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Mobility

Operating and Service Manual


ZP D 43
Wheel Detection Equipment

A6Z00001887496, ,A,
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Siemens AG 2010

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Operating and Service Manual
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Confidentiality:

None

Issuing department:

I MO RA OP IED 5

Author of
German
document

Pohl

I MO RA PC IED 5

Translation
released by

Argiel

I MO RA R&D DOC 5

31.05.2010

See EDM

Translation
prepared by

Dawson

I MO RA R&D DOC 5

2009-11-16

See EDM

Name

Org. unit

Date

Signature

The contents of this translation correspond to the German document with the number
A6Z08110491156
Document history
Version

Release
date

Sections
changed

Reason,
Change Notice if applicable

2007-08-14

All

First issue

2008-03-18

4.3.4; 7.1.1;
7.1.6; 7.1.8;
7.1.11; 7.2.2;
7.5.4; 7.5.5;
8.2; 10.3.2.3,
9.5.5, 9.6

Incorporation of comments by Federal German Railways Office

2008-04-01

5.1, 7.5.4

Incorporation of comments by Federal German Railways Office

2008-05-16

6.4.2, 6.4.4,
8.3, 10.1

Incorporation of comments by Federal German Railways Office

2009-03-01

All

Various additions

2009-08-03

Cover page

Correction of automatic field entries

2009-08-20

Cover page
5, 6.4.5,
7.2.2, 7.2.3,
7.5.4, 10.3.3,

Insertion of a photograph
Warning modified
Addition in footer
Note deleted (contained in Section 5)
Addition of dimensions
Addition of Siemens code numbers

2009-11-09

Kap. 7.1.11

Note specified

Kap. 7.4.3.2

Note paraphrased for maximum traversal speed

Kap. 7.5.4

Note added

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Operating and Service Manual
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ZP D 43 Wheel Detection Equipment


Operating and Service Manual
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Contents
1

Purpose of this document

1.1

Referenced Documents for special Applications

Customer service address

10

Safety information

11

3.1

Symbols and pictograms

11

3.2

Operator and system safety

12

3.2.1
3.2.2
3.2.3
3.2.4
3.2.5
3.2.6
3.2.7
3.2.8

Safe state
Usable axle counting systems
Fusing
Qualified personnel
Preparation for work
Performance of work
Completion of work
Storage of ZP D 43

12
13
13
13
14
15
17
17

3.3

Immunity to other components

18

3.4

Handling of circuit boards

18

3.5

Measures during work on track bed

19

Mode of operation of ZP D 43 wheel detection equipment

21

4.1

Basic principle and overview of components

21

4.2

Electrical function

22

4.3

Application variants of ZP D 43 wheel detection equipment

24

4.3.1
4.3.2
4.3.3
4.3.4

Double usage of wheel detection equipment


External supply of wheel detection equipment
Remote transmission with isolating transformer or broadband transformer
Typical configurations

25
25
25
26

Cabling between evaluation computer and wheel detection


equipment

32

5.1

Earthing and shielding

33

5.1.1
5.1.1.1
5.1.1.2
5.1.2

Application on railways with AC traction and on non-electrified railways


Length of tail cable up to 250 m
Length of tail cable over 250 m
Application in railways with DC traction and with mixed traction on one line

33
33
33
33

5.2

Limitation of control distance

34

5.2.1
5.2.2
5.2.3
5.2.4

Cable capacitance
DC resistance of feeder cable
Interference voltages
Attenuation specifications

34
35
35
36

Components of ZP D 43 wheel detection equipment

37

6.1

DEK 43 double wheel detector

37

6.2

Connecting cables

37

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6.3

Trackside connection box

38

6.4

Transformers for remote transmission

38

6.4.1
6.4.2
6.4.3
6.4.3.1
6.4.3.2
6.4.4
6.4.5

Broadband transformer (BBT)


Isolating transformer (IT)
Arrangement and mounting of broadband transformers and isolating transformers
Mounting transformers in interlocking
Transformer accommodation on the line
Measures for external supply
Wheel detection equipment signal transmission and external supply on one cable

39
39
39
39
39
40
41

Installation of ZP D 43 wheel detection equipment

43

7.1

Permissible distances between double wheel detectors and other


components

43

7.1.1
7.1.2
7.1.3
7.1.4
7.1.5
7.1.6

44
45
46
48
49

7.1.15.1
7.1.15.2

Double wheel detectors in the track area


Double wheel detectors in the track area at speeds of up to 120 km/h
Double wheel detectors in the area of rail joints
Double wheel detectors in the area of electrodynamic rail brakes
Double wheel detectors in the area of switches
Double wheel detectors in the area of switches and crossings, distances to adjacent rails
at speeds of up to 120 km/h
Double wheel detectors in the area of switches and crossings, distances between double
wheel detectors at speeds of up to 120 km/h
Double wheel detectors in the area of audio-frequency track circuits
Double wheel detectors in the area of intermittent ATC track magnets
Double wheel detectors in the area of magnetic train stops
Double wheel detectors in the area of balises
Double wheel detectors in the area of a Euroloop S21
Double wheel detectors in the area of loops
Double wheel detectors in the area of wheel detectors for switching and indicating
functions
Measures for ATC track coupling coils in area within track, Swiss Federal Railways
(SBB)
Distance to ATC track coupling coils
Transition from station area to open line

7.2

Arrangement of components on track

58

7.2.1
7.2.2

Standard application
Vertical arrangement of trackside connection box

58
59

7.3

Tools required

60

7.4

Installation of double wheel detector

60

7.4.1
7.4.2
7.4.3
7.4.3.1
7.4.3.2
7.4.3.3
7.4.3.4
7.4.3.5
7.4.3.6

60
63
63
63
65
67
68
69

7.4.4

Determination of installation site


Preparation of installation site
Drilling of web holes
Installation between ties
Installation above ties
Installation on UIC60 rail profile with permanent way W on concrete ties
Installation on S49 or S54 rail profile with permanent ways K and KS on wooden ties
Installation on S49 or S54 rail profile with permanent ways K and KS on concrete ties
Installation on UIC60 rail profile with permanent ways K and KS on wooden and concrete
ties
Installation of double wheel detector

7.5

Trackside connection box

73

7.5.1
7.5.2
7.5.2.1
7.5.2.2
7.5.3
7.5.4
7.5.5

Installation and mounting on a pipe support


Wall mounting of trackside connection box
Plug fitting
Anchor fitting
Mounting on signal posts
Double wheel detector trackside connection box cable connection
Earthing of trackside connection box

73
74
74
75
75
76
77

7.1.7
7.1.8
7.1.9
7.1.10
7.1.11
7.1.12
7.1.13
7.1.14
7.1.15

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50
51
52
53
53
54
55
55
56
56
56
56

70
71

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7.5.6
7.5.7
7.5.7.1
7.5.8
7.5.8.1

Installation of signaling cable


Conversion of ZP 43 E to ZP D 43 wheel detection equipment
Conversion
Replacement of ZP 43 V by ZP D 43 wheel detection equipment
Replacement steps

80
81
81
82
83

7.6

Terminal assignment in trackside connection box

84

Overvoltage protection for ZP D 43 wheel detection equipment

85

8.1

Retrofitting of overvoltage protection

85

8.1.1
8.1.2

Structure and order variants


Installation

85
86

8.2

Electrical connection

87

8.3

Insulation measurement when using overvoltage protection

87

8.4

Terminal assignment in trackside connection box with overvoltage


protection

90

Commissioning of ZP D 43 wheel detection equipment

91

9.1

Required tools

91

9.2

Preliminary testing

92

9.3

Calibration of ZP D 43

94

9.4

Status indication LEDs

95

9.5

Electrical testing

96

9.5.1
9.5.2
9.5.3
9.5.4
9.5.5

Notes on use of PEGA 1211


Preparatory work
Checking of wheel detection equipment supply voltage U60
Checking of 43 kHz transmitter frequency
Checking of receiver voltages UE1 and UE2

9.6

Overview of electrical setpoints of ZP D 43 wheel detection equipment

101

10

Maintenance

102

10.1

Inspection

102

10.2

Diagnostics and corrective maintenance

104

10.2.1
10.2.2
10.2.2.1
10.2.2.2
10.2.2.3

Fault location
Single faults
Wheel detection equipment supply voltage U60
Transmitter frequency fs
Receiver voltages UE1 and UE2

97
98
99
99
100

104
106
106
106
107

10.3

Code numbers for wheel detection equipment parts and accessories

10.3.1
10.3.2
10.3.3
10.3.4
10.3.5
10.3.6

Pre-assembled wheel detection equipment


Conversion kits
Parts
Broadband transformers, isolating transformers and accessories
Service accessories
Reducing plates for rail profiles

11

Technical data

115

11.1

ZP D 43

115

11.2

Multimeter requirements

116

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108
108
109
110
111
112
113

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11.3

PEGA 1211

11.3.1
11.3.2

General
ZP 43 operating mode

117
117
117

Declaration of conformity

118

List of abbreviations

119

List of figures

120

List of tables

122

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Operating and Service Manual
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1

Purpose of this document

This Operating and Service Manual is to be regarded as a set of regulations. It gives a


summary description of all activities required for installation and maintenance. The
operability, reliability and safety of the axle counting system are only guaranteed if all work
described in this document is carried out. This Operating and Service Manual contains:

a description of the ZP D 43 wheel detection equipment

a description of the components

a description of configurations

instructions on installation, adjustment and maintenance

The first section contains essential information on the safety of personnel, system safety
and the problem of interference of the electronic wheel detection equipment. If danger to
persons and material cannot be ruled out, these hazards are indicated by means of
pictograms. Technical data of the wheel detection equipment is described.

Note
If you have any tips, comments or suggestions for improvement regarding this
Operating and Service Manual or have discovered any mistakes, please
contact us directly. All your ideas will be gratefully received.
Siemens AG
P.O. Box 33 27
38023 Brunswick
Germany

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1.1

Referenced Documents for special Applications

Referenced Document

SSN

Modification Instruction
ZP 43 E to ZP D 43

A25552-T4100-A1-*-7651

Circuit Diagrams Isolating Transformer


Boards

A25552-T701-C11-*-11 bis ...C15-*-11

Isolating Transformer Boards Installation


Instructions

A25552-T701-C1-*-31

Installation Instructions for Special Rails

A25552-M43-A1-*-31

Installation Instructions for mounting a trackside connection box onto a slim or lattice
post

A25165-A42-B111-*-31

Table 1

Referenced Documents for special Applications

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2

Customer service address

Siemens AG
Ackerstrasse 22
38126 Brunswick, Germany
Tel. +49 (0) 5 31 2 26-0
Fax +49 (0) 5 31 2 26-43 98

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3
3.1

Safety information
Symbols and pictograms

If hazards for persons and material cannot be ruled out in the work described, specially
highlighted safety notes draw attention to these hazards. The safety notes used are
classified according to the severity of the hazard involved and have the following
meanings:

Death or severe injury will occur if you do not take the precautions described.

Death or severe injury may occur if you do not take the precautions described.

CAUTION
"CAUTION" and a hazard warning sign indicate that minor injury may occur if
you do not take the precautions described.

Caution
"Caution" without a hazard warning sign indicates that damage to property
may occur if you do not take the precautions described.

Notice
An undesirable event or state may occur if you do not observe the relevant
note.

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CAUTION
This indicates electrostatic sensitive devices.
Before touching a board bearing this sign, always equalize charge.

3.2

Operator and system safety

The following instructions must be followed in order to avoid personal injury and damage
to property. Personnel must be familiar with the sections of this Operating and Service
Manual in order to ensure safe and correct work on the ZP D 43 wheel detection
equipment.

3.2.1

Safe state

Risk of accident
The wheel detection equipment does not guarantee a safe state. Maintaining a
safe state when a wheel detection equipment failure is detected is the
responsibility of the higher-level evaluation unit.
If evaluation computers are used which cannot distinguish the faulty state from
the occupied state, counting errors may arise (valid wheel) in the event of a
failure (e.g. dual-channel hardware reset with jitter).

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3.2.2

Usable axle counting systems

Risk of accident
The ZP D 43 wheel detection equipment may only be operated in conjunction
with the following axle counting systems:
- Az S M (E), (PB), (R)
- Az S 350 U
- Az S (M) 350, Versions B, M, T
- Az S 350
- Az S 350 B1, B5
- Az S M 350
Applications extending beyond this should be checked with the specialist
department on a case-by-case basis.

3.2.3

Fusing
Caution

The power supply of the wheel detection equipment must be limited to 250 mA
by the higher-level supply unit.

3.2.4

Qualified personnel

Maintenance work on the ZP D 43 wheel detection equipment must be carried out by


specially trained and examined personnel authorized by the respective railway operator.
These qualified personnel are responsible for operational
safety.

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3.2.5

Preparation for work

Risk of accident
Hazards to the installation and maintenance personnel
Only perform maintenance work during intervals between trains.
Safety measures stipulated by the respective railway regulations must be
carried out before commencing work on the track. All measures must be
agreed upon with the signalman.

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3.2.6

Performance of work

Risk of electric shock


Hazards to the installation and maintenance personnel
All parts of the wheel detection equipment, the signaling cable, the terminal
block, the cable termination rack and the connecting cable to the evaluation
computer may still be carrying an interference voltage even if the power
supply is off. The corresponding occupational safety and accident prevention
regulations relating to "Working on energized parts" must be noted and
applied.
Trackside connection boxes with a metal cover must be connected to the
railway earthing system, the structure earth and / or the return system (see
Section 7.5.5). Whether earthing is to be performed in the case of trackside
connection boxes with a plastic cover depends on the relevant requirements of
the project. Calibration must only be performed after the trackside connection
box has been earthed.
The rail operators have their own independent rules and regulations for
occupational safety.

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Failure of the wheel detection equipment


Do not perform any work that could restrict the safety of persons or the
function of the ZP D 43 wheel detection equipment. Only use the tools,
fixtures, test equipment and consumables provided for maintenance work.
Only operate the wheel detection equipment if it is in perfect condition.
Eliminate any technical defects in accordance with the details provided in this
document.
Unauthorized modifications and changes to the wheel detection equipment are
not permissible. Replace defective components.

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3.2.7

Completion of work
Notice

Disruption of operations possible


Track sections are not indicated as clear.
Always conduct a test run after completion of all conversion and maintenance
work. This may involve, for example, relocating the wheel detector to another
location, temporary dismantling due to work on the track or resetting the
mounting height.
The type and speed of the test run must be stipulated by the signalman on the
basis of the rail operator's applicable regulations.
The test run is successful if the track clear indication is established after the
sections concerned have been cleared. The test runs must pass over the
respective wheel detection equipment of the associated evaluation computers.
For the purpose of simplification, in specific circumstances, the correct
function of the evaluation computers concerned can also be tested by locally
simulating a passing wheel, e.g. mock wheel, over the double wheel detector.

3.2.8

Storage of ZP D 43
Notice

Failure of the wheel detection equipment


Wheel detection equipment cannot be calibrated.
Put the ZP D 43 into storage without a power supply for a maximum of two
years.

