Transcript
SERVICE MANUAL 6252
MOTION MONITOR MM-25
June, 1983 WP0168A A-6/83-250-2496-l PRINTED IN USA
UNION SWITCH & SIGNAL DIVISION AMERICAN STANDARD INC./ SWISSVALE, PA 15218
SERVICE MANUAL 6252
MOTION MONITOR MM-25
June, 1983 WP0168A A-6/83-250-2496-l PRINTED IN USA
UNION SWITCH & SIGNAL DIVISION AMERICAN STANDARD INC./ SWISSVALE, PA 15218
UNION SWITCH Ii SIGNAL
CONTENTS Section I
GENERAL INFORMATION 1.1 PURPOSE OF EQUIPMENT 1.2 ISLAND CIRCUIT 1.3 OPERATIONING PARAMETERS 1 .4 DESCRIPTION . 1.5 SYSTEM.PRINTED CIRCUIT BOARDS 1 ;5. 1 · · Signal Board 1.5.2 .D~tectorBoard 1 .5. 3 Island Board.
1.6
EQUIPMENT SPECIFICATIONS 1.6.1 Electrical 1.6.2 Mechanical
II
APPLICATION 2.1 GENERAL RULES FOR APPLYING ANY MOTION DETECTION DEVICE 2.2 OPERATIONAL CONSIDERATIONS 2.2.1 2.2.2 2.2.3 2.3
2.4
ISLAND ZONE DEFINITION 2.3.1 Configuration of Island Track Connections PARALLEL TRACK OPERATION 2.5 r-K)TION MONITOR FREQUENCY SELECTION 2.5.1
III
IV
v VI
VII
Track Ballast Stabilization of Track Characteristics Through Shunts Types of Shunts
Basic Connections
INSTALLATION AND ADJUSTMENTS 3 .1 MCXJNTING 3.2 EXTERNAL EQUIPMENT 3.3 CONNECTIONS 3.4 TRACK STRAP 3.5 ADJUSTMENT PROCEDURE OPERATION 4.1 BASIC COMPONENTS 4.2 TRANSMITTERS 4.3 MOTION RECEIVER AND DIFFERENTIATOR 4.4 ISLAND RECEIVER 4.5 VITAL GATE LOGIC AND RELAY DRIVER FUNCTIONAL DESCRIPTION 5. 1 SIGNAL BOARD 5.2 DETECTOR BOARD 5.3 ISLAND BOARD FIELD MAINTENANCE 6.1 FUSE REPLACEMENT 6.2 FIELD EQUIPMENT AND TESTS 6.3 PERIODIC MAINTENANCE SHOP MAINTENANCE
APPENDIX A - PARTS LIST
i
1-1 1-1 1-1
1-2 1-2 1-3 1-3 1-3 1-4 1-4 1-4 1-4 2-1 2-1 2-1
2-1 2-2
2-2 2-3 2-3 2-3 2-7 2-8 3-1 3-1 3-1 3-2 3-3 3-3 4-1 4-1 4-1 4-1 4-1
4-3 5-1
5-1 5-2 5-7 6-1 6-1 6-1 6-2 7-1
m
m
UNION SWITCH & SIGNAL
Contents Cont'd. Table I
Operating Parameters
1-2
2-2 2-4 2-5
2-6 2-7 3-1 4-1 5-1 5-2 5-3 5-4
Typical MM-25 Application Frequency Selection Chart for 3 ohms/1000' Frequency Selectipn Chart for. 5 ohms/1000' Frequency Selection Chart for 10 ohms/1000' External Wiring and Connectibns for a Simple MM-25 Installation External Wiring With Single AFO Wrap around External Wiring With Dual AFO Wrap around Voltage/Approach Length Chart Motion Monitor Block Diagram Signal Board Block Diagram MM-25 Circuit Diagram Detector Board Block Diagram Island Board Block Diagram
2-9/2-10 2-11/2-12 2-13/2-14 3-6 4-2 5-2 5-3/5-4 5-5 5-8
A-1
MM-25 Parts Assembly
A-3/A-4
Figures 2-1 2-2 2-3 2-4 2-5
ii
2-6
UNION SWITCH & SIGNAL
SECTION I GENERAL INFORMATION 1.1
PURPOSE OF EQUIPMENT
The MM-25 Motion Monitor is a solid state track overlay device which is designed to detect train movements toward a highway crossing. The Motion Monitor detects train motion by continuously measuring track circuit status. A constant current is fed into the rails adjacent to the highway at the crossing. This current develops a rail-to-rail voltage proportional to the track circuit impedance. As a train proceeds toward the crossing, the moving shunt effect of the train's leading wheels decreases the impedance of the track circuit at the feed point (crossing) thus reducing the rail-to-rail voltage. The rate at which the impedance decreases is related to train speed and position within the warning zone along with several other factors including, but not limited to, length of warning zone, track rail impedance, and ballast resistance. Within the initial portions of the approach, the distance from the highway crossing to the point of initial detection is directly proportional to train speed; i.e., the greater the speed the greater the distance. A high - level detector provides protection against broken bonds in the approach zones. When a train operating within the MM-25's approach limits has stopped or reverses, moving away from the crossing, the Motion Monitor will clear the crossing, permitting automotive traffic to resume. Likewise, the highway crossing is cleared after a train proceeds through the crossing and has reached to the point where the last car's wheels have cleared the island circuit. 1.2
ISLAND
The Motion Monitor system includes a built in circuit for the island zone. An internal receiver, which is connected to the rails on the opposite side of the highway from the track feed, continuously monitors the rail to rail voltage at that point. If a train shunt occurs in the vicinity of the crossing, the receiver input voltage will fall below the island receiver's threshold, thus detecting the presence of a train much as in a conventional AFO circuit. Receiver sensitivity is adjustable to accommodate a wide range of applications.
