TDR14 Brochure En

8/3/2019 TDR14 Brochure En

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ALTPROd.o.o.D. Golika 63, 10000 Zagreb, CROATIA

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

E-mail: [email protected]: http://www.altpro.com

TRAIN DETECTION SYSTEM TDR14

ZK24-2 ZK24-2 ZK24-2

LCTDR14

ZGK ZGK ZGK


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1 DESCRIPTION OF TRAIN DETECTION SYSTEM TDR14

Train detection system TDR14 is based on detection of railway wheels by thewheel sensor ZK24-2, transmission of wheel pulses over the transmission line, andinterfacing to the safety relay contact outputs or optocouplers in the indoor unit

TDR14-UNUR. The device is applied for switching-on (detector mode of operationUTR), and switching-off (detector mode of operation ITR) the level crossingsystem (LC), as well as within any other signalling system that requires punctualdetection of train. Indoor part TDR14-UNUR of the detection system is performed insmall 19 subrack 3U32HP and is capable to control and give outputs of 3 doublechannel wheel detectors that can be configured in different ways (switch-on / switch-off detectors; unidirectional / bidirectional detectors). Lightning overvoltage protectionof the indoor unit TDR14-UNUR is integrated already in the unit as a plug-in cardZUT24. Control logic of all 3 wheel detectors is performed as a microprocessor cardMPU-TR with 2-out-of-3 voting system and it contains also the diagnostic memorythat can be read-out on PC/laptop over the RS232 port. Up to 3 relay interface cards

TR24 can be plugged into one indoor unit for 3 double channel wheel detectors.Outdoor part of each wheel detector consists of the wheel sensor ZK24-2 with twodetection channels and the trackside connection box with lightning protection moduleZGK.

2 STRUCTURE AND OPERATING PRINCIPLE

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

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


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or L) of the sensor ZK24-2 can be used, depending on the application. The sensor isdelivered with fixed 4-wire cable (6m) and each channel uses 2 wires. Output signalof the wheel detection of each channel is DC current on the same 2-wire twisted pairin one of two discrete states: 16mA or 10mA DC. Wheel sensor ZK24-2 is mountedon the inner side of one rail using the mounting clamp (without drilling the rail), and

sensor cable is interconnected on two twisted pairs (or one star quad) of the railwaycable in the trackside connection box that contains the 3-stage lightning overvoltageprotection module ZGK (figure 2).

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

Indoor unit TDR14-UNUR converts the DC-current signals of the sensor (16mA /10mA) into the open/closed safety relay contacts, or fast optocoupler pulse outputs(two states of optocoupler transistor: open circuit / saturation). The main DC power

supply for the train detection system TDR14 can be doubled (power supply A and/orpower supply B, figure 1), and power supplies A and B can be completelygalvanically independent, which is often the case in the level crossing systems.Detection channels H and L of one wheel detector are functionally independent, soaccording to the application even only one detection channel (H or L) of wheel sensorZK24-2 can be connected to indoor unit TDR14-UNUR.

Indoor unit TDR14-UNUR can be delivered as 19 subrack for panel / wallmounting (figure 3), or as 19 subrack for mounting into the 19 rack/cabinet.

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


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3 OUTPUT SIGNALS

There are two basic types of output signals of each detection channel of eachwheel detector: safety relay output RH / RL (2 NO and 1 NC potential-free contacts)and wheel pulse optocoupler output PH / PL, together with its complementary version

PH* / PL* (figure 1). There is also one additional optocoupler output per detectionchannel for diagnostic purposes: the wheel detector normal state optocoupler outputNRMH / NRML. Each of 3 wheel detectors on the indoor unit TDR14-UNUR can beconfigured as switch-on (UTR) or switch-off (ITR) wheel detector for LC, and asunidirectional or bidirectional wheel detector by setting the appropriate DIP-switch onthe main board (from the rear side of subrack). The main difference between switch-on (UTR) and switch-off (ITR) wheel detector is in the basic state of output safetyrelays; output relays are on the switch-on detector in the basic state picked, and onthe switch-off detector output relays are in the basic state released.