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3.3

Immunity to other components

The ZP D 43 is immune to the following components:

segmented magnetic rail brakes

eddy-current brake of the ICE 3 (Knorr WB 154 R)

vehicle antennas which emit continuously at a transmission power of maximum 50 W

3.4

Handling of circuit boards

Every circuit board is marked with the symbol "Electrostatic sensitive devices" and is to be
handled with care.

CAUTION
This indicates electrostatic sensitive devices.
Before touching a board bearing this sign, always equalize charge.

Before touching the board, always equalize charge by touching an uninsulated


metal part of the trackside connection box or another earthed structure.
This charge equalization prevents the charge from being discharged via the
components of electronic circuits.

Only touch the edge of the board.

Only place the board on bases that are or have been made conductive (e.g.
carbonized foam mats).

Always transport and store uninstalled boards in their packaging.

If you hand over boards from one person to another with no packaging, equalize
charge before handover by touching the hands of the other persons involved.

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Notice
Failure of the wheel detection equipment
Do not attempt to repair defective boards.
Replace defective boards and send them to Siemens AG for repairs. Secure
the collar screws of the mounting rack with Loctite.

3.5

Measures during work on track bed

Risk of accident
After dismantling a double wheel detector from the rail, the relevant track
section may be inadvertently indicated as clear.
After dismantling a double wheel detector, loosely bolt together the transmitter
and receiver using the associated bolts and nuts.
The railway operator must ensure by suitable measures that there are no
effects on further operation.

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Notice
Damage
Work on the track bed (packing) may damage the double wheel detector and
its associated cables.
Before commencing this work, dismantle the double wheel detector from the
rail and remove it and its cables from the ballasted area.
After reinstalling the double wheel detector, check the electrical parameters
and adjust them if necessary (see Section 9).

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4

4.1

Mode of operation of ZP D 43 wheel


detection equipment
Basic principle and overview of components

The ZP D 43 wheel detection equipment (counting head) operates according to the


proven method of electromagnetic wheel detection. When a wheel enters the detection
area of the double wheel detector, it changes the coupling between the double wheel
detector transmitter and receiver, thereby generating pulses. These pulses are transmitted
via cable to the evaluation computer located in the interlocking.

Signaling cable,
star quad

Signaling cable,
star quad

Evaluation computer
EC
CH 1/2 Counting head
DEK 43 double wheel detector
Trackside connection box

Figure 1

Overview of ZP D 43 components

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4.2

Electrical function

The electrical functions during traversal of the wheel detection equipment are described
more precisely by the block diagram below:

Figure 2

Block diagram of the ZP D 43

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Note
The ZP D 43 has been optimized in terms of wheel profile and axle spacing
according to the German Railway Building and Operation Regulations (EBO).
Deviations may be caused by substantially modified rolling stock. In particular
wheel profiles and axle spacings that do not correspond to EBO and special
block-type magnetic rail brakes may result in limitations. Particularly when
converting a network from a heavy rail system to a light rail system, the
special features of the rolling stock must be observed.

Two resonant circuits installed in the double wheel detector transmitter generate a
magnetic alternating field with a frequency of 43 kHz. This alternating field inducts a
receive signal in two resonant circuits installed in the double wheel detector receiver.
When a wheel enters the effective range of the double wheel detector, the magnetic
coupling between the transmitter and receiver increases. Consequently, the induced
voltage in the receiving coils increases. The received voltages pass via the connecting
cable to the two receiving amplifiers in the trackside connection box. Following filtration,
the amplitude of the received signals freed from interference is rectified and increased to
an appropriate level in the subsequent amplifier.
The received voltage of the double wheel detector in its quiescent state, i.e. when there is
no passing wheel, is recorded on the wheel detection equipment board in the trackside
connection box within the context of calibration and converted into two AC voltage signals
with the quiescent frequencies of f1 = 3.60 kHz and f2 = 6.52 kHz.
When a wheel enters the effective range of the double wheel detector, the increased
magnetic coupling between the transmitter and receiver causes the received voltage to
increase beyond the defined quiescent voltage. The wheel detection equipment board
reacts by increasing the frequency of the AC voltage signals. At the same time, the
amplitude of these signals is decreased. This corresponds to the occupied state of the
double wheel detector.
The downstream transformer (Tr) combines the AC voltage signals of the two channels
and feeds them into the signaling cable. The transformer also separates the supply
voltage from the interlocking from the signals to be transmitted to the evaluation computer.

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4.3

Application variants of ZP D 43 wheel detection


equipment

The required application variant of the ZP D 43 is achieved by equipping its board as


necessary.

Trackside
connection box

Wheel detection equipment fully fitted with


metal cover

plastic cover

Standard

S25552-T4100-A3

S25554-A6100-A300

S25554-A6150-A300

Standard with
overvoltage protection

S25552-T4110-A3

S25554-A6110-A300

S25554-A6160-A300

Double usage

S25552-T4100-A2

S25554-A6100-A200

S25554-A6150-A200

Double usage with


overvoltage protection

S25552-T4110-A2

S25554-A6110-A200

S25554-A6160-A200

External supply with


double usage

S25552-T4100-A1

S25554-A6100-A100

S25554-A6150-A100

External supply with


double usage and
overvoltage protection

S25552-T4110-A1

S25554-A6110-A100

S25554-A6160-A100

Application variant

Table 2

Application variants

Note
The wheel detection equipment can also be supplied pre-assembled ex works
(completely equipped and with an already connected double wheel detector).
The code numbers are listed in Table 17 on page 109.

Note
Overvoltage protection includes protecting the core to earth.

Note
Reducing plates have to be ordered separately depending on the rail type.

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The switch-on threshold is specified by coding as 1.58 times the basic level. When the
wheel detection equipment is fully fitted, a 500-mm-long pipe support and a wheel
detector with a 5-m-long connecting cable is included. Reducing plates have to be ordered
separately depending on the rail type.

4.3.1

Double usage of wheel detection equipment

The ZP D 43 wheel detection equipment can also interoperate with two evaluation
computers installed at different locations, i.e. it can be operated as double-usage wheel
detection equipment.

4.3.2

External supply of wheel detection equipment

The ZP D 43 wheel detection equipment can also be supplied externally with DC voltage
or AC voltage. An external supply is necessary if long distances are to be covered
between the evaluation computer and the wheel detection equipment (further details in
Section 5.2). In this case, power for the wheel detection equipment cannot be supplied via
the same core pair on which the wheel detection equipment signals are transmitted.
Power must be supplied via a second core pair or another cable. It must be
uninterruptible.

Note
An isolating transformer must be used if transient interference voltages
exceed 1.5 kVrms and continuous interference voltages exceed 250 Vrms on the
supply line.
Only an AC external supply is possible in this case. Application variant
S25552-T41**-A1 must be used.

4.3.3

Remote transmission with isolating transformer or


broadband transformer

Broadband transformers (BBT) are required for electrical isolation when transmitting
wheel detection equipment signals if the cable capacitance of a continuous cable or
the interference voltage is too high.

Isolating transformers (IT) are required in the case of AC external supply if


interference voltages would be too high with a continuous cable.

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In accordance with EN 50121-4, transient interference voltages of 1.5 kVrms and
continuous interference voltages of 250 Vrms must not be exceeded in cable systems and
the connected signaling and safety equipment.
In addition, the cable capacitance of an electrically connected telecommunications line
must not exceed 325 nF. In the event of sporadic intercore short circuits in the trackside
cable, there is the danger that, if the cable capacitance is too high, counting pulses may
be incorrectly simulated as a result of skews between the two wheel detection equipment
information channels. With a maximum cable capacitance of 325 nF, a typical cable
capacitance of 50 nF/km results in a cable length of 6.5 km.
Consequently, for all axle counting systems specified in Section 3.2.2, it is necessary to
isolate the trackside cable between the wheel detection equipment and the evaluation
computer if the maximum permissible cable capacitance is exceeded. A broadband
transformer is used for isolating wheel detection equipment signal transmission.
In this case, power for the wheel detection equipment cannot be supplied via the same
core pair on which the wheel detection equipment signals are transmitted. Power must be
supplied via a second core pair. This external power can be supplied from a DC voltage
situated in the vicinity or by an AC voltage. It must be uninterruptible.
Also for the supply line, the transient interference voltage must not exceed 1.5 kVrms, and
the continuous interference voltage must not exceed 250 Vrms. If necessary, an isolating
transformer is also to be inserted there. In this case, only AC supply is possible.

4.3.4

Typical configurations

Risk of accident
Wheels are not detected.
The signaling cable described in Section 5 must be used for the transfer of
information.

Cables with any stranding can be used for external supply (supply line). If required, two
cores of the supply line each are to be connected in parallel in order to reduce the direct
current resistance.

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Configuration example 1:
Standard application

Application variant S25552-T4100-A3

Cable capacitance of information and supply line 325 nF

Transient interference voltage 1.5 kVrms and continuous interference voltage 250
Vrms

Supply and information transmission via one core pair

Configuration example 2:
Interference voltage too high, external supply

Application variant S25552-T4100-A1

Transient interference voltage > 1.5 kVrms or


continuous interference voltage > 250 Vrms

External supply from own interlocking (AC)

Broadband transformer (BBT): SCN V25319-Z1-A9

The cable capacitance of each section of the information line must be 325 nF.
Further BBTs are to be inserted if required.

Isolating transformer (IT): SCN V25319-Z1-A14

In each section, the transient interference voltage must be 1.5 kVrms and the
continuous interference voltage must be 250 Vrms.
Further BBTs and ITs are to be inserted if required.

If required, a further isolating transformer is to be provided in the interlocking for


electrical isolation of the 230 V AC supply voltage brought out from the interlocking.

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Configuration example 3:
Cable capacitance or interference voltage too high, external supply from adjacent
interlocking

Application variant S25552-T4100-A1

Cable capacitance of the information line > 325 nF or transient interference voltage
on the information line > 1.5 kVrms or continuous interference voltage on the
information line > 250 Vrms

External supply from the adjacent interlocking (AC/DC)

Broadband transformer (BBT): SCN V25319-Z1-A9

On each section of the information line, the cable capacitance must be 325 nF, the
transient interference voltage 1.5 kVrms and the continuous interference voltage
250 kVrms. If required, further broadband transformers must be inserted there.

On the entire line length between the wheel detection equipment and interlocking B,
the transient interference voltage must be 1.5 kVrms and the continuous interference
voltage 250 kVrms.
If required, the supply line is to be divided into two or more sections by means of
isolating transformers. The restriction with regard to transient and continuous
interference voltages applies for each section. In this case, only an AC supply is
possible.

Configuration example 4:

Double usage

Application variant S25552-T4100-A2

The following applies to both information and supply lines:


Cable capacitance 325 nF, transient interference voltage 1.5 kVrms and continuous
interference voltage 250 Vrms

The two outputs of the wheel detection equipment are isolated from each other with a
dielectric strength of 4 kVrms AC.

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Configuration example 5:
Double usage and external supply

Application variant S25552-T4100-A1

The cable capacitance of the information line to interlocking A is > 325 nF; after
inserting the necessary BBT(s) into the information line to interlocking A, the cable
capacitance of each section must be 325 nF.

Transient interference voltage on the lines to interlocking A 1.5 kVrms and


continuous interference voltage on the lines to interlocking A 250 Vrms

External supply from interlocking A (AC/DC)

The cable capacitance of each section of the information line to interlocking B must
be 325 nF, the transient interference voltage 1.5 kVrms and the continuous
interference voltage 250 Vrms. If required, one or more BBTs must be inserted there.

Broadband transformer (BBT): SCN V25319-Z1-A9

Configuration example 6:
Double usage and external supply

Application variant S25552-T4100-A1

Transient interference voltage on the information line to interlocking A > 1.5 kVrms or
continuous interference voltage on the information line to interlocking A > 250 Vrms

External supply (AC) from interlocking A

If required, a further isolating transformer is to be provided in the interlocking for


electrical isolation of the 230 V AC supply voltage brought out from the interlocking.

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The cable capacitance of each section of the information line to interlocking A must
be 325 nF, the transient interference voltage 1.5 kVrms and the continuous
interference voltage 250 kVrms. Further BBTs are to be inserted if required.

On the entire length of the supply line to interlocking A, the transient interference voltage must be 1.5 kVrms and the continuous interference voltage 250 Vrms. If required, further isolating transformers are to be inserted.

The cable capacitance of each section of the information line to interlocking B must
be 325 nF, the transient interference voltage 1.5 kVrms and the continuous interference voltage 250 Vrms. If required, further BBTs must be inserted.

Broadband transformer (BBT): SCN V25319-Z1-A9

Isolating transformer (IT): SCN V25319-Z1-A14

Configuration example 7:
Interference voltage between wheel detection equipment units too high

Application variant S25552-T4100-A3

Cable capacitance of each information and supply line 325 nF

Transient interference voltage on each information and supply line 1.5 kVrms and
continuous interference voltage on each information and supply line 250 Vrms

Transient interference voltage between the wheel detection equipment units between
1.5 kVrms and 3 kVrms

Electrically isolated DC supply for each wheel detection equipment unit: a separate
SV5715C power supply board for each wheel detection equipment unit

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Notice
Interference voltage
When mounting the wheel detection equipment to the right and left of the
interlocking and the evaluation computer respectively (configuration example
7), the permissible total interference voltage between the two wheel detection
equipment units must not be exceeded.
For this reason, isolation of the power supply is necessary for the wheel
detection equipment concerned. This is effected by connecting each wheel
detection equipment unit to be isolated to separate 70 V DC power supply
boards (SV5715C), which are installed in groups in the Az S M cabinets.

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Cabling between evaluation computer and


wheel detection equipment

Different aspects to be noted for the cabling between the evaluation computer and the
wheel detection equipment are described below.

Risk of accident
Wheels are not detected.
Star-quad signaling cables must be used for transmitting information from the
wheel detection equipment to the evaluation computer.
Taking into account other services that do not exceed a maximum interference
level of 9 mVrms, a paired signaling cable may also be used.

The connecting cable of the wheel detection equipment must not be laid
together with cables that carry traction current or traction return current in a
cable route or cable trough.
A 400 Vrms heavy-current supply must not be routed together with the signal
cores of the ZP D 43 in one and the same cable, unless the cable design ensures sufficient electrical isolation.
The conditions specified in Section 6.4.5 are to be observed for routing signal
cores together with cores carrying a voltage of 230 Vrms.

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5.1

Earthing and shielding

In cable distribution cabinets, cable distribution boxes and trackside connection boxes for
isolating transformer boards (if present), the cable shields must be electrically joined
together in a conductive manner.
Please refer to Section 7.5.5 for notes on the design of the earth conductor.

5.1.1

Application on railways with AC traction and on nonelectrified railways

5.1.1.1

Length of tail cable up to 250 m

The cable shield and cable armoring (if present) are isolated from the trackside
connection box.

5.1.1.2

Length of tail cable over 250 m

The cable shield must be connected to the earthing terminal of the trackside connection
box in a highly conductive manner. If the wheel detection equipment is fitted with extra
overvoltage protection elements, the notes in Section 8 must be observed.