6252, p. 1-1
UNION SWITCH & SIGNAL
1.3 OPERATING PARAMETERS In general, the Motion Monitor will perform over the ranges of parameters indicated in Table I although not all extreme limits may exist concurrently. Typical application data is covered in Section II. Table I.
Operating Parameters
Motion Sensing Warning Zone Warning Times Speed Range
600' min to 3200' max. (183M to 975M) 6 to 39 seconds (adjustable) 4 MPH to 100 MPH (6.4 MPH to 160 MPH)
Track Characteristics Ballast Shunting Sensitivity
1. 0 ohm/ 1000 ft. to "infinite" 0.0 to 0.06 ohms
Response Time Detection Clearing
0.1 to 0.5 seconds Dependent on timer setting (6-36 seconds)
Island Protection Length Ring by
Maximum Car Span to 300 feet (911M) 3 to 15 ft. (0.9M to 4.6M) NOTE
Operating Characteristics depend upon the sum total effects of all system parameters. Therefore, the above values may not all apply simultaneously. 1.4 DESCRIPTION The components of the MM-25 are housed in a sheet metal case with AAR terminals provided for external connections. Three locking adjustments are conveniently located on the front panel and provide for the TIME adjustment (factory ajusted to 20 seconds), the island SENSITIVITY adjustment, and the high-level detector adjustment. A 3 amp. SLO-BLO fuse for circuit protection and three LED indicators provide a quick check of the condition of the unit. With no train shunting the rails of the track circuit and no track· faults (such as broken bonds), the ISLAND LED will be illuminated and the MOD CHECK LED will alternate on and off at a 5 Hz rate. The TRACK FAULT LED will be off unless there has been an intermittent track problem, in which case a memory circuit will cause the LED to stay on even if the track fault condition corrects itself. Pushing the TEST/RESET pushbutton tests the high-level detector circuitry and TRACK FAULT LED, while releasing it resets the track fault memory circuit. Three printed circuit boards, the signal board, the'
6252, p. 1-2
UNION SWITCH & SIGNAL
detector board, and the Island Board, contain the remainder of the components. In some MM-25 units the high-level detector circuitry is on a fourth printed circuit board rather than on the detector board. 1.5
SYSTEM PRINTED CIRCUIT BOARDS (PCB)
The Motion Monitor MM-25 contains three printed circuit boards: detector board and island board. 1.5.1
signal board,
Signal Board
The Signal Board consists of the following: a.
A vital, level controlled transmitter oscillator that establishes the frequency of the unit. These frequencies are: 207 Hz, 230 Hz, 390 Hz, 405 Hz, 570 Hz and 630 Hz.
b.
Preamplifier with factory adjusted gain, fed from the transmitter oscillator, provides the drive to the power amplifier, and controls the output current.
c.
Transmitter constant current power amplifier with one output lead, coupled to the rail by means of a series tuned track filter.
d.
A low frequency modulation transformer coupled to a 5 Hz multivibrator that provides the self check capability.
e.
Motion receiver tuned input circuit feeding a power amplifier and voltage transformer to provide input to the differentiator, no-motion receding train oscillator, and the vital gate.
1.5.2
Detector Board
The Detector Board consists of the following: a.
Voltage doubler and vital filter feeding the differentiating capacitor, which couples the self-check modulation signal to an oscillator and changes in signal strength due to train motion.
b.
Oscillator which generates an output when there is no motion (train stopped) or when a receding train is detected.
c.
Vital gates •
d.
Low frequency detector, amplifier and rectifier.
e.
Island relay and motion monitor relay drivers.
f.
Timer circuit.
g.
High-level detector circuit.
6252, p. 1-3
UNION SWITCH & SIGNAL
Island Board The Island Board consists of the following:
1.6 1.6.1
a.
The transmitter circuit consisting of a carrier and a modulation oscillator driving a tm.ity gain amplifier and the high pass filter out put stage.
b.
The receiver input circuit consisting of a high Q-bandpass filter, and a demodulator driving an amplifier which, in turn, drives a negative DC maker to power an oscillator stage.
