounting position, The type of mounting (claw, web, etc.), The rail profile (large e.g. UIC60, small e.g. VST36) Voltage range 200-280 mV and/or 500-600 mV Metal parts in the vicinity of the wheel sensor RSR180, Wheel sensor RSR180 not mounted centrally between the sleepers, Check wheel sensor mounting, Rail profile is too small or too large, Incorrect clamping bolts in the case of claw mounting, Wheel sensor RSR180damped (traversed). Fig. 6.4 :Front panel of IMC Evaluation Board > 600 mV Wire short circuit wire 1 with 2 and/or wire 3 with 4, Wheel sensor RSR180 incorrectly connected. 0 mV No wheel sensor RSR180 connected, Wire discontinuity - wire 1, 2 and 3, 4, SLAVE board (if configured as SLAVE, check the OFF position of the DIP-switches). Over-voltage protection board BSI, wheel sensor RSR180 or evaluation board IMC defective.(the earth fault cable should be checked if replacing the 8SI004 over-voltage protection board).



Difference between the two voltages <20 mV or max 5%: Check wheel sensor mounting, Wheel sensor RSR180 not mounted centrally between the sleepers, Metal parts below the wheel sensor RSR180, A wheel sensor system is defective. Measurements at the over-voltage protection board BSI Voltage measurements between clamps 3 and 4: 12 to 28 V DC (with wheel sensor connected). The current should be measured at wire 3 and should be 57 to 65 mA. Fig. 6.5 : Voltage measurement at the over-voltage protection board BSI (b) Outdoor equipment Wheel sensor mounting Check the wheel sensor mounting in accordance with the guidelines for mounting and commissioning of the wheel sensor. Repair of the wheel sensor by the user is not permitted. Measurements in the GAK when the RSR180 wheel sensor is connected Current in wire 1 and/or 2: 2.8 to 5 mA Current in wire 3: 57 to 65 mA If the current is < 55 mA the loop resistance must be checked. Voltage between wires 3 and 4: 12 to 14 V Fig. 6.6 : Voltage measurement in GAK If the voltage is less than 12 V DC, the loop resistance must be tested. The maximum loop resistance of the cable from the GAK to the backplane ABP is 250 Ohm.



अनुभाग VII Section VII

सावधा नयाँ तथा या कर व या न कर Precautions and Do’s & Don’ts

7.1 Handling of boards

Before touching a board, always balance the charge by touching a bare metal surface of the frame, rack or cubicle. Charge balancing prevents the charge from passing through the electronic circuit components. If possible, note the error code before handling the defective boards. Always unplug boards using the corresponding hand grip. Do not touch board connections, circuit board tracks, components or socket boards. Always hold boards at the edge, by the front panel or by the hand grip. If not installed, boards must always be stored in antistatic packaging. Always transport boards in antistatic packaging. If boards are handed from one person to another without packaging, touch hands to

balance potential before handover. Note: Defective boards must not be repaired, they may only be replaced (exception:

changing of the fuses on the fuse board). Defective boards must be sent to the manufacturer as soon as possible with as precise as possible a description of the faulty behavior (error code where applicable and any special circumstances)

7.2 Replacement of boards

Repair of the boards by the user is not permitted. A board may only be replaced by a board with the same type number. A fuse may only be replaced by a fuse with the same type designation (For example F

2A). Resetting of the DIP-switches on the IMC evaluation board by the user is not permitted. Exception: The DIP-switch settings for analogue double usage (DIP103 and 01P203) must

be transferred from the IMC to be replaced to the new one. Adjust the evaluation board IMC as given in section III, Clause 3.2.3. If the cause of a fault is not known, the evaluation board and the respective over-voltage

protection board should be replaced and sent to the manufacturer for inspection. All boards can be replaced with voltage applied. When replacing the ACB board or after a fault, it must be checked that all counting heads

connected to this board are in working order after re-commissioning (this can be done by traversing, using a testing plate or by using the toggle switches).

If a defective overvoltage protection board is replaced, the sensor currents and the occupancy detection capability of the related wheel sensor must be checked after this. If an earth fault is present or is detected during maintenance work, this must be eliminated in any case.



After replacing a defective board or changing a fuse on the fuse board, the functionality of the associated track section must be checked.

When replacing the evaluation boards, the following steps must be carried out: Measure sensor currents at the test sockets. Adjust the board. By pushing the toggle switches on the front panel of the evaluation board, traversing from

Sys1 and Sys2 can be simulated (count axle in and out). Important: When counting an axle in, the axle counting section must switch to the

occupied status. During replacement of the ABP, the assignment and direction of all connected counting heads and the status of the soldering jumpers on the ABP must be checked. After a fault or when replacing the DIOB board, it must be checked that all inputs and outputs are in working order. There are 2 variants for checking the functionality to choose from.