5.1.2

Application in railways with DC traction and with mixed


traction on one line

The cable shield and cable armoring (if present) are isolated from the trackside
connection box.

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5.2

Limitation of control distance

The cable length between the evaluation computer and the wheel detection equipment is
limited for the reasons set out in Sections 5.2.1 to 5.2.4 below (see also Section 4.3). The
level of the signal frequencies is predominantly attenuated by the cable capacitance,
whereas the range of the wheel detection equipment supply is restricted by the core
cross-section (direct current resistance).
With the paired and star-quad signaling cables used, a control distance of 6.5 km is
typically possible with a direct supply (standard scenario) and a nominal core diameter of
1.4 mm.
In individual cases, the maximum possible control distance must be determined taking into
consideration the reasons set out in Sections 5.2.1 to 5.2.4 below. Under certain
conditions, control distances of up to 21 km can be attained if the cable is segmented into
electrically isolated sections (insertion of transformers, see Sections 4.3.3 and 4.3.4) and
the necessary external power supply is available. This must also be taken into
consideration when relocating wheel detection equipment and / or changing the cable
routing.
The maximum possible cable length is always attained when one of the limiting values
described below is attained.

5.2.1

Cable capacitance

Risk of accident
Wheels are not detected.
The cable capacitance (core to core) of an electrically connected
telecommunications line must not exceed 325 nF. Star-quad signaling cable
according to Dlk 1.013.110 has, for example, a cable capacitance of approx.
50 nF/km. In this case, the length of an electrically connected cable must not
exceed 6.5 km.

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5.2.2

DC resistance of feeder cable

The maximum permissible DC resistance of the feeder cable is determined by the


permissible voltage drop on the supply line and the supply current of the wheel detection
equipment.
There must be at least 30 V DC (alternatively, 26 V AC with external supply) at the wheel
detection equipment. The current consumption of the wheel detection equipment is 80
mA.
The permissible voltage drop is the difference between the minimum supply voltage and
minimum required wheel detection equipment voltage.
For instance, when supplying a minimum of 54 V DC (60 V DC 10%), the maximum loop
resistance is 300 (150 per core).
The cable laying mode (underground / overground) must also be taken into consideration,
as it influences the maximum cable temperature and therefore the maximum core
resistance.

5.2.3

Interference voltages

Risk of electric shock


In accordance with EN 50121-4, transient interference voltages of 1.5 kVrms
and continuous interference voltages of 250 Vrms must not be exceeded in
cable systems and the connected signaling and safety equipment. For
electrified lines in particular, depending on the cable type (with / without antiinductive protection) and with maximum contact line short-circuit current, the
electrically connected cable is restricted in length. In individual cases, this
length restriction is to be determined by calculating the interference voltage.

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5.2.4

Attenuation specifications

As the individual cable types have different electrical properties, it is not possible to state
a distance that applies to all cable types. The attenuation values listed in the following
table apply.
Wheel detection
equipment
application

Set transmission
level (Vrms)

Maximum permissible cable attenuation


Np

dB

Standard application
and double usage

1.75

2.31

20.10

External supply

2.60

2.71

23.57

Table 3

Maximum permissible cable attenuation on the information line

Note
The values in the table refer to application on evaluation computers of types
Az S 350 and Az S M.
The data sheet value for the frequency of 6.5 kHz must be used for determining the cable
attenuation. Star-quad signaling cable according to Dlk 1.013.110 has, for example, an
attenuation of 1.05 dB/km (core diameter 1.4 mm) or 1.6 dB/km (core diameter 0.9 mm) at
6.5 kHz. If no data is available for this frequency, the attenuation must be interpolated
from the data for adjacent frequencies. No coil-loaded cables must be used, because their
attenuation is too high at 6.5 kHz.

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Components of ZP D 43 wheel detection


equipment

The ZP D 43 wheel detection equipment is installed at the track section limits. It consists
of a double wheel detector and a trackside connection box, which together form a single
functional unit (wheel detection equipment unit). The two are linked by a pair of
connecting cables approx. 5 m long (alternatively 10 m or 15 m), permanently attached to
the double wheel detector.
Details on their arrangement on the track are provided in Section 7.2.

6.1

DEK 43 double wheel detector

The DEK 43 double wheel detector (called double wheel detector below, and also called
detector unit, electronic double wheel detector or electronic wheel detector in other
documents) consists of two electronic detector systems. Each system has a transmitting
part and a receiving part. The transmitter and receiver of both detector systems are each
fitted in a common plastic housing. The transmitter housing is situated on the outer side
and the receiver housing on the gage side of the rail. In order to reduce interference from
the rail, e.g. by traction return currents, the transmitter and receiver are each provided
with a reducing plate on the side facing the rail. The reducing plate is matched to the rail
profile and reaches from the rail base across the web to underneath the rail head.
Reducing plates are available for all conventional rail profiles (see Table 22). The double
wheel detector is fixed in the neutral zone of the rail web by two mushroom-head bolts
through drill holes.

6.2

Connecting cables

Shielded connecting cables are used to connect the double wheel detector and the
trackside connection box. The connecting cables have a unilateral permanent connection
with the parts of the double wheel detector and form a unit. They are approx. 5 m, 10 m or
15 m long. This results in maximum distances of approx. 4.2 m, 9.2 m and 14.2 m
between the double wheel detector and the trackside connection box respectively.

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6.3

Trackside connection box

The trackside connection box of the ZP D 43 wheel detection equipment is moisture-proof


(IP67 rating) and has a removable, lockable cover. For trackside mounting, pipe supports
of various heights are available. To allow the entry or passage of cables, cable bushings
of various diameters are available.

Figure 3

6.4

Diagnostics, channel 2

Diagnostics, channel 1

In the trackside connection box, the board is fitted on an adapter plate.

ZP D 43 board layout

Transformers for remote transmission

Once the maximum permissible interference voltage or the maximum permissible cable
capacitance is reached, it is necessary to electrically isolate the line between the wheel
detection equipment and the evaluation computer. A broadband transformer is used for
electrically isolating the wheel detection equipment transmission line. For this reason, the
wheel detection equipment must be supplied via a second core pair in this case. This
external supply must be uninterruptible and can originate from a DC voltage situated in
the vicinity or an AC voltage. On the supply line, too, a transient interference voltage may
not exceed 1.5 kVrms and a continuous interference voltage may not exceed 250 Vrms. If
necessary, an isolating transformer must also be used there. In this case only an AC
power supply is possible.

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6.4.1

Broadband transformer (BBT)

The SCN V25319-Z1-A9 broadband transformer is used for electrically isolating the cable
for wheel detection equipment signal transmission.

6.4.2

Isolating transformer (IT)

The SCN V25319-Z1-A14 isolating transformer must be used in new systems. It can
power up to three ZP D 43 wheel detection equipment units in the ambient temperature
range of -40C to +80C. The isolating transformer supplies the two output voltages of
230 V and 42 V.
The isolating transformer is to be protected by a 100 mA slow-acting fuse on the interlocking side (in the cable termination cabinet).

6.4.3

Arrangement and mounting of broadband transformers


and isolating transformers

6.4.3.1

Mounting transformers in interlocking

The SCN C25320-A37-A1 mounting equipment is used for mounting. This unit has two
slots for broadband transformers or isolating transformers. The mechanical construction of
the mounting equipment, subject to corresponding adjustments, also allows for
accommodation in other cable termination racks or cabinets.

6.4.3.2

Transformer accommodation on the line

The connection box for the isolating transformer board can be installed directly on the
cable route in the open on a pipe support.
The dimensions of the connection box (without pipe support and cable bushings) are 241
mm x 241 mm x 174 mm (w x d x h). The different board arrangement variants are set out
in Table 20 in Section 10.3.4.

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Note
The terminal assignment of the isolating transformer boards can be found in
the associated circuit diagrams SCN A25552-T701-C11-*-11 to ...C15-*-11.
Instructions for mounting can be found in the Connection Box for Isolating
Transformer Boards Installation Instructions, SCN A25552-T701-C1-*-31.
The variants of the isolating transformer boards can also be used
independently of the connection box and mounted at an appropriate location,
e.g. in racks or cabinets.

6.4.4

Measures for external supply

Application variant S25552-T4100-A1 is used.

Note
The external supply must be uninterruptible.
If the 230 V AC external supply is from the interlocking, it has to be nonearthed. This can be done by using a 230 / 230 V isolating transformer, SCN
V25319-Z1-A14, in the cable termination rack if an earthed voltage is used or by
using the non-earthed signal voltage supply network.
If isolating transformers are used, it is to be noted that, for power reasons, max.
three such transformers may be connected in series.
The permissible supply voltage range, measured at the trackside connection
box, is between 26 Vrms AC and 50 Vrms AC or 30 V DC and 72 V DC with max.
3% ripple.

The voltage for the external power supply must be connected to the FS terminals in the
trackside connection box. For details, see Figure 3.

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Risk of accident
Wheels are not detected.
In the event of use with the Az S 350 or Az S (M) 350 systems, remove the
200 mA fuse in the evaluation computer mounting frame on the corresponding
bandpass filter board (Bapas), SCN S25552-B637-A2 or B1, or on the
amplifier, trigger and bandpass filter board (Vesba), SCN S25552-B604-C1.
In the event of use with the Az S M (E) or Az S M (PB) systems, remove the
corresponding 200 mA fuse for wheel detection equipment supply on the
terminal strips in the Az S M cabinet or on the ZAN board.
In the event of use with the Az S M (R) system, remove the corresponding
fuse on the Zan board, SCN S25552-B701-A1.

6.4.5

Wheel detection equipment signal transmission and


external supply on one cable

The signaling cable must fulfil the following conditions in the event of external supply with
230 Vrms:

The cable must be suitable for 230 Vrms with regard to its parameters.

In its regulations, the railway operator must allow the joint transmission of 230 Vrms
and low-level signal voltages on one cable.

For supply, a different star-quad to that used for wheel detection equipment signal
transmission must be used.

The cable must only be used for axle counting systems.

The AC supply voltage must be a "clean" sinusoidal voltage1 with no interfering


harmonic waves.

The rms value of the interference voltages caused by other signals (including the 230 V external supply) in
the same cable must not exceed 9 mV. This corresponds to a harmonic distortion of 3%. For the purpose of
measuring the interference voltage, the wheel detection equipment is to be de-energized (remove the fuse
from the evaluation computer).

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Note
Equipment for uninterruptible power supply often generates voltages that
deviate from the sinusoidal shape. In this case, interference with wheel
detection equipment signal transmission must be expected. In such cases, the
shared use of a cable is not permissible.

Note
External supply via a shared cable is also possible with a DC voltage of up to
100 V (ripple 3%). However, there must be no more than 72 V DC (ripple
3%) at the trackside connection box. The difference equates to the drop in
voltage on the supply line.

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Mobility
7

Installation of ZP D 43 wheel detection


equipment

Risk of accident
Wheels are not detected.
If the wheel detection equipment is used at a location with ambient conditions
that deviate greatly from the permissible operating environment, it must not be
used without the approval of the specialist department.
The wheel detection equipment consists of the double wheel detector with connecting
cables and the trackside connection box.

Note
The wheel detection equipment is also available factory-preassembled
(completely fitted with components and with connected double wheel
detector). The code numbers can be found in Table 17 in Section 10.3.1.

7.1

Permissible distances between double wheel


detectors and other components
Note

These distances apply regardless of the axle counting system. The double
wheel detector must not be installed on the movable parts of a switch.
The double wheel detector must not be installed in the area of check rails. A
minimum distance of 0.3 m to check rails must be observed.

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7.1.1

Double wheel detectors in the track area

DEK 43
double wheel
detector

DEK (10 kHz)


double wheel
detector

DEK (10 kHz)


double wheel
detector

DEK 43 double
wheel detector

Figure 4

Double wheel detectors in the track area, different types can be mounted directly
adjacent to each other

>5m

DEK 43 double
wheel detector

DEK 43 double
wheel detector

>1m

DEK 43 double
wheel detector

Figure 5

DEK 43 double
wheel detector

Double wheel detectors in the track area, same type

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7.1.2

Double wheel detectors in the track area at speeds of


up to 120 km/h

The following minimum distances must be observed when installing double wheel
detectors on the same track:

1.2 m

DEK 43 double
wheel detector

DEK 43 double
wheel detector

0.6 m

DEK 43 double
wheel detector

Figure 6

DEK 43 double
wheel detector

Double wheel detectors in the track area at speeds of up to 120 km/h

Note
The following minimum distances between two double wheel detectors (center
to center) must be observed:
1.2 m when installing them on the same rail
0.6 m when installing them on different rails

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7.1.3

Double wheel detectors in the area of rail joints

In contrast to the minimum distance of four tie cribs between double wheel detector and
rail joint as indicated in Section 7.4.1, shorter distances are permitted if the following
speed restrictions are observed:

Figure 7

Speeds with double wheel detectors in the area of rail joints

Maximum
speed

Rail joint (single- or two-rail) with


non-insulated or insulated fish-plates
(insulated rail joint)

Welded rail joint

No restriction

Installation of the double wheel


detector from the fifth tie crib before
or after the rail joint

Installation of the double wheel detector


from the fifth tie crib before or after the rail
joint

60 km/h

Installation of the double wheel


detector in the adjacent tie crib
(distance from the rail joint to the
center of the double wheel detector
approx. 0.6 m) or on the second tie
before or after the rail joint; applies
to installation on both rails

Installation of the double wheel detector in


the adjacent tie crib (distance from the rail
joint to the center of the double wheel
detector approx. 0.6 m) or on the second
tie before or after the rail joint; applies to
installation on welded rails

120 km/h

Installation of the double wheel


detector from the second tie crib to
the fifth tie before or after the rail
joint; applies to installation on both
rails

Installation of the double wheel detector


from the second tie crib to the fifth tie
before or after the rail joint; applies to
installation on welded rails

Table 4

Speeds with double wheel detectors in the area of rail joints

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Note
The restrictions specified in Table 4 do not apply for the installation of a
double wheel detector on a continuously welded rail opposite a welded rail
joint.

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7.1.4

Figure 8

Double wheel detectors in the area of electrodynamic


rail brakes

Double wheel detector in the area of electrodynamic rail brakes

The distance between a double wheel detector and an electrodynamic rail brake must not
be less than 10 m. The bonds are necessary in order to keep rail currents generated when
switching the rail brake on and off away from the double wheel detector.

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7.1.5

Figure 9

Double wheel detectors in the area of switches

Double wheel detectors in the area of switches

Case 1: One of the two double wheel detectors may be installed in this area if the stated
minimum dimension of 1 m is adhered to.
Case 2: With distance (a) between the rail heads and a simultaneous offset of at least
1 m in the longitudinal direction, one double wheel detector may be installed on
one, freely selectable side only of each track.
Case 3: With distance (b) between the rail heads, one double wheel detector may be
installed on one, freely selectable side only of each track.