3.1 OUTPUT SIGNALS IN BIDIRECTIONAL MODE OF OPERATION

In bidirectional mode of operation output safety relays will change the stateduring the train passage in each direction over the sensor ZK24-2. Output safetyrelay of each channel (H and L) has a time delay of 5 seconds after the passage ofeach axle. This time delay can be changed from the diagnostic software forPC/Windows (over the diagnostic RS232 port) in range 0.1s10s. Pulse optocoupleroutputs don't have such a time delay; they overpass the pulse of each axle to theoutput. However, using the diagnostic software the delay (up to 10s) can beconfigured also for the pulse optocoupler outputs. The output safety relays willchange state with the first train axle passing over the sensor and relays will keep thatstate during the passage of the whole train over the sensor plus 5s after the passageof the last axle. Typical output signals of one switch-on wheel detector on TDR14detection system during the passage of the four-axle railway vehicle over the sensorare shown on figure 4 (train movement direction HL) and on figure 5 (trainmovement direction LH). For the wheel detector configured as switch-off detector(ITR) the relay output signals and pulse optocoupler output signals on figures 4 and 5are inverted.

The wheel detector normal state optocoupler outputs NRMH (for channel H) andNRML (for channel L) are closed (optocoupler transistor saturated) as long asmicroprocessor unit MPU-TR doesnt detect any error/fault; in case of fault or error in

any part of detection channel, optocoupler NRMH / NRML will open its transistor. Inregular operation, as a confirmation of error-free state the outputs NRMH / NRML willgive a short negative pulse of fixed time 100ms at passage of each train, on the firstaxle only (figures 4, 5).


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

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

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


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

3.2 OUTPUT SIGNALS IN UNIDIRECTIONAL MODE OF OPERATION

In unidirectional mode of operation output safety relays will change the stateduring the train passage in only one train movement direction over the sensor ZK24-2; in the opposite direction of train movement safety relays of both detectionchannels will remain in the basic state. It is possible to configure exact requireddirection of each wheel detector operation by the DIP-switch on the main board ofindoor unit TDR14-UNUR: direction HL or LH. On figures 6 and 7 there areexamples of output signals of one unidirectional switch-on wheel detector configuredfor direction HL on TDR14 detection system during the passage of the four-axle

railway vehicle over the sensor in direction HL (figure 6) and in direction LH(figure 7). During the train passage in direction HL output safety relays will changetheir state (drop) simultaneously as soon as the movement direction is determined atthe first axle, and will return into the basic state (pick-up) 5s after the last axle pulseon each channel H/L (figure 6). During the train passage in direction LH outputsafety relays of both detection channels will remain in the basic state (figure 7).

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

direction HL


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

direction LH

Safety relay outputs on the wheel detector configured as unidirectional are fail-safeoutputs for SIL4 applications, which means that a single fault on wheel detector

cannot cause both relay outputs to fail into the dangerous state; at least one relayoutput will provide the safety function, even in case of fault. For the unidirectionalswitch-on wheel detector (UTR) for level crossing this means the following:

In case the movement direction determination becomes unreliable, theunidirectional relay outputs will automatically become bidirectional, and willchange the state during the train passage. Typical example is when the wheelstops above the sensor coming from any direction; the relay outputs will changethe state after max. 1 second although the wheel eventually came from theopposite direction. This is the necessary fail-safe reaction, since the long-termactivation of the wheel detection channel can be either caused by the failure or bystopping of the wheel.

In case one detection channel (H or L) fails permanently into the basic state orpermanently into the active state (caused by the fault), relay output of the otherdetection channel will automatically become bidirectional and will change thestate during the train passage from any direction.

Because of those two fail-safe requirements for unidirectional switch-on wheeldetector (UTR), the specified speed range for unidirectional operation is0.5km/h250km/h, i.e. the total speed range can be described as follows:

Train speed range 0.5km/h250km/h unidirectional operation

Train speed range 00.5km/h bidirectional operation.

For the unidirectional switch-off wheel detector (ITR) for level crossing the fail-safe reactions are rather different, since it is safer not to switch the LC off in case offailure:


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In case the movement direction determination becomes unreliable, theunidirectional relay outputs of switch-off detector will remain in the basic state(released). If the wheel comes very slowly from any direction and even stopsabove the sensor, or the detection channel activates because of some failure, therelay outputs will not activate so that the level crossing will not switch-off, which is

in this case the safer state. In case one detection channel (H or L) of switch-off detector fails permanently into

the basic state or permanently into the active state (caused by the fault), relayoutput of the other detection channel will remain in the basic state during thepassage of every train from any direction (not to switch the LC off).