EQUIPMENT SPECIFICATIONS Electrical Input:
9.5 to 16.2 Vdc (0.5V P-P maximum Ripple*)
Current Drain:
207 & 230 Hz - 1.9 Amps (nominal) 390 & 405 Hz - 1.4 Amps (nominal) 570 & 630 Hz - 1.2 Amps (nominal)
Rail Current:
207 & 230 Hz - . 1 •0 Amps 390 & 405 Hz - 0.5 Amps 570 & 630 Hz - 1.33 Amps
Frequency
..:!::.
1%
Motion Monitor 207 & 230 Hz 390 & 405 Hz 570 & 630 Hz
Modulation Frequency:
52 Hz + 5 Hz
Output Loads:
Vital Relays
Motion Monitor Relays Island Relays Temperature Range:
Island
12.28 KHz 15.00 KHz 20.00 KHz
400 Ohms (PN-150BH) 400 Ohms (PN-150BH), (PN-150B) -400F to +1600F (-400C to +700C)
Track Lead Resistance: Transmitter Receiver
No more than 0.15 Ohms total No more tha.~ 0.50 Ohms total
*If this value is greater than 0.5V p-p, a surge ripple filter must be used. 1.6.2 Mechanical Height: Depth: Length:
10-1/4 inches (26 cm) 6 inches (15.2 cm) 12 inches (30.5 cm)
The case may be shelf, wall or rack mounted. 6252, p. 1-4
UNION SWITCH & SIGNAL
SECTION II APPLICATION 2.1
GENER.AL RULES
The following considerations should be kept in mind when applying a motion detection device (See Figure 2-1). Double bonding within the approach limits of highway crossings is recommended to improve the margin of protection against improper operation due to a single high resistance bond connection. The Track Coupling Unit Tuned Shunts should be used if there are any insulated joints within the effective limits of the motion monitoring track circuit. However, there is no indication given in the event that one of these units becomes disconnected. For this shortcoming, similar to that of the previously mentioned bonding, the only solution is to use continuous rail through the approach and island circuits. Two sets of insulated joints should be located between motion detection devices operating at the same frequency on the same track. For any motion detection devices, certain conditions of broken rail can negate train detection while train movements are in progress. Therefore, inspection procedures should be exercised to insure the integrity of the rail circuit, including bond wires, joints, etc. In no case should any cars be left standing on a highway crossing equipped with a motion detection device while switching is being perfonned unless operating rules require a flagman during such an operation. 2.2
OPERATIONAL CONSIDERATIONS
Optimum results from the Motion Monitor can only be obtained through an understanding of the following factors involved and how these factors can be manipulated to the users best advantage. Track Ballast
2.2.1
Changes in track ballast resistance will have an effect on Motion Monitor operation. Track circuit stabilization is suggested as a means of dealing with the ballast resistance problem. Some of the effects of ballast resistance changes are: a.
Decrease in effective approach distance.
b.
Narrowing of speed range applicable for a given warning time.
fl252, p. 2-1
UNION SWITCH & SIGNAL
TRANSMITTER CONNECTIONS
J L
TUNED SHUNT
7
5 B
15
II FILTER
N
17
TUNED SHUNT
ll
MOTION MONITOR 10
* IR*
Figure 2-1.
OPTIONAL
MMR
Typical MM-25 Installation
c.
Decrease in minimum warning time.
d.
Lengthening of effective island zone.
The Motion Monitor is designed to perform satisfactorily with track ballast of 3 ohms/1,000 ft. to infinite ballast resistance. However, when the approach distance is short, it will operate under some conditions with track ballasts as low as 1 ohm/1,000 feet. 2.2.2
Stabilization of Track Characteristics Through Shunts
Rail to rail shunts are imperative in continuous rail areas and must be applied at the extremes of the warning zone. The shunts enhance performance particularly under various environmental conditions and minimize variations in the following: a. Effective warning distance. b. Speed range applicable for a given warning time. c • Maximum warning time. d. Length of effective island zone.
6252, p. 2-2
UNION SWITCH & SIGNAL
2.2.3
Types of Shunts
These shunts may be one of two types depending upon whether or not other signals co-exist on the rails as follows: a.
Hardwire or zero Ohm impedance shunts may be used where such devices will not disrupt operation of other rail carried signals.
b.
Tuned, series resonant shunts are used in applications where de signals and/or ac signals of ther frequencies are using the rails concurrent with the Motion Monitor.