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7.1.6

Double wheel detectors in the area of switches and


crossings, distances to adjacent rails at speeds of up
to 120 km/h

The following minimum distances must be observed:

0.3 m
0.3 m

0.3 m

Figure 10

0.3 m

Double wheel detectors in the area of switches and crossings, minimum


distances to adjacent rails at speeds of up to 120 km/h

Note
The distance between the rail head carrying the double wheel detector and the
adjacent rail may not be less than 0.3 m, measured from the center of the
double wheel detector.

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7.1.7

Double wheel detectors in the area of switches and


crossings, distances between double wheel detectors
at speeds of up to 120 km/h

A maximum speed of 120 km/h must be observed for the reduced distances between
double wheel detectors specified in this section and deviating from the standard design
documents. The following minimum distances must be observed for installation in switch
and crossing areas:
1.2 m

0.6 m

Figure 11

Double wheel detectors in the area of switches and crossings at speeds of up to


120 km/h

Note
The distance (center to center) between two double wheel detectors mounted
on adjacent rails must be min. 1.2 m in the longitudinal rail direction if the
transverse distance between the rails is less than the standard gage.
If the transverse distance is more than the standard gage, the longitudinal
distance between the double wheel detectors may be reduced to 0.6 m.

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7.1.8

Double wheel detectors in the area of audio-frequency


track circuits

Figure 12

Double wheel detectors in the area of audio-frequency track circuits

A distance of 1 m must be observed to all bonds of the audio-frequency track circuits.


The illustrations refer only to the necessary minimum distances between components in
the track. Further conditions for determining the installation site that can arise for other
reasons must also be noted (e.g. overlapping of the vacancy detection sections of the
track circuits and the axle counting system for continuous detection of tracks).

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7.1.9

Double wheel detectors in the area of intermittent ATC


track magnets

When installing double wheel detectors and track magnets for intermittent automatic train
control (intermittent ATC) on the same rail, the intermediate distance must be at least one
empty tie crib. Both components can be situated in the same tie crib when installing them
on opposing rails.

Note
Track magnets for intermittent ATC may not be installed in the interference
suppression area of the double wheel detector.

7.1.10

Double wheel detectors in the area of magnetic train


stops

The following minimum distances between double wheel detectors and the track magnets
of the magnetic train stop must be observed:

Figure 13

Double wheel detectors in the area of magnetic train stops

Note
The minimum distance of 0.7 m applies to the following track magnets:
SCN S25000-Q5697-A5; SCN S25000-Q5697-A6
SCN S25000-Q5697-B5; SCN S25000-Q5697-B6
SCN S25000-Q5697-C5

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7.1.11

Double wheel detectors in the area of balises

The following minimum distances must be observed between double wheel detectors and
balises:

Figure 14

Double wheel detector in the area of a balise

Note
The minimum distance of >1.0 m applies for the Eurobalise S21 in the following
specification:
Fixed balise:
SCN S25421-A1-B100 and variants -B110 to -B190
Transparent balise:
SCN S25421-A1-B200 and variants -B205 and -B210 to -B290

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7.1.12

Double wheel detectors in the area of a Euroloop S21

The following minimum distances must be observed between double wheel detectors and
the leaky feeders of a Euroloop S21:

Figure 15

Double wheel detector in the area of the leaky feeder of a Euroloop S21

Note
The minimum distance of >1.0 m applies for the leaky cables of a Euroloop S21.
The rail opposite the leaky feeder of a Euroloop S21 is not subject to any restrictions for the installation of double wheel detectors.

7.1.13

Double wheel detectors in the area of loops

The following minimum distances must be observed between double wheel detectors and
loops:

Figure 16

Double wheel detector in the area of the FSS vehicle sensor system

Note
The minimum distance of >1.0 m applies for Siemens FSS loops and Scheidt &
Bachmanns FSSB loops.

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7.1.14

Double wheel detectors in the area of wheel detectors


for switching and indicating functions

Between double wheel detectors and the wheel detectors listed below, a minimum
distance (center to center) of 0.5 m (or one tie crib) must be observed:

S44 rail treadle

MK magnetic wheel detector

WSSB-Impulsgeber pulse generator

RSE 45, WSR, WSS , WSD and WSD-E electronic wheel detector

All other detectors have to be located at a distance of min. five tie cribs.

7.1.15

Measures for ATC track coupling coils in area within


track, Swiss Federal Railways (SBB)
Note

This section does not apply if the ATC track coupling coil is fitted in the area
outside the track.

7.1.15.1

Distance to ATC track coupling coils

The distance between the double wheel detector and ATC track coupling coils must be
two tie cribs, but min. 1 m.

7.1.15.2

Transition from station area to open line

If problems with track clear indications occur frequently, the following measures must be
taken:

Consistent connection of cable shields and the trackside connection box to the
railway earth conductor.
This measure is also stipulated in Section 5.1 or 7.5.5.

Fit the double wheel detector to the insulated rail if possible unless there are
compelling reasons to the contrary.

Minimum distance of 5 m between the double wheel detector and the rail joint.

Additional rail earthing of the two non-insulated rails on the open line at a distance of
approx. 2 m from the rail joint, in whose vicinity a double wheel detector is fitted.

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Open line

Station area

2m

5m

DEK

ZP D 43
Cable distributor

TCB

To the
interlocking
Key:
DEK
TCB
ZP D 43

Double wheel detector


Trackside connection box
Wheel detection equipment
Railway earth
conductor

Figure 17

Connection to earthing conductor and/or


earthed contact line or signal post

Distances and earthing measures for ATC track coupling coils in the area within
the track as for example on Swiss Federal Railways (SBB)

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7.2

Arrangement of components on track

7.2.1

Standard application

The double wheel detector is bolted to the rail web and linked with the trackside
connection box via connecting cables approx. 5 m long (alternatively 10 m or 15 m). The
maximum possible distance with the standard connecting cables is around 4.2 m,
depending on local conditions. If the 10 m or 15 m long connecting cables are used in
exceptional cases, the maximum distance can be around 9.2 m or 14.2 m respectively.

Reducing plates

Trackside connection box


Transmitter

Receiver

Transmitter and
receiver cables
with flexible tube

Pipe support
with plastic
insulating
sleeve
Flexible tube
for signaling
cable

Figure 18

Arrangement of the wheel detection equipment components on the track

Note
Unpack the double wheel detector only after reaching the installation site to
prevent any damage beforehand.

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7.2.2

Vertical arrangement of trackside connection box

The trackside connection box can also be arranged vertically in tunnels or on bridges
where there is little space. Since only a PG16 gland is available for inserting the trackside
cable in this setup, an appropriate flexible tube must be ordered. A cable distribution box
must be provided for the external supply, double usage and double usage with external
supply application variants.

Clamping claw

Figure 19

Vertical arrangement of the trackside connection box

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7.3

Tools required

Drilling machine or drilling jig, e.g. SCN C25326-A28-A1 (other drilling jigs are also
possible)

Twist drill, 13 mm

Countersink, 90, 25 mm

Torque wrench, width across flats 19 and 18

Open-end, ring or box wrench, width across flats 13

Open-ended wrench, width across flats 24 and 30

Torx T20 screwdriver

0.6 x 2.8 screwdriver as per DIN 7437

0.6 x 3.5 screwdriver as per DIN 7437

Cable stripping knife

Wire brush

Angle grinder with rough-cutting disc (if required; for grinding off inscriptions on the
rail web)

Drilling machine with 10 mm masonry drill (for wall mounting)

Hammer (for wall mounting)

7.4

Installation of double wheel detector

7.4.1

Determination of installation site

The installation site selected for operational and safety-related reasons is indicated in the
track layout diagram.

Installation in the center of a tie crib (see Section 7.4.3.2 for exception).

The track must be well tamped.

The connection between the rail and the tie must be secure.

There must be at least four empty tie cribs between the double wheel detector
installation site and a rail joint or a weld (see Section 7.1.3 for exceptions).

Install the double wheel detector on straight lines on the right-hand rail in the main
direction of travel, in curves with a radius of 180 m on the outer rail and with a
radius of < 180 m on the inner rail, unless there are reasons to the contrary (see
Section 7.1).

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With a permanent way with Y steel ties, install the double wheel detector between two
separate ties only (not between the two legs of a Y steel tie).

The length of a section must be longer than the largest axle spacing occurring in a
train, so that there is no track clear indication under the train.

There must be a minimum distance of 6 m to the clearance marker and a section


must be at least 30 m in length.

There must be no cables carrying traction return currents, cables carrying heavy
current (e.g. switch heaters) and cables emitting 43 kHz or conductor rails within the
interference suppression areas in accordance with Figure 20.

The vertical extension of the interference suppression area extends 600 mm upwards
and downwards from the center of the drill hole.

Note
The above-mentioned points must also be observed if the double wheel
detector is subsequently moved to another installation site.
The vertical extension of the interference suppression areas is not shown in Figure 20.
450 mm

450 mm

Interference
suppression
area 1

600 mm

Transmitter
Rail
Receiver
600 mm

Interference
suppression
area 2
Figure 20

Interference suppression areas for double wheel detector installation

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Note
On high-speed lines and rapid transit railways with 15 kV, cross bonds must
be installed within 200 m of the installation site at a distance of no more than
75 m. This is also to be observed if the double wheel detector is later
relocated to a different installation site.
On lines where track-to-track bonds and rail-to-rail cross bonds are installed,
the interference suppression areas of the double wheel detectors (see
Figure 20) must be observed.

Risk of accident
Wheels are not detected.
This interference suppression area also applies for the installation of
continuous ATC loop cables.

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7.4.2

Preparation of installation site

Clean the rail web at the installation site thoroughly using a wire brush. Grind off any web
inscriptions.

7.4.3

Drilling of web holes

7.4.3.1

Installation between ties

To drill the holes using a simple drill, punch-mark the web holes before drilling in
accordance with the dimensions below.

When using a suitable drilling jig, this operation is omitted.

270 135

Figure 21

Drilling dimensions for attaching the double wheel detector

The drilling dimensions of the rail profiles with the associated distance dimensions X are
listed in Table 22 in Section 10.3.6. Please refer to Product List SCN C25326-A21-A3-*-47
for the distance dimensions X for unlisted rail profiles or request them.

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Centre of hole

X 1.5 mm

Figure 22

Distance dimension X from the lower edge of the rail base to the center of the
hole

You may use the drilling jig (SCN C25326-A28-A1) for the web drill holes ( 13 mm).
Please indicate the rail profile when ordering the drilling jig. Profiled fishplates are used for
adaptation to the various rail profiles. They fit into the web area of the respective rail
profile and determine the correct distance from the web holes to the rail base, and thus
the mounting position of the equipment. Profiled fishplates are available for all rail profiles.
Step 1

Insert the drilling template with the two profiled fishplates matching the rail
profile into the web area and fasten the drilling template of the drilling jig on
the rail web with two clamps.

Step 2

Drill the web holes.

Cracking
Cracking in the rail originating from the drill hole is possible at a later stage if
you do not take the following action.
Countersink the rail web holes on both sides using a countersink (90,
25 mm) and an extended drill socket MK2-2 1.5 45. This corresponds to
a countersink depth of 1.5 mm. It is absolutely essential to chamfer the drill
hole to prevent cracking in the rail originating from the drill hole.
Step 3

Remove the ballast far enough to preclude damage to the connecting cables
when the rail is traversed. With a ballastless track, leave sufficient clearance to
allow for routing of the connecting cables including the flexible tube (avoid
crimping).

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7.4.3.2

Installation above ties

The double wheel detector may be installed above ties in the following cases:
Table 1: Overview of tie mounting
Rail profile

S49

S54

UIC60

Others

Permanent way W

Not permitted

Not permitted

See Section
7.4.3.3

Not permitted

Permanent ways K
and KS on wooden
ties

See Section
7.4.3.4

See Section
7.4.3.4

See Section
7.4.3.6

Not permitted

Permanent ways K
and KS on
concrete ties

See Section
7.4.3.5

See Section
7.4.3.5

See Section
7.4.3.6

Not permitted

Other types of
permanent way

Not permitted

Not permitted

Not permitted

Not permitted

Note
A special reducing plate is required when installing the DEK 43 double wheel
detector above ties (see Table 22).

Notice
Functional impairment of double wheel detector
The installation of double wheel detectors above steel ties could affect faultfree operation of the wheel detection equipment.
The installation of double wheel detectors above steel ties is not permitted.

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Caution
Damage to double wheel detector
Excessive traversal speeds may damage double wheel detectors installed
above ties (in accordance with Sections 7.4.3.5 and 7.4.3.6).
Adhere to the maximum permissible traversal speed of 160 km/h.

Drill the web holes in accordance with the instructions in Section 7.4.3.1.

Remove the rail fastening accessories on both sides before drilling.

Figure 23

Drilling dimensions for fastening the double wheel detector above the tie

After drilling, install the fastening components for the corresponding permanent
way approved by the railway operator.

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7.4.3.3

Installation on UIC60 rail profile with permanent way W on


concrete ties

Parts required for installation of the DEK 43 double wheel detector on UIC60 rail profile
with permanent way W on concrete ties:

Use tie bolt Ss 350 with a shortened bolt head (17 mm instead of 35 mm) on the gage
side of the rail (under the double wheel detector receiver, see Figure 25).

Use a reducing plate with a notch (SCN C25326-A21-B86).

3 Tie bolt with


shortened bolt
head

Figure 24

Installation on UIC60 rail profile with permanent way W on concrete ties

Figure 25

Tie bolt Ss 350 with a shortened bolt head (17 mm instead of 35 mm)

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7.4.3.4

Installation on S49 or S54 rail profile with permanent ways K


and KS on wooden ties

Parts required for installation of the DEK 43 double wheel detector on S49 or S54 rail
profile with permanent ways K and KS on wooden ties:

reducing plate with a notch (SCN C25326-A21-B85)

hardwood peg K2, EMA no. 00499974, according to drawing Iotkh 63

shortened fishtail bolt with a flat nut (EMA no. / material no. 117 846)

flat clamp (SCN C25326-A21-C71)

set of fastening material including clamp, hexagon nut, fishtail bolt and locking washer
(SCN C25326-A21-D1)

The tie bolt on the gage side of the rail (Figure 25) under the cable entry of the double
wheel detector receiver is not required any longer.
Step 1

Close the open bolt hole with the hardwood peg.

Step 2

Check the other three tie bolts as to whether they are force-locked.
The clamp and fishtail bolt including nut and locking washer (spring washer)
are not required any longer on the gage side of the rail (under the double
wheel detector receiver).

Step 3

On the outer side of the rail, install the shortened fishtail bolt with a flat nut
instead of fishtail bolt Hs 26-65.

Step 4

On the outer side of the rail, install the flat clamp (SCN C25326-A21-C71)
instead of clamp Kpo 6 or Kpo 9.