Variant 1: For checking purposes, the information at the 0108 inputs must be able to be

switched on and off individually by the system (e.g. interlocking). The information of the 0108 outputs that is evaluated by the downstream equipment (e.g. interlocking) must be visible for monitoring purposes. The repair service must be assisted by another person in a different subsystem (switching on and off of the input information, monitoring on the output information).

Variant 2: Test plugs are required in order to check the system. The repair service must be

assisted by another person in another subsystem (connecting the test plug). Note: The system does not need to provide a test signal. Checking of all inputs and outputs takes place in one checking stage, as the output signals of the DIOB are sent back through its inputs to the outputs of the DIOB in the first subsystem by the test plug in the second subsystem. Replacement of a defective board or a fault restoring error reset in the regular operating status must take place within 24 hours. If an evaluation board that is set in double usage is replaced, a reset must be carried out after this on both (adjacent) track sections.

7.3 Precautions while troubleshooting

In the case of safety-relevant applications, an error must be resolved within 24 hours, otherwise the installation must be taken out of operation.

The information of the display elements that is shown on the front panel of all boards is for information only and is not failsafe in terms of signalling. Consequently, the information displayed must not be used as the basis for safety-relevant actions by operating, maintenance and repair personnel.



The diagnostic input/output and the opto-coupler outputs on the D-SUB socket or the RJ45 socket of the ACB may only be used for safety-relevant processes.

A voltage proportional to the sensor current, which can be used for checking purposes, is output at the test sockets of the evaluation board's front panel. These sockets must not be short circuited, interconnected or attached to an external voltage. The input resistance of a measuring instrument connected to the test sockets of the evaluation board must be > 10 k Ohm, so that the measuring error remains < 1 %.

The test sockets of the IMC have wheel sensor potential and are not protected against transient over voltages and permanent voltages.

Measurement and recording devices which are installed at the test sockets during regular operation or without supervision must incorporate measurement inputs with the following properties: independence, short circuit immunity, external voltage immunity and ground immunity.

As soon as a measuring cable is connected to the test sockets of the evaluation board or during measurement, no radio-telephone devices may be used in the immediate vicinity, as these may result in an incorrect measurement or interference to the evaluation board.

7.4 Diagnostic software

Error messages of the ACB are displayed stating cause and remedy. However, the diagnostic data are not safe in terms of signalling and must only be used for information. These data may therefore only be used as a support in troubleshooting or for optimizing maintenance activities. Connection of a computer to the D-SUB socket connector “Serial Interface” on the ACB requires a special cable with the following pin assignment: The cable on the diagnostic interface of the ACB (D-SUB socket or RJ45 socket) must not exceed a maximum length of 3 m. The diagnostic interface of the ACB and IMC boards may only be used if there is galvanic separation between the diagnostic interface and the external diagnostic device. The diagnostic interface is available on the ACB as a D-SUB socket and as a RJ45 socket. Simultaneous connection of evaluation systems to the diagnostic interface of the D-SUB socket and RJ45 socket of the ACB is not permitted.

Fig.:7.1: Interface Diagnostics Software



7.5 Do’s & Don’ts

Do’s Keep the axle counter room free from dust and moisture. Sensor is very sensitive hence surroundings must be clear of garbage such as aluminium

foils etc. Extreme care should be taken during conventional track circuiting work to avoid

interference. Ensure all terminations are fully tight. Place the faulty modules removed from the system with an identity tag into a conductive

shielded bag. Maintain minimum 48 Volts DC between the axle counter power fuse and negative

terminals on the axle counter rack. Check the axle counter system fuses at regular interval by checking the LEDs. Take backup of FDS terminal user data logger log files once in every 15 days, after

taking backup delete the log files for future storage. Axle counter Powering Down: Switch OFF individual section by pulling the SIC board

out of the rack. Axle counter Powering Up: Switch ON the individual section by pushing the SIC board

back into the rack. Check regularly the BSI, BGT and earth connections. Always maintain earth value less

than 5 Ohms. Don’ts Loose packing near sensor resulting in breaking of bolts and loosening of nuts. Attempt to open Axle counter or Relay cubicle without permission from competent

authority. Attempt to use Pre-reset input switch available in the front panel of the ACB module. Attempt axle counter troubleshooting without proper training. Change DIP switch settings of ACB modules. Touch the module components. Repair module on your own. Remove/Modify axle counter interface wirings or cables without authorization. Use blower for cleaning the dust. Use any kind of solvents, detergents or abrasive cleaners on the housing or internal

components. Use vacuum cleaner INSIDE the Housing. Remove RJ45 cable when axle counter is ON. Installation of unauthorized software in FDS’s PC. Disconnect earth points from the BSI and BGT units.

Maintenance Handbook on FRAUSCHER ACS2000 … India Pvt. Ltd., Bangalore. The system comprises two...

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Transcript of Maintenance Handbook on FRAUSCHER ACS2000 … India Pvt. Ltd., Bangalore. The system comprises two...