It is imperative that rail-to-rail shunts as described previously must be placed at the desired distance from the crossing (see Figure 2-1). In placing these shunts, care must be exercised to place them within the limits defined in the Frequency Selection Charts, Figures 2-2, 2-3, and 2-4. Unsynmetrical arrangements of the warning zone tend to de-sensitize the Motion Monitor; however, performance remains generally within acceptable limits for configurations having up to 1.3: 1 unbalance. Rail-to-rail shunts should be located appropriately in consideration of all railroad operating conditions. Deviations from limiting conditions should be covered by appropriate railroad operating rules. 2.3
ISLAND ZONE DEFINITION
The chief purpose of the island circuit is to detect occupancy of the crossing by either stopped or very slow speed rail traffic. 2.3.1
Configuration of Island Track Connections
The track feed leads are connected to the rails adjacent to the highway. A second pair of track leads for the island receiver are connected to the rails on the opposite side of the highway. The minimum distance between the two pairs of leads, in addition to spanning the highway, should not be less than the maximum inner wheel span of the railroad cars using the crossing. 2.4
PARALLEL TRACK OPERATION
Where two parallel tracks are to be equipped with Motion Monitors, different frequencies must be used on each adjacent track to avoid mutual interference.
62~2, p. 2-3
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90
80
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6252, p. 2-13/2-14
UNION SWITCH & SIGNAL
SECTION III INSTALLATION AND ADJUSTMENTS 3 • 1 MOUNTING The Motion Monitor case is designed to be either shelf, wall or rack mounted. Mounting brackets may be turned 90° to accommodate shelf mounting. By reversing the mounting brackets, the Motion Monitor can be mounted in a rack with plug-in relays without exceeding the clearance line of above relays. 3.2
EXTERNAL EQUIPMENT
The following additional equipment is required for proper operation of the Motion Monitor (See Figure 2-1). a.
Motion Monitor Relay (Type PN-150BH, Part No. N322511-007) This relay is deenergized when a train approaches the crossing within the detection range at a speed not lower than the minimum detectable speed. The relay is also deenergized when a train is within the island circuit which is defined as the length of track between the two sets of track connections. The positive control of the relay coil is connected to terminal 6 of the Motion Monitor, and the negative control to terminal 8 of the Motion Monitor. The relay is also an integral component of the timing circuit and requires the use of one set of FB contacts. The heel is returned to terminal 12, the back to terminal 14, while the front is returned to terminal 10.
b.
Island Relay (Type PN-150BH, Part No. N322511-007) or.(Type PN-150B, Part No. N322500-901) Some applications may require use of an external island circuit detector relay. When required, the positive control of the relay coil is connected to terminal 13 of the Motion Monitor and the negative control of the relay coil is connected to terminal 11 of the Motion Monitor.
c.
Surge-Ripple Filter (12 Vdc, 2.5A, Part No. N451036-0702) A Surge Ripple Filter is required when the power supplied has ripple greater than 0.5 volts peak-to-peak.
d.
Track Coupling Unit Tuned Shunt The Track Shunt is used for stabilization of track circuit characteristics, and in some cases where the motion detection zone is required to be less than that of the Motion Monitor's effective range.
6252, p. 3-1
ffi
UNION SWITCH & SIGNAL
For application see Section II. 2-1.
Part No.
Freq. 207 230 390 405 570 630 e.
For typical connections see Figure
Hz Hz Hz Hz Hz Hz
N451039-2401 N451039-2402 N451039-2403 N451039-2404 N451039-2405 N451039-2406
Lightning Arresters Lightning arresters are used to protect the Motion Monitor by limiting the surge voltages entering by way of either the track or battery line. Part No. X451552-0101 X451552-0201 X451552-0301 X451552-0302
3.3
Description Rated breakdown, 50-300V Rated breakdown, 500-1200V -Same as N451552-0101, with terminal block Same as N451552-0201, with terminal block
CONNECTIONS (See Figure 2-1) a.
Rail Connections The transmitter and receiver connections must be made with twisted pairs (three twists per foot). The two twisted pairs must be separated as much as possible. The loop lead resistance is to be held to 0.15 ohms or less for transmitter track leads (terminal 5 and terminal 7) and to 0.5 ohms or less for receiver track leads ( terminal 15 and terminal 17) •
b.
Battery Connections The power supplied must be minimum of 8.8 Vdc and a maximum of 16.2 Vdc at the Motion Monitor's terminals (terminal 11 positive.and terminal 9 negative). Maximum ripple voltage should not exceed 0.5 volts peak-to-peak. A surge ripple filter must be used when the ripple is greater than 0.5 volts.
c.
Lightning Arresters Lightning protection for the Motion Monitor is to be provided as shown in Figure 2-1. Ground wires should be as short as possible and without sharp bends.
6252, p. 3-2
UNION SWITCH & SIGNAL
A lightning shunt arrestor should be connected across the de power source (USG shunt, low voltage X451552-0101. For protection of the Motion Monitor from surges entering from the track, both series to ground (USG series, high voltage with terminal block X451552-0302) and shunt (USG shunt, low voltage X451552-0101) protection should be installed as shown in Figure 2-1. d.
Ground Connections Ground wires should be kept as short as possible without sharp bends. Ground connections should be made to the common low voltage ground bus system that includes grounds at cases or houses. Make ground connections with f/6 wire. Messenger wire or metallic sheath of cable, if used, may serve as ground tie~in between cases or houses.
e.