Position above wooden tie


(Rotated by 90)
Bolt removed

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Figure 26

Installation with permanent way K on wooden ties (according to BZA document


S 8690.20.1 *)

7.4.3.5

Installation on S49 or S54 rail profile with permanent ways K


and KS on concrete ties

Parts required for installation of the DEK 43 double wheel detector on S49 or S54 rail
profile with permanent ways K and KS on concrete ties:

reducing plate with a notch (SCN C25326-A21-B85)

shortened fishtail bolt with a flat nut (EMA no. / material no. 117 846)

flat clamp (SCN C25326-A21-C71)

set of fastening material including clamp, hexagon nut, fishtail bolt and locking washer
(SCN C25326-A21-D1)

The clamp and fishtail bolt including nut and locking washer (spring washer) are not
required any longer on the gage side of the rail (under the double wheel detector
receiver).
Step 1

On the outer side of the rail, install the shortened fishtail bolt with a flat nut
instead of fishtail bolt Hs 26-65.

Step 2

On the outer side of the rail, install the flat clamp (SCN C25326-A21-C71)
instead of clamp Kpo 6 or Kpo 9.

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Position above concrete tie

Figure 27

7.4.3.6

Installation with permanent way K on concrete ties (in accordance with


approved BZA document S 8690.20.1 *)

Installation on UIC60 rail profile with permanent ways K and KS


on wooden and concrete ties

Reducing plates with a notch (SCN C25326-A21-B86) must be used when installing the
DEK 43 double wheel detector on UIC60 rail profile with permanent ways K and KS on
wooden and concrete ties.
Other measures are not required.

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7.4.4

Installation of double wheel detector

The transmitter and receiver of the double wheel detector are bolted to the rail web after
drilling. The procedure for this is as follows:

Figure 28

Double wheel detector components

Step 1

Grease the threads of the mushroom-head bolts (6) with "Molykote

G-n plus"

or "Molykote G-Rapid plus" to ensure that the nuts (4) can easily be undone
at a later date.
Step 2

Fit the appropriate reducing plate (8), together with the receiver (7) and the
mushroom-head bolts (6) with the square washer (9), to the gage side of the
rail (1).

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Step 3

Then place the second reducing plate (8) and the transmitter (3) on the outer
side of the rail (2) onto the bolts. The shape of the reducing plates depends on
the rail profile. Reshaping of or longitudinal changes to the reducing plates in
order to adapt them to another rail profile or particular permanent-way types
are not permissible.

Step 4

Next, slip-fit the plain washers (5) and the M12 self-locking hexagon nuts (4)
onto the bolts.

Note
Make sure that the reducing plates are flush with the edges of the double
wheel detector before tightening the hexagon nuts.

Step 5

Tighten the self-locking hexagon nuts (4) using a torque wrench (tightening
torque of 40 Nm to 50 Nm).

Risk of accident
Wheels are not detected.
The fastenings will settle after approx. 20 train runs. Retighten the nuts. This is
necessary after each mounting process, i.e. also after exchanging the double
wheel detector. Recalibrate the wheel detection equipment (see Section 9.3).
Self-locking nuts with an external locking element (Vargal nuts) can be reused
after each dismantling operation.
Whenever installing or re-installing a double wheel detector, grease the

threads of the mushroom-head bolts with "Molykote G-n plus" or "Molykote


G-Rapid plus" to ensure that the nuts can easily be undone at a later date.
Molykote G-n plus can be ordered under material no. A2V00000327988.

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7.5

Trackside connection box


Caution

Damage possible
Moisture may damage the electronics in the trackside connection box.
Work in a manner ensuring that no moisture can penetrate the interior of the
trackside connection box.

7.5.1

Installation and mounting on a pipe support


Fasten the trackside connection box outside the clearance gage on a pipe support.

The following distance dimensions apply to usage of the ZP D 43 wheel detection


equipment on German Railways and are standard for other railway operators too (also
see Figure 32):
Distance dimension

Typical application area

1,350 mm

Station

2,100 mm

Open line

Table 5

Double wheel detector trackside connection box distance dimensions

Lay the cables to the trackside connection box outside the clearance gage and
without loops (risk of tripping).

The upper side of the trackside connection box should be roughly equal to the height
of the top of the rail.

The flexible tube for the incoming signaling cable must extend into the ground or into
the ballast.

Available pipe support heights are 400 mm, 500 mm (standard height), 1,000 mm and
90 mm (on bridges, in tunnels, etc.).

Note
Fasten the box on the pipe support with the enclosed insulating sleeve.

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Note
The trackside connection box can be moved within the specified distances in
parallel to the track axis and can be rotated 90 so that the connecting cables
do not form rings or loops.

Note
The screws of the trackside connection boxs cover may be tightened with a
maximum torque of 10 Nm.

7.5.2

Wall mounting of trackside connection box

The wall must have an even surface. Depending on the type of fastening, the following
procedures must be observed (Figure 19).

7.5.2.1

Plug fitting

The following walls are suitable for the SCN C25165-A63-D4 plug fitting:

solid stone

sand-lime brick with a strength of > 15 N/mm2

perforated sand-lime brick with a strength of > 15 N/mm2

vertically perforated brick with a strength of > 15 N/mm2

concrete with a strength of > 25 N/mm2 (strength class B 25)

Step 1

Use a 10 mm masonry drill to drill holes at least 70 mm in depth.

Step 2

Insert the plugs into the drilled holes.

Step 3

Slide the clamping claws into the side recesses of the lower part of the
trackside connection box and screw the hexagon screws (width across flats
13) and washers into the plugs.

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7.5.2.2

Anchor fitting

Note
The temperature of the anchoring base must not fall below -5C to allow the
adhesive to harden.
The hardening time depends on temperature:
300 minutes at -5C
60 minutes at 0C
30 minutes at 10C
20 minutes at more than 20C

Walls of natural stone and concrete with a strength of > 25 N/mm2 (strength class B 25)
are suited to anchor fitting SCN C25165-A63-B30.
Step 1

Use a 10 mm masonry drill to drill holes at least 80 mm in depth.

Step 2

Insert the composite anchor cartridges into the holes.

Step 3

Use a hammer to drive the anchor rods into the holes.

Step 4

Once the exposed adhesive has hardened, slide the clamping claws into the
side recesses of the lower part of the trackside connection box and screw the
hexagon nuts and washers to the anchor rods.

7.5.3

Mounting on signal posts

The procedure for mounting a trackside connection box onto a slim or lattice post is explained by Installation Instructions A25165-A42-B111-*-31 (available as from October
2009) (see also Section Error! Reference source not found.).

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7.5.4

Double wheel detector trackside connection box


cable connection

Connect the double wheel detector to the trackside connection box by means of the
shielded connecting cables. On delivery, these connecting cables are already connected
to the transmitter and receiver of the double wheel detector and provided with a flexible
tube.

Note
The connecting cables at the double wheel detector must not be shortened.
The wheel detection equipment's connecting cables must not be laid together
with cables carrying traction current, traction return current or heavy current
(230/400 V AC) in a cable route or cable trough. Routing in the rail base is not
permitted, either.
The connecting cables must be laid in parallel, closely held together by cable
straps, on the edge of the sleeper bay. The connecting cables must not be
fixed.

Trackside connection
box

Cable straps
Connecting cables

Figure 29

Laying of connecting cables in a tie crib

Step 1

Shorten the flexible tubes at the installation site to the required length
(Figure 30). The flexible tubes are somewhat longer than the connecting
cables. The position of the cable recess can be felt through the flexible tube.
Shorten the flexible tube by around 60 mm away from this recess. Take care
not to damage the connecting cables.

Step 2

Place one tube clip on each of the free ends.

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Step 3

Next, insert the two connecting cables into the connection box. Use the tube
clips to secure the flexible tubes.

Step 4

Connect the individual cores in accordance with Figure 33 and Figure 37 (with
overvoltage protection module).

60 mm

Figure 30

7.5.5

Shortening of the flexible tube

Earthing of trackside connection box


Note

Note the project-related earthing diagram.

The trackside connection box is fitted with a metal cover

The trackside connection box must always be earthed.

The trackside connection box is fitted with a plastic cover

The trackside connection box need not be earthed.


Exception:

The tail cable is longer than 250 m must always be earthed.

Overvoltage protection is installed must always be earthed.

The earthing terminal must be connected to:

the railway earth conductor on railways with AC traction and on non-electrified


railways

the railway earth conductor and / or the return system on railways with DC traction
and mixed traction (AC / DC) in accordance with Figure 31

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Signal
Prohibited area

Trackside equipment

Cable trough
for main and
tail cables

Cable trough
for tail cable

Area of return system

Area of railway earth

DC-electrified railway with


overhead line or live rail

AC-electrified railway with overhead line

Insulated installation
Area of return system
Area of railway earth

Figure 31

Track section with earthing areas

The following minimum cross-sections are permissible for the earth conductor:

50 mm2 on non-electrified lines

NYY-O Cu wire

50 mm2 for contact line short-circuit current ISC 25 kA

NYY-O Cu wire

70 mm2 for contact line short-circuit current ISC > 25 kA

NYY-O Cu wire

The hole for connecting the earth conductor to the rail must comply with the conditions
listed below:

drilled in the neutral zone of the rail (corresponds to dimension X in Table 22 for
mounting the double wheel detector)

distance of at least 500 mm from any other rail web hole

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Cracking
Cracking in the rail originating from the drill hole is possible at a later stage if
you do not take the following action.
Countersink the rail web holes on both sides using a countersink (90,
25 mm) and an extended drill socket MK2-2 1.5 45. This corresponds to
a countersink depth of 1.5 mm. It is absolutely essential to chamfer the drill
hole.

Note
If present, the overvoltage protection board must always be connected to the
earthing terminal.

Notice
Disruption of operations possible
If the trackside connection box is to be earthed, calibration may only be
undertaken afterwards.

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7.5.6

Installation of signaling cable

Step 1

Strip 20 cm of the signaling cable.

Step 2

Fasten the flexible tube using a tube clip after introducing the signaling cable.

Step 3

Use of the cable shield in the trackside connection box


a. tail cable length < 250 m: isolate the cable shield and the armoring from the
trackside connection box
b. tail cable length > 250 m with AC traction and on non-electrified lines: connect the cable shield and the armoring to the earthing terminal of the trackside connection box
c. tail cable length > 250 m with DC traction and in mixed operation (AC and
DC traction on one and the same line): isolate the cable shield and the armoring from the trackside connection box

Step 4

Connect the individual cores in line with Figure 33 and Figure 37 (with the
overvoltage protection board).

Step 5

If no overvoltage protection is installed, fix the cores to terminals NS, FS and


DN and the cable shield at the envisaged bracket located at the location of the
overvoltage protection board so that they are mechanically secure.

Step 6

Close the trackside connection box and tighten the hexagon screws on the
cover with a maximum torque of 10 Nm.
1350 mm or 2100 mm

Trackside
connection box

Receiver

Transmitter

Railway earth conductor

Figure 32

Earth conductor

Example of earthing the trackside connection box at a station or on the open


line

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7.5.7

Conversion of ZP 43 E to ZP D 43 wheel detection


equipment

The ZP 43 E can be converted to a ZP D 43. This involves replacing the mounting frame
contained in the ZP 43 E by the ZP D 43 board contained in the conversion kit.
Any additional core-earth overvoltage protection present in the ZP 43 E must again be
mounted in the ZP D 43 after conversion. Even if the existing ZP 43 E does not have any
additional core-earth overvoltage protection, there is the possibility of converting it by ordering a conversion kit with core-earth overvoltage protection.
Table 6 shows the correlations between the existing ZP 43 E variants and the ZP 43 D
conversion kits.

ZP 43 E set up as:

Conversion kit:

Standard

S25552-T4100-U3

Standard with overvoltage protection

S25552-T4110-U3

External supply

S25552-T4100-U1*)

External supply with overvoltage protection

S25552-T4110-U1*)

Double usage

S25552-T4100-U2

Double usage with overvoltage protection

S25552-T4110-U2

External supply and double usage

S25552-T4100-U1

External supply and double usage with


overvoltage protection

S25552-T4110-U1
*) The connection for double usage remains open.

Table 6

7.5.7.1

ZP 43 E / ZP D 43 application variants

Conversion

Modification Instructions A25552-T4100-A1-*-51 are enclosed with the conversion kit.


Conversion work is to be performed in line with this document.

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7.5.8

Replacement of ZP 43 V by ZP D 43 wheel detection


equipment

The ZP 43 V can be replaced by a ZP D 43 wheel detection equipment unit. For this purpose, the ZP 43 V trackside connection box (including wiring backplane and boards) is
replaced by a ZP D 43 trackside connection box (including board) with a plastic cover.
Any additional core-earth overvoltage protection present in the ZP 43 V must again be
mounted in the ZP D 43 after conversion. Even if the existing ZP 43 V does not have any
additional core-earth overvoltage protection, there is the possibility of converting it by ordering a wheel detection equipment unit with core-earth overvoltage protection.
Table 7 shows the correlations between the existing ZP 43 V variants and the ZP D 43
conversion kits.
ZP 43 V set up as:

ZP D 43 trackside connection
box:

Standard

S25552-T4150-A3

Standard with overvoltage protection

S25552-T4160-A3

External supply

S25552-T4150-A1*)

External supply with overvoltage protection

S25552-T4160-A1*)

Double usage

S25552-T4150-A2

Double usage with overvoltage protection

S25552-T4160-A2

External supply and double usage

S25552-T4150-A1

External supply and double usage with


overvoltage protection

S25552-T4160-A1
*) The connection for double usage remains open.

Table 7

ZP 43 V / ZP D 43 application variants

Note
Conversion kit C25165-A63-D1 (A2V00000217572) is always to be ordered for
the wheel detection equipment. It includes insulating bushing C25165-A63-C39
(A2V00000315784) and tube clip D3017-S9050-Z3 (A2V00000216357).

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7.5.8.1

Replacement steps

Step 1

Dismantle the entire ZP 43 V wheel detection equipment.


The pipe support and DEK double wheel detector can still be used.

Step 2

Install the trackside connection box according to Section 7.5.

Step 3

Earth the trackside connection box according to Section 7.5.5.

Step 4

First re-establish all connections to the double wheel detector and then the
connections to the interlocking (see Figure 33 and Figure 37, if core-earth
overvoltage protection is fitted).
If the cores of the double wheel detector are not long enough, the flexible tube
has to be shortened.
It is to be noted that the terminal designations of both wheel detection
equipment variants are different (see Table 8).

Step 5

Commission the wheel detection equipment taking the relevant regulations


into account. The procedure is described in Section 9.

Step 6

Close the trackside connection box and tighten the hexagon screws on the
cover with a maximum torque of 10 Nm.

Connection to interlocking
ZP 43 V terminal designation

ZP D 43 terminal designation

12 (+)

NS +

Normal supply +

13 (-)

NS -

Normal supply -

10

FS

External supply

11

FS

External supply

18

DN

Double usage

19

DN

Double usage

Connection to double wheel detector


The terminal designations are identical for both wheel detection equipment units.
Table 8

ZP 43 V / ZP D 43 terminal designations

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7.6

Terminal assignment in trackside connection


box
blue

green

yellow

Double wheel detector, receiver


(optional for GUE function)

red

4
-

blue

green
yellow

Double wheel detector, receiver

red

4
-

red

yellow

red

7
8

blue

red

yellow

red

green

Double wheel detector, transmitter


(optional for GUE function)

blue

Figure 33

Double wheel detector, transmitter

green

DN

Double usage (optional)

FS

External supply (optional)

NS

WDE signal transmission and supply (standard)

Terminal assignment in the trackside connection box

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8

Overvoltage protection for ZP D 43 wheel


detection equipment

For some axle counting system operators, the effect of electromagnetic interference
(atmospheric effects such as thunderstorms and technical interference such as catenary
contact with track and its equipment) is particularly great. In such cases, additional
overvoltage protection measures (core to earth) beyond the existing overvoltage
protection (core to core) are necessary.