Because of those two fail-safe requirements for unidirectional switch-off wheeldetector (ITR), the specified speed range for unidirectional operation is0.5km/h250km/h, i.e. the total speed range can be described as follows:

Train speed range 0.5km/h250km/h unidirectional operation

Train speed range 00.5km/h no operation.

4 APPLICATION

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

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

protection system with double structure


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Wheel detectors on switch-on points of LC on figure 8 can be configured eitheras bidirectional or unidirectional, depending on the control logic of the LC system.Wheel detector on switch-off point is usually configured as bidirectional when onlyone double wheel detector is used for switching-off (on only one side of the road). Ifswitch-off double wheel detectors are used on both sides of the road, they can be

configured as unidirectional.Train detection system TDR14 is also used as a replacement of old magnetic or

mechanical switch-on/off wheel detectors (both bidirectional and unidirectional) forlevel crossing, that act as a closed/open relay contacts to the LC system. Except thelevel crossing, the train detection system TDR14 can be applied to any othersignalling system that requires punctual detection of train.

Since each wheel detector can be configured to operate in unidirectional modethe train detection system TDR14 can also be applied for announcement ofincoming train to the station, i.e. warning of the operator that the train is moving indirection towards the station on certain distance from the station, as shown on figure9.

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

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

5 TECHNICAL SPECIFICATIONS

5.1 RAILWHEEL SENSOR ZK24-2

Power supply: 20V DC to 48V DC

Output current of the non-active state(each sensing system): 16mA DC 8%

Output current of the active state(each sensing system): 10mA DC 8%


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Side distance of drop-away fromthe rail detection: 5 to 15mm through the whole temperature

range, for all rail types

Operating temperature range: -40C to +80C

Relative humidity: up to 100%

Protection against water and dust: IP68 (sensor ZK24-2); IP65 (tracksideconnection box with module ZGK)

Altitude: max. 4000m above sea level

Vibration and shocks resistance: tested according to EN 50125-3- Vertical axis: vibrations 5 2000Hz, 28g r.m.s., shocks 200g / 6ms

- Transversal axis: vibrations 5 2000Hz, 14g r.m.s., shocks 100g / 6ms- Longitudinal axis: vibrations 5 2000Hz, 5g r.m.s., shocks 36g / 6ms

Minimal wheel diameter: 300mm

Wheel flange height and thickness: according to UIC 510-2 (table 1 and 2)

Sensor weight (without cable): 1.72kg

Weight of the sensor with mountingbracket and cable: 6.05kg

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

Wheel diameter 330mm to 630mm 630mm to 760mm >760mm

Wheel flangeheight

Min. 32mmMax. 36mm

Min. 30mmMax. 36mm

Min. 28mmMax. 36mm

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

Wheel diameter 330mm to 840mm >840mm

Wheel flangethickness Min. 27.5mmMax. 33mm Min. 22mmMax. 33mm

5.2 INDOOR UNIT TDR14-UNUR

Power supply of each channel (A / B): 11V40V DC

Power dissipation with all of 3 wheel detectors: max. 20W

Internal power supply for each sensing system


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towards the sensor in the basic state: 35V DC 8%

Output relays type: safety relay with forcibly guidedcontacts according to EN50205, type A

Maximal switching current ofthe safety relay contacts: 2A DC

Maximal switching voltage ofthe safety relay contacts: 150V DC

Optocoupler outputs maximal current: 50mA

Maximal voltage collector-emitterof optocoupler outputs: 75V

Maximal saturation voltage of optocoupler outputs: 1V

Operating temperature range: -30C to +70C

Relative humidity: up to 100%

Altitude: max. 4000m above sea level

Weight (configured for all 3 wheel detectors): 2.5kg

Dimensions (wdh, wall mounting version): 270245133mm

Maximal train speed:- for wheel diameter >840mm: 250km/h- for wheel diameter 630 to 840mm: 220km/h- for wheel diameter


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6 TRAIN DETECTION SYSTEM TDR14

Photo Designation Part No

TDR14-UNUR(3 train detection units

in the same rack)

AP215570

Railwheel sensorZK24-2

AP215560

Mounting bracket forsensor

AP215505

Sensor protectingshields (pair)

AP215513+

AP215514

Protecting tube withrings

AP215508+

AP215509


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Photo Designation Part No

Lightning protectionof sensor with

mounting housingZGK

AP215591

Notebook withdiagnostic software

on inquiry

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