Relay Connections Relays should be connected in accordance with Figure 3-1. If the relay has front testing, remove the wire from +A and connect it to the +T terminal of the relay. This applies to both the Motion Monitor relay and the Island relay.
3.4 TRACK STRAP The Motion Monitor MM-25 features a track length sensitivity adjustment consisting of a strap 1 mounted across either terminals 1 and 3 (long track), or terminals 2 and 4 lshort track). The selection of the proper position of the strap is influenced by such operating conditions as the length of the approach zone, operating frequency of the MM-25 unit, and the minimum track ballast resistance encountered at the particular highway crossing. These conditions are accumulated in Figure 3-2, 3-3 and 3-4 on which benchmark "a" depicts the dividing line up to which distance a terminati,on shunt requires a shorting strap across terminals 2 and 4. A termination shunt placed across the track at a point in excess of the benchmark distance "a" (Figures 2-2, 2-3 and 2-4) requires a shorting strap across terminals 1 and 3. 3.5
ADJUSTMENT PROCEDURE (Reference Figure 2-1)
The Motion Monitor has three potentiometer adjustments. a.
"TIME" potentiometer, adjustable from 6-36 seconds and factory adjusted to 20 seconds.
b.
"ISLAND" potentiometer.
c.
"LEVEL ADJUST" potentiometer for high-level detector.
6252, p. 3-3
ffi
UNION SWITCH & SIGNAL
In most applications, the factory set 20 second delay time will be satisfactory and the only Motion Monitor adjustments will be the setting of the "ISLAND" and high level detector potentiometers, as described below. a.
Turn the "LEVEL ADJUST" potentiometer relay clockwise and press and release the TEST/RESET pushbuttons. This will disable the high-level detector to allow adjustment of the ISLAND and TIME potentiometer.
b.
CONNECT a 0.06 ohm test* shunt across the track on the island receiver's side of the crossing at the location where it is desired to define the limit of the island zone. This usually will be at the point where the island receiver's leads connect to the track; but might be farther from the crossing if it is desired to extend the island zone beyond its physical limits. In no case should the test shunt be placed within the island zone; that is, between the points where the island receiver's connections and the transmitter's track feed connections (opposite sides of the highway) are made.
*
At high frequencies the inductive component of the standard shunt becomes rather large compared to 0.06 ohms. Instead use 5 foot pieces of Belden ://8670 ( 480 x 30 strands, • 75" wide) braided cable, bundled together with electrician's tape and connected to a rail clamp on either end according to the following frequency schedule:
MM Frequency
Island Frequency
(Hz)
(Hz)
Part fl
fl of 5' Pieces
12280 15000 20000
N451554-0101, 0102 N451554-0103, 0104 N451554-0105, 0106
4 5 5
207,230 390,405 570,630 c.
If the motion monitor relay is deenergized: turn the potentiometer clockwise all the way and wait approximately 20 seconds until Motion Monitor relay is energized. Proceed to step d.
d.
If the motion monitor relay is energized: 1. turn the potentiometer slowly counterclockwise just to the point where the relay deenergizes. 2. remove the test shunt. 3. check that the relay is now energized. If the relay fails to energize, Step d1. was improperly performed. Repeat steps a through d3. inclusive. 4. connect the 0.06 ohm test shunt across the track at the point where the track feed leads are connected to the rails.
6252, p. 3-4
UNION SWITCH & SIGNAL
5.
check that the relay is deenergized.
If the relay fails to deenergize, check all four track lead connections to see that they agree with Figure 2-1. Make necessary corrections and repeats step a through d5. THIS CONCLUDES THE ISLAND ADJUSTMENT PROCEDURES e.
remove the test shunt from the track.
f.
tighten lock nut of "ISLAND" potentiometer.
g.
Attach a DC voltmeter (Simpson 260 or equivalent) across Motion Monitor terminals 16(+) and 9(-). Using Figure 3-1, find the proper high-level detector reference voltage, based on Motion Monitor frequency and approach length (in case of unequal approach lengths, use the shorter of the two). Add 300 ft. to this length i f tuned shunts are used bypass insulated joints in both of the approaches. For example, a 405 Hz Motion Monitor using 2300 ft. approaches would require a reference voltage of 2. 80 Vdc. Adjust the "LEVEL ADJUST" potentiometer until the voltmeter reads this voltage and tighen the locknut.
h.
To check high-level detector operation, press and hold down the TEST /RESET pushbutton. The TRACK FAULT LED will come on and both the island and motion relays will deenergize. After releasing the pushbutton, the TRACK FAULT LED will go off and stay off and both relays will be energized after the appropriate time delay. If the TRACK FAULT LED should come back on, check rail bond connections and recheck the high-level detector reference voltage level.
If a 20 second delay time is not applicable to the particular site situation, the ltTIME" potentiometer can be adjusted as follows: a.
Loosen nut of "TIME" potentiometer.
b.
For less time, turn potentiometer counterclockwise, and for more time, clockwise.
c.
To measure the delay time after adjusting potentiometer, proceed as follows: 1.