8.1

Retrofitting of overvoltage protection

8.1.1

Structure and order variants

The board with the additional overvoltage protection components (core to earth) is
suitable for all three application variants of the wheel detection equipment. It is secured to
the protuding part of the base plate using four screws.
Order variants
SCN S25552-B734-B1: overvoltage protection board only (Figure 34)

SCN C25165-A63-B101: overvoltage protection board with mounting parts and


connecting wires

Task of the connecting wires


Black wire: links connections on the main board and the overvoltage protection board
Green / yellow wire: links "ERDE" (earth) socket with the connection box

S25552-B734B1-*

Figure 34

Overvoltage protection board SCN S25552-B734-B1

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8.1.2


Installation
Use the four cheese-head screws to screw the overvoltage protection board to the
protruding part of the base plate (terminals facing outwards). The screws are
supplied.

Figure 35

Wiring of the overvoltage protection board

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8.2

Electrical connection

The overvoltage protection board SCN S25552-B734-B1 is connected as shown in


Figure 35 and Figure 37. The maximum complement of the main board is shown there:

NS terminals: first evaluation computer

FS terminals: external supply

DN terminals: WDE double usage, second evaluation computer

Step 1

Insert the enclosed black wires into the corresponding WAGO terminals in line
with Figure 35 and Figure 37.

Step 2

Insert the end of the green / yellow wire featuring the wire end ferrule into the
Erde (EARTH) WAGO terminal and use the enclosed screw to secure the
cable lug in the bottom part of the connection box.

8.3

Insulation measurement when using overvoltage protection


Note

If wheel detection equipment with overvoltage protection is used which is directly powered by a non-earthed interlocking battery, their signaling cable is to
be monitored by automatic earth-leakage detectors for the purpose of checking
the overvoltage protection elements. If monitoring with automatic earth-leakage
detectors is not possible, insulation measurement to earth must be carried out
every 24 months.
To facilitate measurement, core-to-earth insulation measurement is performed
on the cable termination rack of the indoor equipment.
If the wheel detection equipment is not supplied directly from a non-earthed
interlocking battery but using a DC-DC converter (e.g. SVK5715 for Az S M
/ Az S 350 or SVK2150 for Az S 350 U), insulation measurement to earth is
not required but is recommended according to VDE 0831 to ensure
availability.
The test voltage is 250 V DC. The insulation resistance must be greater than
1M .

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Note
Insulation measurement is used to check the overvoltage protection
components in the wheel detection equipment and does not substitute
insulation testing of the signaling cable.
If the overvoltage protection module in the cable termination rack is to be tested
separately, it must be unplugged from the socket. As a result, the connection to
the outdoor equipment is interrupted and disruptions occur due to the occupied
indication for the track vacancy detection section limited by the relevant wheel
detection equipment unit.
For testing the overvoltage protection module, it must be plugged into the
WAGO test device (order no. 511 97 389, see Figure 36), which is connected
directly to the insulation test device. The same test parameters apply here as
for insulation measurement of the wheel detection equipment (250 V DC, Ri
1 M ).

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Insulation test
250 V DC
R 1 M
-

Figure 36

WAGO test device

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8.4

Figure 37

Terminal assignment in trackside connection


box with overvoltage protection

ZP D 43 terminal assignment with connection of the overvoltage protection


board

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Mobility
9

Commissioning of ZP D 43 wheel detection


equipment
CAUTION

Destruction of components
The MOS components mounted on the circuit board of the wheel detection
equipment can be damaged by electrostatic discharge from charged persons
or equipment.
Observe the notes given in Section 3.4 for handling the circuit board.

Correct handling of the circuit board




Hold the board only by its shorter sides.

Keep the board in its original protective packaging until it is installed in the wheel
detection equipment.

Do not touch circuit board terminals, conductors, components or plug connectors.

9.1

Required tools

Open-end, ring or box wrench, width across flats 13

Screwdriver 0.6 x 2.8 as per DIN 7437 for terminal strip

Screwdriver 0.6 x 3.5 as per DIN 7437

TORX T 20 screwdriver (only for replacement of the board)

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9.2

Preliminary testing

Risk of electric shock


If there is no earth connection, life-threatening high voltage may be applied to
the signaling cable if the overhead contact line breaks and makes contact with
the trackside connection box.
Is the trackside connection box connected to the railway earth conductor, the
structure earth and / or the return system (see Section 7.5.5)?
Are both ends of the earth conductor mechanically securely connected?

Step 1

Check the installation site of the double wheel detector according to the track
layout diagram and the conditions described in Sections 7.1, 7.4.1 and 7.5.1.

Step 2

Check the serial number and / or SCN, including the equipment revision level
of the wheel detection equipment and SCN of the coding plug. The data can
be found on the connection box and / or inside the box.

Risk of accident
If this data cannot be read unambiguously and has not been noted elsewhere
(e.g. delivery note, inventory list), the wheel detection equipment must not be
installed in safety-related systems.

Step 3

Check whether there is any visible damage on the double wheel detector and
the connecting cables.

Step 4

Check whether the reducing plates are mounted on the double wheel detector
under the transmitter and receiver.

Step 5

Check whether the fastening bolts of the double wheel detector are tight
(tightening torque of 40 Nm to 50 Nm).

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Step 6

Check whether there is a desiccant bag in the trackside connection box. The
desiccant bag must be replaced if the indicator is colored pink and moisture
can also be seen in the trackside connection box.

Step 7

Check whether the cables are connected to the right terminals (see Sections
7.6 and 8.4).

Notice
Damage to wheel detection equipment
Wheel detection equipment is not working.
The signaling cable must be connected with the right polarity
(see Figure 33 and Figure 37).

Step 8

Check that the evaluation computer is connected to the interlocking supply


(battery) and switch it on.

Notice
When switching on the supply voltage or after it has been interrupted, the
ZP D 43 takes max. 30 seconds to start up. Passing trains are not reported
during this period, any indications issued by the wheel detection equipment
cannot be defined and the LEDs may display any status.
The wheel detection equipment only shows the actual status once started.

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9.3

Calibration of ZP D 43
Notice

Disruption of operations possible


If the trackside connection box is to be earthed, calibration is only to be
undertaken afterwards.
Calibration adjusts the wheel detection equipment to the relevant rail. Calibration is
required whenever the wheel detection equipment and / or double wheel detector has
been dismantled.
During calibration, the wheel detection equipment transmits its quiescent frequencies to
the evaluation computer, ensuring that the section is not indicated as occupied.
Calibration is as follows:
Step 1

Ensure that the double wheel detector is idle (no wheels or other metallic
objects in its proximity).

Step 2

Switch S1 has to be set to FR (see Figure 38).

Step 3

Press the T3 and T4 calibration buttons at the same time until the L4 LEDs on
both channels light up permanently (see Figure 38).Then release the buttons.
The L3 and L4 LEDs then briefly light up.

After a few seconds, the L4 LEDs go out and the L3 LEDs flash. This indicates that
calibration has been correctly completed.
Should calibration fail (L4 flashes), the process can only be repeated after a waiting time
of 10 s.

Note
Passage of a train interrupts the calibration process. The wheel detection
equipment uses its last calibration data for further operations.

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9.4

Figure 38

Status indication LEDs

Arrangement of the status indication LEDs

The L1 to L4 LEDs are present for each channel. The L5 LED applies to both channels.
The L1 and L5 LEDs are red and the L2 to L4 LEDs are green.
Wheel detection equipment in calibration status
LED

Meaning

Measures

L4 lights up

Calibration process (a few


seconds)

Wait until the calibration process has


ended.

L4 flashes

Calibration failed

Check the installation of the double wheel


detector.
If other attempts at calibration have failed,
replace the wheel detection equipment
board.

Wheel detection equipment in operating status


LED

Meaning

Measures

L2 lights up

The double wheel detector is


traversed.

L3 flashes

The system is operational.

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Wheel detection equipment in error status
LED

Meaning

Measures

L1 lights up

The double wheel detector has


come loose from the rail
(detachment detection).
The double wheel detector is
defective.

Secure the double wheel detector and


then recalibrate the wheel detection
equipment.
Replace the double wheel detector and
then recalibrate the wheel detection
equipment.

L1 and L2
light up

Run-time error in the software

Press Reset; if the error persists, replace


the wheel detection equipment board.

L2 and L4
light up

No valid calibration data in the


memory

Calibrate the wheel detection equipment.

L5 lights up

Configuration of the two


channels different / defective

Briefly unplug coding plug and then recalibrate the wheel detection equipment.
The LED still lights up: replace the board.

9.5

Electrical testing
Note

This work is not required for commissioning.


It can be performed for recording equipment acceptance or extended customerspecific inspection.

Scope of testing

Wheel detection equipment supply voltage

Transmitter frequency of double wheel detector

Receiver voltages of double wheel detector

Alternative test sets

FTGS/GLS/AZS test set, SCN V25921-Z1-A19 (PEGA 1211)

Commercially available multimeter: the requirements laid down in Section 11.2 must
be observed.

Calibration of test sets


The test sets used must be verifiably calibrated on an annual basis.

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9.5.1

Notes on use of PEGA 1211

Use the 4 mm measuring sockets with the supplied laboratory leads. The wheel
detection equipment adapter board is not needed.

When taking DC measurements, ensure that the measuring leads are correctly
assigned to the sockets: the positive input is indicated by the red socket.

Observe the Operating Instructions for FTGS/GLS/AZS Test Set (PEGA 1211), SCN
A25921-Z1-A19-*-7619.

Note
For later fault location or diagnostics, it is beneficial to note down the indicated
measured values on an adhesive label beside the table of measured values in
the trackside connection box or on a test record.

Risk of electric shock


The voltage at the two 4 mm sockets is also present at contacts of the
multipole round socket and vice versa.
When using the 4 mm sockets for measurements, the wheel detection
equipment adapter, which is not needed for measurements on the ZP D 43,
must not be connected.

Notice
Risk of destruction
The maximum permissible input voltage of the PEGA 1211 is 280 Vrms.

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Prfgert FTGS / GLS / AZS

Display

kHz
V
mV

Measuring socket,
positive input

Next function/
next-higher frequency

Measuring socket,
negative input

Sach-Nr. V25921-Z1-A19

Previous function/
next-lower frequency

Round socket for


WDE adapter

mode

on/off

Display illumination
on/off

Figure 39

Confirmation
(back with

OK

Mode/function
display
(value displayed again
with OK )

Mode
selection

PEGA 1211 test set

PEGA 1211 power supply


The PEGA 1211 test set is operated with two NiMH batteries, model C (baby battery).
Alternatively, primary batteries can also be used.

Primary batteries must not be charged, as they may explode.


Before opening the battery compartment, disconnect the measuring leads
from the wheel detection equipment.

9.5.2


If the "Lo bAt" display appears after switching on, the batteries must be replaced.

Preparatory work
Remove all stray metal parts (e.g. tools) within a radius of 50 cm of the double
wheel detector.

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9.5.3

Checking of wheel detection equipment supply voltage


U60

Step 1

Select the ZP 43 mode using the mode key.

Step 2

Confirm using the OK key.


The parameter U60= to be measured flashes in the display.

Step 3

Confirm using the OK key.

Step 4

Take a measurement on the NS terminal block (see Figure 37) or, in the case
of an external supply, on the FS terminal block.
The voltage displayed must be between 30 V DC and 72 V DC.
With external supply, the voltage displayed must be between the following
values:
30 V DC and 72 V DC or
26 V AC and 50 V AC
If "-POL" is displayed, check whether the measuring leads are correctly
connected. If that is the case, the two cores of the signaling cable are
reversed. Connect the cable cores correctly.

The next parameters to be measured can be called up using the "Next function" or
"Previous function" keys. They appear flashing in the display.

9.5.4
Step 1

Checking of 43 kHz transmitter frequency


Press the "Next function" key twice.
"FS" flashes in the display.

Step 2

Press the OK key.

Step 3

Take a measurement on the "Transmitter" terminal block, terminals 6 and 7 or


8 and 9 (see Figure 37).
The frequency displayed must be between 41.5 kHz and 44.5 kHz.

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9.5.5

Checking of receiver voltages UE1 and UE2


Note

The level of the receiver voltages depends on the rail profile used.

Step 1

Press the "Next function" key five times.


"uE1" flashes in the display.

Step 2

Press the OK key.

Step 3

Measure UE1 on the "Receiver" terminal block, terminals 3 and 4


(Figure 37).

Step 4

Measure UE2 on the "Receiver" terminal block, terminals 1 and 2


(Figure 37).
The voltage displayed for UE1 and UE2 must be between 60 mV AC
(-10%) and 150 mV AC (+20%).

Disruption of operations possible


Wheels are not detected.
The receiver voltage must be no lower than 54 mV.
When using the double wheel detector on very high rail profiles, undershoots
of up to 10% of this value can be tolerated if the installation of the double
wheel detector has been checked again (drilling dimensions, screws secure,
no loose metallic objects in the vicinity).

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9.6

Overview of electrical setpoints of ZP D 43


wheel detection equipment

Display

Measured quantity

Terminal*

Permitted ranges

U60=

WDE supply voltage

NS**

30 V DC to 72 V DC

U60

WDE supply voltage


with external supply

FS

30 V DC to 72 V DC
26 V AC to 50 V AC

FS

Transmitter frequency
of the double wheel
detector

6 and 7 or
8 and 9

41.5 kHz to 44.5 kHz

uE1

Receiver voltage 1

3 and 4

60 mV (10%) to 150 mV (+20%);


observe note in Section 9.5.5

uE2

Receiver voltage 2

1 and 2

60 mV (10%) to 150 mV (+20%);


observe note in Section 9.5.5

* See Figure 37.


** Note polarity.
Table 9

Overview of electrical setpoints of the ZP D 43 wheel detection equipment

The details contained in the Display column refer to the PEGA 1211 test set.

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10

Maintenance
CAUTION

Electrostatic sensitive devices


The MOS components mounted on the circuit board of the wheel detection
equipment can be damaged by electrostatic discharge from charged persons
or equipment.
Observe the notes given in Section 3.4 for handling the circuit board.
In the course of tamping work or at the latest every five years, the functions

detachment detection (dismantle the double wheel detector or shield the double
wheel detector with a plate)

reset capability (press the Reset button)

of the wheel detection equipment must be checked. During these checks, the wheel
detection equipment must be de-energized.

10.1

Inspection

Intervals for wheel detection equipment inspections


12 months for lines with dense traffic

18 months for other lines

The wheel detection equipment inspections must be carried out in accordance with this
Operating and Service Manual.