Momentarily short terminal 15 to 17 on the Motion Monitor Unit. The M1 relay will deenergize.
2.
With a watch, measure the elapsed time that the MM relay stays deenergized.
d.
Repeat steps band c until the desired delay time is obtained.
e.
Tighten lock nut.
6252, p. 3-5
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2000'
3000'
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APPROACH LENGTH
Figure 3-1.
Voltage Vs. Approach Length
5000'
UNION SWITCH & SIGNAL
SECTION IV OPERATION 4.1
Basic Components (Reference - Figure 4-1)
The Motion Monitor MM-25 comprises a motion transmitter and receiver and an island transmitter. Both transmitters as well as the receiver share common rail connections, while the island reciever is connected separately. 4.2 Transmitters The motion oscillator is coupled to the power amplifier with a large negative feedback to produce a constant current track source. One output lead is coupled to the rail by way of the track filter (a series resonant circuit) and the other output lead is coupled to the low frequency modulator which connexts to the opposite rail. The output of the modulated carrier circuit is coupled to a unity gain amplifier having low output impedance. The output of the amplifier is then coupled to the track by means of a high pass filter. 4.3 Motion Receiver and Differentiator The motion receiver is a sharply tuned detector that monitors the voltage across the rail impedance and canpares this with a bucking voltage developed at the output of the transmitter's tuned filter. The output of the receiver is coupled to the differentiator which responds to any change in the inter-rail voltage caused by train movement. If no train is present, or one is stopped within the motion monitor's approach, the output from the differentiator is sufficient to place the no motion - receding train oscillator in oscillation. Similarly, a receding train will cause a greater output from the differentiator and the no motion receding train oscillator will be placed into oscillation. However, a fast approaching train will cause the differentiator's output to reverse polarity and stop the no motion - receding train oscillator. 4.4
Island Receiver
The island receiver detects the presence of railroad cars in the near proximity or on the island circuit. The island receiver also includes in its output a rectifier and filter. The island receiver's rectified output is coupled to the vital gate circuit.
625~, p. 4-1
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Motion Monitor Block Diagram
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UNION SWITCH & SIGNAL
4.5
Vital Gate Logic and Relay Driver.
Outputs from both the island receiver's rectifier and filter and from the no motion-receding train oscillator are applied to a vital gate circuit which includes modulation check circuitry. The island receiver gating voltage can be interrupted by the High-Level Detector if it senses an increase in impedance within the approach zones. The output of the vital gate is applied to the Motion Monitor relay driver. The relay driver is a power amplifier that boosts the input to a sufficient level to drive the Motion Monitor relay. If no train is present, or one is stopped in the approach track circuit, and if the high level detector has not been tripped, both outputs are present to the vital gate circuits (one from the no-motion receding train oscillator and one from the island receiver). If the high-level detector is tripped, it will interrupt the island receiver gating voltage. Since only one of the gating voltages will be present, there will be no input to the relay driver, and the Motion Monitor relay will be de-energized. Consequently, with both inputs present, the vital gate circuits will be "gated-on" and signal voltage will be supplied to the relay driver, causing the Motion Monitor relay voltage to be present. When a train is approaching at a given speed and distance from the crossing so as to cause the inter-rail voltage to fall at a sufficient rate and produce a negative output from the differentiator, there will be no output from the no-motion receding train oscillator. The island receiver will apply an output voltage to the gates; however, since both outputs are not present at the vital gate circuits, the gates will be "gated-off", removing power to the relay driver. With no input voltage to the relay driver, the Motion Monitor relay will deenergize, causing the highway crossing warning devices to be activated. When the Motion Monitor relay is deenergized, the timing circuit is enabled through the back contact of the relay. The Motion Monitor relay will not be energized again until the elapsed time equals the time set by the potentiometer of the internal timing circuit, and then only if the train has stopped approaching the crossing or is receding from it. When a train has occupied the island circuit, there will be no output from either the no motion - receding train oscillator or the island receiver. With no input voltages to the vital gate circuits, there will be no input to the relay driver. The relay driver having no input causes the Motion Monitor relay to remain de-energized. When a train has proceeded through the crossing to the point where the last car's rear wheels have cleared the island circuit, both the no motion receding train oscillator and the island receiver outputs will be present at the input to the vital gate circuits causing the gate to turn on. An output gate voltage will be supplied to the relay driver causing the Motion Monitor relay voltage to be present, and if the internal timer has run its time, the relay will be energized and thereby deactivate the highway crossing warning devices.
6252, P.· 4-3/4-4
m
UNION SWITCH & SIGNAL
SECTION V FUNCTIONAL DESCRIPTION 5.1
SIGNAL BOARD (See Figures 5-1 and 5-2)
Since any modulation of the transmitter due to power supply changes would have a negative effect on the receiver, the circuitry has been designed to be immune, as nearly as possible, from power supply changes. For example, the oscillator, Ql, is designed to have Zener diode regulation of its power supply, with the diode's impedance in series with the oscillator tuned circuit, so i f the diode were to open, the Q of the tuned circuit would be reduced so that the oscillator will not oscillate. This assures that the transmitter will not operate with the oscillator in an unregulated condition. Resistor R2 and R3 provide further compensation by feeding a portion of the power supply change to the oscillator base bias circuitry in such a manner that the oscillator output actually falls slightly for a supply voltage increase. This compensates for tendencies in the opposite direction due to Zener diode impedance and imperfections in the subsequent stage's gain stability. The output of the oscillator is coupled by transformer Tl to the pre-amplifier made up of transistors Q2, Q3, Q4 and Q5. Since this amplifier's most sensitive point is to power supply ripple in its input bias network, it is filtered with a four terminal capacitor, C4. The pre-amplifier is capacitively and transformer coupled by C7 and T2 to the power amplifier made up of Q6, Q7, Q8 and Q9. Since it was found that this power amplifier could be modulated by changes in its input bias, its base bias voltage is also supplied from the oscillator Zener voltage. The power amplifier uses emitter degeneration to make it independent of power supply changes and also to make it act as a constant current source. The power amplifier is transformer coupled, by T3, to the rails through a series resonant filter, T4 and cg. Part of the voltage across the inductor of this tuned circuit is used for bucking purpose, since it will be constant regardless of train position. Transformer T3 provides the phase correcting part of the bucking voltage. The modulator circuit consisting of QlO, Q11 and Q12 functions as a conventional multivibrator, oscillating at approximately five (5) cycles per second, the desired modulation frequency. Q11 drives Q10, which acts as a switch to alternately short and unshort the high voltage secondary of the modulation transformer T6. Current flowing from the series resonant filter through the primary of the modulation transformer, on its way to the rails, induces a small voltage in the other secondary which is in series with rail input to the motion detector receiver. Conduction of Q10 removes this small voltage. Diode D9 protects this circuit from surges.
625?, p. 5-1
m
UNION SWITCH & SIGNAL
5
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Figure 5-1.
i--
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Signal Board Block Diagram
The algebraic sum of the track voltage, the bucking voltage, and the modulating voltage is fed to a tuned transformer, T7, which serves as the input of the motion receiver. Surge protecting diodes, D10 and D11, are connected to the secondary of this transformer. The transformer drives the motion receiver amplifier made up of Q13, Q14, Q15 and Q16. This amplifier drives a transformer, TB, which steps up the voltage to be fed to the voltage doubler on the Detector PCB. 5.2
DETECTOR BOARD (See Figures 5-2 and 5-3)
The output of the island receiver on the Island Board is rectified and filtered by D5, D6, and C9. This signal is then gated by the high-level detector, consisting of IC1 and IC2 and their associated canponents. IC1 Amp 1 is connected as an 8.0 volt regulated power supply using Zener D25 and R57 and R58 to provide a temperature compensated voltage reference. IC2 Amp 1 is a comparator which supplies base current to Q2 and Q1 only during "turn-on" conditions. Q15 and Q16 provide current gain so that the power supply can act as a stable reference for the remaining amps of IC1 and for the adjustable comparator reference voltage set by the 50K ohm potentiometer. IC1 Amp 2 is an active bandpass filter which filters the motion monitor track voltage before it is rectified by IC1 Amp 3. This voltage is then filtered by C38 to provide a low ripple de voltage that is proportional to the ac Motion Monitor voltage. Comparator IC1 Amp 4 compares the Motion Monitor voltage 6252, p. 5-2
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No Motion Detector
-
1
UNION SWITCH & SIGNAL
SECTION I GENERAL INFORMATION 1.1
INTRODUCTION
The No Motion Detector is a car-carried solid state vital unit. It is designed to detect zero train velocity and will energize an internal relay when the brakes are applied and train speed is less than three mph. 1.2
PHYSICAL DESCRIPTION Length: Width: Height: Operating Temperature
11-1 /2 inches 8-1/4 inches 5-1/2 inches -4o0 c to +10°c
The essential canponents are a relay, printed circuit board and a terminal block (see figure 1). These are mounted on a 1/4-inch thick micarta sheet and housed in a steel box. The mounting arrangement insures at least 1500 volts breakdown between the terminal block and the box. A tag is affixed to the lid of the box which identifies proper wtring connections to the unit. The printed circuit board is plug connected and mounted to the chassis with six screws. Two LED's are mounted on the board. One LED will flash when brakes are applied and the car is at zero velocity. The other LED is lit continuously when the printed circuit board output is energized. All external connections (magnetic pickup, battery power, master controller and relay contacts) are made on the terminal block. The relay contact has a maximum power rating of 1 ampere at 30 volts or 0.333 ampere at 60 volts. 1.3
INPUTS
The No Motion Monitor will operate over a 24 to 45 range on both of its inputs. One input is connected to the master controller. When the controller is advanced for propulsion, power will automatically be removed from this input. The other input is connected directly to the car's battery. An isolated magnetic pickup equivalent to Electro Products Corporation type 3040A must be connected to the speed sensor inputs. Any other magnetic pickup may cause faulty operation of the unit.