Note
Additional stipulations of the railway operator and requirements relating to the
configuration of the overall system (see the documentation of the
corresponding evaluation computer) must also be observed.

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Scope of inspection:

Visual inspection of all parts for damage and secure fitting

Re-calibration of the wheel detection equipment (see Section 9.3)

If monitoring with automatic earth-leakage detectors is not possible in line with


Section 8, insulation measurements to earth must be carried out every 24 months.

Train passage cycle / simulation


A train passage cycle of at least six months is to be adhered to. If this is not possible,
occupability is to be checked by suitable means, e.g. simulation of a train passage by
means of a test plate.
A ferromagnetic sheet-steel plate (e.g. St 37), minimum size 350 mm x 150 mm has an
effect similar to that of a wheel on the wheel detection equipment.


Place the sheet-steel plate horizontally on the rail and move it in a longitudinal
direction over the double wheel detector.

Note
As a result of this, occupied indications are issued for adjacent sections.
This sheet-steel plate does not simulate a wheel with the minimum dimensions
permitted in line with the German Railway Building and Operation Regulations
(EBO).

Detachment detection
The sheet-steel plate used for simulating the passage of a train can also be used for
detachment detection.


Place the sheet-steel plate horizontally on the transmitter or receiver.

Note
As a result of this, occupied indications are issued for adjacent sections.

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10.2

Diagnostics and corrective maintenance

Possible forms of diagnostics


Diagnostics using the status indication LEDs (see Section 9.4)
Check measurements and tests using a multimeter in line with the requirements
stipulated in Section 9.5.

Note
The PEGA 1211 test set must be used following the details provided in the
Operating and Service Manual.

10.2.1

Fault location

The cause of faults (counting errors or untimely occupied indication of sections) is located
using the following measurements.
You will find the measuring sockets on the front panel of the corresponding WDE interface
board (Vesti, Zan or Vesba, depending on the type of evaluation computer).


Measure signal frequencies f1 (3.60 kHz 0.05 kHz) and f2 (6.52 kHz 0.10 kHz)
on the evaluation computer at measuring sockets F.

Measure voltages U1 and U2 (both 3.0 V DC 0.10 V) at measuring sockets U.

The measurements are within the permitted tolerances:


It is highly probable that the cause of the fault lies in the evaluation computer.
The measurements are outside the permitted tolerances:
It is highly probable that the cause of the fault lies in the outdoor equipment.
Case 1: Voltage U1 and / or U2 has fallen by more than 20% below its original value:


Check the wheel detection equipment.


If the wheel detection equipment is fault-free, the cable is probably defective.

Case 2: Voltage U1 and / or U2 is above the tolerance range:




Check the wheel detection equipment.


If the wheel detection equipment is fault-free, the attenuation of the cable has
decreased. The cause may be a changed cable routing.

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Case 3: Signal frequencies f1 and / or f2 are outside the tolerance range:


Check the wheel detection equipment. Replace a defective board and have it
repaired in a Siemens workshop.

Note
Recalibrate the wheel detection equipment after replacing the board
(see Section 9.3).

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10.2.2

Single faults

10.2.2.1

Wheel detection equipment supply voltage U60

Fault: The wheel detection equipment supply voltage is below 30 V DC or above


72 V DC.
Cause of fault

Measure

Break in the signaling cable

Check the signaling cable.

Wheel detection equipment connected with


reverse polarity

Check the polarity.

Short-circuit or interruption on the


overvoltage protection board

Replace the overvoltage protection board.

Voltage controller defective

Replace the WDE board.

No supply voltage from the indoor


equipment

Locate the fault in the indoor equipment:


Defective fuse: check the signaling cable
and interface boards in the evaluation
computer for a short-circuit of the WDE
supply voltage.

Table 10

U60 (DC) fault

Fault: The wheel detection equipment supply voltage is below 26 V AC or above


50 V AC.
Cause of fault

Measure

Break in the external supply cable

Check the external supply cable.

Short-circuit or interruption on the


overvoltage protection board

Replace the overvoltage protection board.

Voltage controller defective

Replace the WDE board.

No supply voltage from the external supply

Locate the fault in the external supply


equipment.

Table 11

U60 (AC) fault

10.2.2.2

Transmitter frequency fs

Fault: Transmitter frequency fs is outside the tolerance range.


Cause of fault

Measure

Generator defective

Replace the WDE board.

Double wheel detector (transmitter)


defective

Replace the double wheel detector


(transmitter).

Table 12

fs fault

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10.2.2.3

Receiver voltages UE1 and UE2

Fault: Receiver voltages UE1 and / or UE2 are lower than 54 mV.
Cause of fault

Measure

Double wheel detector defective or loose

Firmly tighten the fastening bolts or replace


the double wheel detector.

Double wheel detector installed on a very


high rail profile

Install the double wheel detector correctly


(drilling dimensions, secure fit of the bolts,
no stray metal parts in the vicinity, see
Section 7).
If UE1 and UE2 are at least 54 mV and it is
possible to calibrate the WDE, no further
measures are necessary.

Table 13

UE1 and / or UE2 < 54 mV fault

Fault: Receiver voltages UE1 and / or UE2 are higher than 180 mV.
Cause of fault

Measure

Double wheel detector installed incorrectly

Install the double wheel detector correctly


(see Section 7).

Double wheel detector installed on a very


low rail profile

If it is possible to calibrate the WDE, no


further measures are necessary.

Table 14

UE1 and / or UE2 > 180 mV fault

Fault: The difference between UE1 and UE2 is higher than 10 mV.
Cause of fault

Measure

Double wheel detector defective

Replace the transmitter or receiver part of


the double wheel detector.

Double wheel detector installed incorrectly

Install the double wheel detector correctly


(see Section 7).

Table 15

Difference between UE1 and UE2 > 10 mV

Fault: Calibration has failed.


Cause of fault

Measure

Short-term frequency faults

Recalibrate the equipment after a waiting


time of min. 10 s.

Long-term frequency faults (e.g. due to


continuous automatic train control or
FTG S)

Install the equipment at a different location


along the track.

Table 16

Calibration failed

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10.3

Code numbers for wheel detection equipment


parts and accessories

Note:

In SAP documents, supplementary parts are listed as C-parts in the


corresponding parts lists. If required, they have to be ordered separately.

10.3.1

Pre-assembled wheel detection equipment

The reducing plates have to be ordered in pairs commensurate with the rail profile (see
Table 22).
Designation

Siemens code number

Comments

ZP D 43 wheel detection equipment, standard

S25554-A6100-A300

With 5 m double wheel detector


cable, 500 mm pipe support and
metal cover

ZP D 43 wheel detection equipment, standard

S25554-A7100-A300

With 10 m double wheel detector


cable, 500 mm pipe support and
metal cover

ZP D 43 wheel detection equipment, standard

S25554-A6150-A300

With 5 m double wheel detector


cable, 500 mm pipe support and
plastic cover

ZP D 43 wheel detection equipment, standard, with overvoltage


protection

S25554-A6110-A300

With 5 m double wheel detector


cable, 500 mm pipe support and
metal cover

ZP D 43 wheel detection equipment, standard, with overvoltage


protection

S25554-A7110-A300

With 10 m double wheel detector


cable, 500 mm pipe support and
metal cover

ZP D 43 wheel detection equipment, standard, with overvoltage


protection

S25554-A8110-A300

With 15 m double wheel detector


cable, 500 mm pipe support and
metal cover

ZP D 43 wheel detection equipment, standard, with overvoltage


protection

S25554-A6160-A300

With 5 m double wheel detector


cable, 500 mm pipe support and
plastic cover

ZP D 43 wheel detection equipment, with double usage

S25554-A6100-A200

With 5 m double wheel detector


cable, 500 mm pipe support and
metal cover

ZP D 43 wheel detection equipment, with double usage

S25554-A6150-A200

With 5 m double wheel detector


cable, 500 mm pipe support and
plastic cover

ZP D 43 wheel detection equipment, with double usage, with


overvoltage protection

S25554-A6110-A200

With 5 m double wheel detector


cable, 500 mm pipe support and
metal cover

ZP D 43 wheel detection equipment, with double usage, with


overvoltage protection

S25554-A6160-A200

With 5 m double wheel detector


cable, 500 mm pipe support and
plastic cover

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Designation

Siemens code number

Comments

ZP D 43 wheel detection equipment, with external supply and


double usage

S25554-A6100-A100

With 5 m double wheel detector


cable, 500 mm pipe support and
metal cover

ZP D 43 wheel detection equipment, with external supply and


double usage

S25554-A6150-A100

With 5 m double wheel detector


cable, 500 mm pipe support and
plastic cover

ZP D 43 wheel detection equipment, with external supply and


double usage, with overvoltage
protection

S25554-A6110-A100

With 5 m double wheel detector


cable, 500 mm pipe support and
metal cover

ZP D 43 wheel detection equipment, with external supply and


double usage, with overvoltage
protection

S25554-A8110-A100

With 15 m double wheel detector


cable, 500 mm pipe support and
metal cover

ZP D 43 wheel detection equipment, with external supply and


double usage, with overvoltage
protection

S25554-A6160-A100

With 5 m double wheel detector


cable, 500 mm pipe support and
plastic cover

Table 17

Code numbers for pre-assembled wheel detection equipment

10.3.2

Conversion kits

Designation

Siemens code number

ZP D 43 conversion kit, standard

S25552-T4100-U3

ZP D 43 conversion kit, standard,


with overvoltage protection

S25552-T4110-U3

ZP D 43 conversion kit, with double usage

S25552-T4100-U2

ZP D 43 conversion kit, with double usage, with overvoltage protection

S25552-T4110-U2

ZP D 43 conversion kit, with external supply and double usage

S25552-T4100-U1

If only an external supply is required, the double usage connection remains open.

ZP D 43, with external supply and


double usage, with overvoltage
protection

S25552-T4110-U1

If only an external supply is required, the double usage connection remains open.

Table 18

Comments

Code numbers for conversion kits

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10.3.3

Parts

Designation

Siemens code
number

Comments

Double wheel detector (complete)

S25552-M43-A1

With approx. 5 m cable

Transmitter (for subsequent


delivery)

V25552-M43-A2

With approx. 5 m cable

Receiver (for subsequent delivery)

V25552-M43-A3

With approx. 5 m cable

Double wheel detector (complete)

S25552-M43-A6

With approx. 10 m cable

Transmitter (for subsequent


delivery)

V25552-M43-A4

With approx. 10 m cable

Receiver (for subsequent delivery)

V25552-M43-A5

With approx. 10 m cable

Double wheel detector (complete)

S25552-M43-A8

With approx. 15 m cable

Transmitter (for subsequent


delivery)

V25552-M43-A6

With approx. 15 m cable

Receiver (for subsequent delivery)

V25552-M43-A7

With approx. 15 m cable

Hexagon nut, self-locking, for


double wheel detector

C25123-Z11-C488

Spare part; two per double wheel


detector

Reducing plate

C25326-A21-...

See Table 22

Trackside connection box (incl.


circuit board)

S25552-T4100-A3
(S25552-T4110-A3)

Standard, metal cover (with


overvoltage protection)

Trackside connection box (incl.


circuit board)

S25552-T4150-A3
(S25552-T4160-A3)

Standard, plastic cover (with


overvoltage protection)

Circuit board

S25552-B159-A3

Standard

Trackside connection box (incl.


circuit board)

S25552-T4100-A2
(S25552-T4110-A2)

Double usage, metal cover (with


overvoltage protection)

Trackside connection box (incl.


circuit board)

S25552-T4150-A2
(S25552-T4160-A2)

Double usage, plastic cover (with


overvoltage protection)

Circuit board

S25552-B159-A2

Double usage

Trackside connection box (incl.


circuit board)

S25552-T4100-A1
(S25552-T4110-A1)

External supply with double usage, metal cover (with overvoltage protection)

Trackside connection box (incl.


circuit board)

S25552-T4150-A1
(S25552-T4160-A1)

External supply with double usage, plastic cover (with overvoltage protection)

Circuit board

S25552-B159-A1

External supply with double usage

Metal cover, flat

C25165-A63-B21

Height 95 mm

Plastic cover, flat

C25165-A63-B121

Height 95 mm

Overvoltage protection board

S25552-B734-B1

Optional: core-to-earth
overvoltage protection

Overvoltage protection board,


kit with wires and standard parts

C25165-A63-B101

Optional: core-to-earth
overvoltage protection

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ZP D 43 Wheel Detection Equipment


Operating and Service Manual
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Mobility
Designation

Siemens code
number

Comments

Flexible tube for signaling cable


1,500 mm

V25131-U-A45

For cable gland (PG16)

Tube clip for flexible tube

D3017-S9020-Z3

Flexible tube for signaling cable


1,590 mm

V25131-U-A77

Tube clip for flexible tube

D3017-S9025-Z3

Pipe support (90 mm, bitumencoated)

C25165-A42-B47

Pipe support (400 mm, galvanized)

C25165-A42-B51

Pipe support (500 mm, galvanized)

C25165-A42-B9

Pipe support (1,000 mm, bitumencoated)

C25165-A42-B68

Mounting material for trackside


connection box

C25165-A63-D1

Bracket for slim and lattice posts

C25165-A42-B111

Wall mounting material for


trackside connection box: set
containing screws and plugs

C25165-A63-D4

Wall mounting material for


trackside connection box: set
containing anchor fitting

C25165-A63-B30

Protective device ("deflector")

C25326-A8-B101

Table 19

For cable gland (PG21)

For insulated wall mounting


(vertical trackside connection box
installation)

Two per double wheel detector


(option)

Code numbers for parts

10.3.4

Broadband transformers, isolating transformers and


accessories

Designation

Siemens code
number

Trackside connection box for


isolating transformer board

S25552-T701-C1

Isolating transformer board

S25552-T701C11

With one broadband transformer; for


installation in trackside connection box
SCN S25552-T701-C1

Isolating transformer board

S25552-T701C12

With two broadband transformers; for


installation in trackside connection box
SCN S25552-T701-C1

Isolating transformer board

S25552-T701C15

With one broadband transformer and one


isolating transformer; for installation in
trackside connection box SCN S25552T701-C1

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ZP D 43 Wheel Detection Equipment


Operating and Service Manual
Page 111 of 122

Mobility
Designation

Siemens code
number

Comments

Flexible tube for signaling cable


1,500 mm

V25131-U-A45

For cable gland (PG16)

Tube clip for flexible tube

D3017-S9020-Z3

Flexible tube for signaling cable


1,590 mm

V25131-U-A77

Tube clip for flexible tube

D3017-S9025-Z3

Pipe support (90 mm, bitumencoated)

C25165-A42-B47

Pipe support (400 mm,


galvanized)

C25165-A42-B51

Pipe support (500 mm,


galvanized)

C25165-A42-B9

Pipe support (1,000 mm,


bitumen-coated)

C25165-A42-B68

Tube clip for trackside


connection box

D3017-S9050-Z3

For fastening the box on the pipe support

Fastening

C25320-A37-A1

For installing broadband transformers


and / or isolating transformers in cable
distribution cabinets, cable termination
racks, etc.

Broadband transformer for


wheel detection equipment
signal transmission

V25319-Z1-A9

Isolating transformer for wheel


detection equipment supply

V25319-Z1-A14

Table 20

For cable gland (PG21)

230 V AC / 230 V AC and 42 V AC

Code numbers for broadband transformers, isolating transformers and


accessories

10.3.5

Service accessories

Designation

Siemens code
number

FTGS/GLS/AZS test set

V25921-Z1-A19

LD 4 battery charger for test set

V25921-Z1-A39

Test adapter for overvoltage


protection board
Table 21

Comments

WAGO,
order no. 511 97 389

Code numbers for service accessories

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ZP D 43 Wheel Detection Equipment


Operating and Service Manual
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Mobility
10.3.6

Reducing plates for rail profiles

Rail profile

Dimension X

Reducing plate (SCN)

45 kg R.R.

67 mm

C25326-A21-C139

49.6 kg/m (Buenos Aires


underground)

63.7 mm

On request

50 kg

66.5 mm

C25326-A21-C139

50 T

67.5 mm

C25326-A21-B79

50.6 kg/m (Buenos Aires


underground)

66 mm

On request

53 kg A.S.

70.6 mm

C25326-A21-B77

60 kg A.S.

83.5 mm

C25326-A21-C141

63 T

67.5 mm

C25326-A21-B80

91 LB N.Z.R.

66.5 mm

C25326-A21-C139

94 A.S.-47

62 mm

C25326-A21-C132

95 RBH Bull-Head

58.5 mm

C25326-A21-C179

100 LB ARA-A

69.85 mm

C25326-A21-C143

100 LB AREA

68.7 mm

C25326-A21-C143

100 Pound A.R.A.-B.

63.7 mm

C25326-A21-C163

100 RE

64 mm

On request

125/36.8 d.HHA

53 mm

On request

Appendix I / Pak. India

67.5 mm

C25326-A21-B80

AREA 115 RE

82.55 mm

C25326-A21-C148

Bavaria IX

58 mm

On request

BS 113 A

72.5 mm

C25326-A21-C177

C.F.L.S 33 / U33

65 mm

C25326-A21-C146

Shape 6 (S 33)

58 mm

C25326-A21-B76

Shape 8

62.5 mm

C25326-A21-B75

Shape 17

62.5 mm

On request

K 43 S

62.5 mm

C25326-A21-B75

NP 46, Rotterdam

62.5 mm

C25326-A21-C142

BB shape A

59.5 mm

C25326-A21-C116

BB shape B

62.5 mm

C25326-A21-B71

BB shape C

71.5 mm

C25326-A21-B74

P 50

68.5 mm

C25326-A21-C129

R 65 / R 75

93.5 mm / 105
mm

C25326-A21-B81

RI 59*)

82.0 mm

C25326-A21-B82

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ZP D 43 Wheel Detection Equipment


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Mobility
Rail profile

Dimension X

Reducing plate (SCN)

RI 60*)

82.0 mm

C25326-A21-B82

Rail Xa/Xa 10

53 mm

C25326-A21-C162

S 41

62.5 mm

C25326-A21-B75

S 45

62.5 mm

C25326-A21-B75

S 49

62.5 mm

C25326-A21-B71

S 49 (for installation above ties)

62.5 mm

C25326-A21-B85

S 54

67 mm

C25326-A21-B71

S 54 (for installation above ties)

67 mm

C25326-A21-B85

S 64

85 mm

C25326-A21-C118

S-60 SAR

85 mm

C25326-A21-C106

SAR 48 kg/m

63.5 mm

C25326-A21-B73

SAR 57 kg/m

77.5 mm

C25326-A21-C113

SBB I

62.5 mm

C25326-A21-B78

Tipo 4

63.5 mm

C25326-A21-B71

U 50

66 mm

C25326-A21-C130

UIC 50

66 mm

On request

UIC 54

72 mm

C25326-A21-B74

UIC 60

85 mm

C25326-A21-B72

UIC 60 (for installation above


ties)

85 mm

C25326-A21-B86

Underground S 27

49.5 mm

On request

Underground S 34

52 mm

On request

VA 71 B (Austria)

82 mm

C25326-A21-B82

V St 36 with separating layer*)

54 mm

C25326-A21-C144

*) Installation of the double wheel detector on special rails for example grooved rails (RI59, RI60,
VST36) is described in Installation Instructions A25552-M43-A1-*-31.
Table 22

Code numbers for reducing plates for rail profiles

Note
Please refer to Product List SCN C25326-A21-A3-*-47 for details of rail
profiles not listed. These are also available on request.

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ZP D 43 Wheel Detection Equipment


Operating and Service Manual
Page 114 of 122

Mobility
11

Technical data

11.1

ZP D 43

ZP D 43 trackside connection box

Dimensions: 360 mm x 360 mm x 160 mm


Weight: approx. 10.0 kg
Tightening torque of screws on the cover: 10 Nm

Double wheel detector

Dimensions:
Receiver: approx. 316 mm x 119 mm x 55 mm
Transmitter: approx. 316 mm x 119 mm x 90 mm
Weight: (total) approx. 10 kg

Double wheel detector mounting

On the rail web in the tie crib,


holes in the rail web:
diameter 13 mm, distance 270 mm
Tightening torque of the fastening nuts: 40 to
50 Nm

Double wheel detector connecting


cable

Approx. 5 m long (alternatively 10 m, 15 m)

IP rating as per DIN EN 60529

Double wheel detector: IP67


Trackside connection box: IP67

Ambient temperature range

-40C to +80C

Low-voltage switchgear and


controlgear assemblies

Testing in line with EN 60439-1 (04/2004)

EMC interference immunity

EN 61000-6-2 (08/2005)
EN 50121-4 (07/2006)

EMC interference emission

EN 61000-6-4 (01/2007)
EN 50121-4 (07/2006)

Rail types

See Table 22, others on request

Tie material

Wood, steel, concrete

Ballast resistance

Any

Wheel width

115 mm

Wheel diameter

300 mm

Train speed

450 km/h* with wheel diameter 865 mm

Test voltage

10 kV to rail

Cable type

Signaling cable (see Section 5)

Operating frequency

43 kHz

WDE power consumption

Approx. 2.5 W (without cable losses)

Transmission level at the wheel


detection equipment

1.75 Vrms

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ZP D 43 Wheel Detection Equipment


Operating and Service Manual
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Mobility
Transmission level at the wheel
detection equipment with external
supply

2.60 Vrms

Signal frequency f1
(double wheel detector not
traversed)

3.60 kHz

Signal frequency f2
(double wheel detector not
traversed)

6.52 kHz

Control distance with remote


supply (standard)

Up to 6.5 km with core diameter of 1.4 mm

Control distance with external


supply (option)

Up to 21 km with insertion of broadband and


isolating transformers (see Section 4.3.3)

External supply of the wheel


detection equipment

30 V DC to 72 V DC
26 V AC to 50 V AC

Altitude

Max. 3,000 m above mean sea level

Table 23 ZP D 43 technical data

For the maximum speed, refer to the user documentation of the relevant axle
counting systems.

11.2

Multimeter requirements

Input resistance

200 k

Operating temperature range

-20C to +55C

Protection class

II

Dielectric strength to conductive


housing parts

2.5 kV

DC measuring range

280 mV to 280 V,
measuring error 0.5% (for Vmeas 100 mV)

AC measuring range

40 mVrms to 200 Vrms,


measuring error 1%
(for fmeas = 43 kHz 10%, Vmeas 50 mV)

Frequency measuring range

0.1 kHz to 100 kHz,


measuring error 0.5%
(for fmeas = 3 kHz 10%, Vmeas 30 mV)

Broadband AC measuring range

300 mVrms to 160 Vrms up to 100 kHz,


measuring error 2%

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ZP D 43 Wheel Detection Equipment


Operating and Service Manual
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Mobility

11.3

PEGA 1211

11.3.1

General

Input resistance

200 k

Operating time without


illumination

> 8 h (at 20C, 2 NiMH batteries 1.2 V /


2,200 mAh)

Operating temperature range

-20C to +55C

Storage temperature range

-25C to +60C

Protection class

II

Dielectric strength to conductive


housing parts

2.5 kV

IP rating

IP54

Weight with batteries

Max. 1.5 kg

Dimensions with handle (w x h x


d)

170 mm x 145 mm x 155 mm

Table 24

11.3.2

PEGA 1211 test set, technical data, general

ZP 43 operating mode

Range selection

Automatic, for all measuring ranges

DC measuring range

280 mV to 280 V,
measuring error 0.5%
(for Vmeas 100 mV)

AC measuring range

40 mVrms to 200 Vrms,


measuring error 1%
(for fmeas = 43 kHz 10%, Vmeas 50 mV)

Frequency measuring range

0.1 kHz to 99.99 kHz


measuring error 0.5%
(for fmeas > 3 kHz, Vmeas 30 mV)

Broadband AC measuring range

300 mV to 160 Vrms


measuring error 2%

Table 25

PEGA 1211 test set, technical data, ZP 43 operating mode

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Operating and Service Manual
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Mobility
Declaration of conformity

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ZP D 43 Wheel Detection Equipment


Operating and Service Manual
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Mobility
List of abbreviations
AC

alternating current

ADC

analog / digital converter

ATC

automatic train control

Az S M

multiple-section axle counting system from Siemens

Az S 350

microcomputer axle counting system from Siemens

BBT

broadband transformer

CH

counting head

DC

direct current

DEK 43

electronic double wheel detector

DIN

German Institute for Standardisation

DN

double usage, terminal designation, to second evaluation computer

DSP

digital signal processor

EBA

German Federal Railways Office

EBO

German Railway Building and Operation Regulations

EC

evaluation computer (collective term for evaluation computers and older


evaluation equipment with electronic axle counting units)

EMC

electromagnetic compatibility

FS

external supply, terminal designation

FTG S

remote-fed audio-frequency track circuit from Siemens

GLS

track circuit

GUE

speed monitoring facility

IT

isolating transformer

MOS

metal oxide semiconductor

Np

Neper; 1 Np = 8.68 dB

NS

normal supply, terminal designation, to first evaluation computer

PWM

pulse-width modulation

SCN

Siemens code number

TCB

trackside connection box

Tr

transformer

Vesba

amplifier, trigger and bandpass filter board (in the Az S 350 U evaluation
computer)

Vesti

amplifier and trigger board (in the Az S (M) 350 evaluation computer, Versions B,
M and T as well as Az S 350 B1 and B5)

WDE

wheel detection equipment

Zan

wheel detection equipment interface board (in the Az S M evaluation computer)

ZP D 43

digital wheel detection equipment with 43 kHz operating frequency, model with
aluminum housing

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Operating and Service Manual
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Mobility
List of figures
Figure 1

Overview of ZP D 43 components

21

Figure 2

Block diagram of the ZP D 43

22

Figure 3

ZP D 43 board layout

38

Figure 4

Double wheel detectors in the track area, different types can be mounted
directly adjacent to each other

44

Figure 5

Double wheel detectors in the track area, same type

44

Figure 6

Double wheel detectors in the track area at speeds of up to 120 km/h

45

Figure 7

Speeds with double wheel detectors in the area of rail joints

46

Figure 8

Double wheel detector in the area of electrodynamic rail brakes

48

Figure 9

Double wheel detectors in the area of switches

49

Figure 10 Double wheel detectors in the area of switches and crossings, minimum
distances to adjacent rails at speeds of up to 120 km/h

50

Figure 11 Double wheel detectors in the area of switches and crossings at speeds
of up to 120 km/h

51

Figure 12 Double wheel detectors in the area of audio-frequency track circuits

52

Figure 13 Double wheel detectors in the area of magnetic train stops

53

Figure 14 Double wheel detector in the area of a balise

54

Figure 15 Double wheel detector in the area of the leaky feeder of a Euroloop S21

55

Figure 16 Double wheel detector in the area of the FSS vehicle sensor system

55

Figure 17 Distances and earthing measures for ATC track coupling coils in the
area within the track as for example on Swiss Federal Railways (SBB)

57

Figure 18 Arrangement of the wheel detection equipment components on the track

58

Figure 19 Vertical arrangement of the trackside connection box

59

Figure 20 Interference suppression areas for double wheel detector installation

61

Figure 21 Drilling dimensions for attaching the double wheel detector

63

Figure 22 Distance dimension X from the lower edge of the rail base to the center
of the hole

64

Figure 23 Drilling dimensions for fastening the double wheel detector above the tie

66

Figure 24 Installation on UIC60 rail profile with permanent way W on concrete ties

67

Figure 25 Tie bolt Ss 350 with a shortened bolt head (17 mm instead of 35 mm)

67

Figure 26 Installation with permanent way K on wooden ties (according to BZA


document S 8690.20.1 *)

69

Figure 27 Installation with permanent way K on concrete ties (in accordance with
approved BZA document S 8690.20.1 *)

70

Figure 28 Double wheel detector components

71

Figure 29 Laying of connecting cables in a tie crib

76

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ZP D 43 Wheel Detection Equipment


Operating and Service Manual
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Mobility
Figure 30 Shortening of the flexible tube

77

Figure 31 Track section with earthing areas

78

Figure 32 Example of earthing the trackside connection box at a station or on the


open line

80

Figure 33 Terminal assignment in the trackside connection box

84

Figure 34 Overvoltage protection board SCN S25552-B734-B1

85

Figure 35 Wiring of the overvoltage protection board

86

Figure 36 WAGO test device

89

Figure 37 ZP D 43 terminal assignment with connection of the overvoltage


protection board

90

Figure 38 Arrangement of the status indication LEDs

95

Figure 39 PEGA 1211 test set

98

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Operating and Service Manual
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Mobility
List of tables
Table 1

Application variants

24

Table 2

Maximum permissible cable attenuation on the information line

36

Table 3

Speeds with double wheel detectors in the area of rail joints

46

Table 4

Double wheel detector trackside connection box distance dimensions

73

Table 5

ZP 43 E / ZP D 43 application variants

81

Table 6

ZP 43 V / ZP D 43 application variants

82

Table 7

ZP 43 V / ZP D 43 terminal designations

83

Table 8

Overview of electrical setpoints of the ZP D 43 wheel detection


equipment

101

Table 9

U60 (DC) fault

106

Table 10

U60 (AC) fault

106

Table 11

fs fault

106

Table 12

UE1 and / or UE2 < 54 mV fault

107

Table 13

UE1 and / or UE2 > 180 mV fault

107

Table 14

Difference between UE1 and UE2 > 10 mV

107

Table 15

Calibration failed

107

Table 16

Code numbers for pre-assembled wheel detection equipment

109

Table 17

Code numbers for conversion kits

109

Table 18

Code numbers for parts

111

Table 19

Code numbers for broadband transformers, isolating transformers and


accessories

112

Table 20

Code numbers for service accessories

112

Table 21

Code numbers for reducing plates for rail profiles

114

Table 22

ZP D 43 technical data

116

Table 23

PEGA 1211 test set, technical data, general

117

Table 24

PEGA 1211 test set, technical data, ZP 43 operating mode

117

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Operating and Service Manual
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