6253, p. 1
m
m
UNION SWITCH & SIGNAL
SECTION II INSTALLATION 2.1
MOUNTING
The detector is bolted to the car floor through the four mounting holes on the unit's bottan plate. 2.2
ELECTRICAL CONNECTIONS
Electrical cables are run through the cable grip connector and connected to the appropriate terminal on the terminal block. Terminal designations are given in Table I. Table I Terminal
Connection
1
Relay Contact Front
2
Relay Contact Heel
3
f15 Wire
4
Spare
5
Spare
6
- Battery
7
+ Battery
8
Mag. Pickup
9
Mag. Pickup
The speed sensor or leads must be in shielded cable and the shield must be connected to the car frame ground. The battery inputs should be connected to a five amp breaker.
6253, p. 2
UNION SWITCH a SIGNAL
m
SECTION III CIRCUIT DESCRIPTION 3.1
DETAILED CIRCUIT DESCRIPTION (See Figure 2)
When the car is at zero velocity, the gear tooth magnetic pickup is ti.med to C6 and connects to differential amplifier Q2, Q3. Current gain is provided by Q4, which drives gate Q5. When the gate is "on", by virtue of having its collector more negative than B+, positive feedback is provided through R10. R10 will provide enough feedback for oscillation if the pickup is in good condition. This 5 KHz oscillation causes Q6 to conduct at a rate determined by R1g, charging cg. When it reaches approximately the voltage determined by R22 and R24 as a divider, Q7 turns on and Q8 turns off. The collector of Q8 goes toward B+, which disables gate Q5, stopping the 5 KHz oscillation. This stops current in Q6, allowing cg to discharge until it reaches the level determined by R23 and R22. The Schmitt trigger (Q7, Q8) reverses, starting the cycle over again. This cycle repeats at a rate greater than 15 KHz. However, if the car is moving, a speed signal is generated, which also reaches the base of Q6. At some frequency (designated by selecting a value of C8), Q6 and Q7 will be held on. Q8 and Q5 will be off, the 5 KHz oscillation ceases, and the Schmitt trigger output no longer pulsates. Hence, presence of the 15 Hz pulsation at the collector of Q8 is an indication that there is no motion. This signal is rectified by D4 and D5 and used to power gate Qg. Note that points which have been shown by test to be susceptible to ripple have been filtered by C7. Feedback resistor R21 provides hystersis in detection of V = O. The AC input to Qg comes from oscillator Q1 which receives its power from the brake control or the propulsion conmand line when brakes are applied. This source is filtered by R1, D1 and C1. An oscillator is used to sense the propulsion conmand so that common mode noise rejection can be achieved by transformer action. Transformer T1 is a pot core with a three section bobbin, therefore the secondary can be isolated by spacing it away from the primary Qg. Separation of secondary and primary windings of T1 combined with the high value of R1 severely reduces the possibility of circircuit B+ from feeding back into the 115 Train Line. The output signal of the oscillator circuit is a low voltage signal and is amplified by gate Qg, if Qg is energized by the V = 0 circuit. Thus, there will be an output from Q9 only if there is no motion and no propulsion conmand. The signal from Qg is applied to relay driver Q10, 11, 12 and 13 which drives the relay via transformer T2 and rectifier D10. T2 uses the same isolation and shielding techniques as T1. The output is designed so that when Q12 and Q13 are conducting output diode, D10 is not. When Q12 and Q13 are not conducting magnetic energy stored in the pot core charges C14 via D10 which is now conducting. This output arrangement allows Q12 and Q13 to operate with less. current. Capacitor Cl6 prevents high frequency oscillations which causes overheating of Q12 and Q13. If the relay load is disconnected, V2, R40 and LED 1 limit the output voltage rise which also would cause overheating of Q12 and Q13. Filter L1 and C5 as well as V1 protect against possible transients on the +B input. Four terminal resistor R27 limits the negative going swing of the base of Q6 in the event of a short in C8.
6253, p. 3
m
UNION SWITCH & SIGNAL
SECTION IV MAINTENANCE 4.1
When a faulty detector i.s suspected - Perform the following troubleshooting steps: (See Figure 1) a.
Remove the cover. LED 1 should be flashing and LED 2 should be continuously lit when the car is at zero veloci.ty, and brakes are applied.
b.
If LED 1 is not flashing when the car is stopped and, power is applied to the unit (terminal 6 and 7), check the magnetic speed sensor and its associated wiring. Make certain that it is the proper sensor ( 3040A Electro Corporation or equivalent). If the sensor and its wires are correct, remove the printed circuit board and replace it with a board known to be functioning properly.
c.
If LED 1 is flashing and LED 2 is not continuously lit with power present at terminals 3 and 6, replace the board with one known to be functioning properly.
d.
If both LED 1 and LED 2 are not illuminated with power applied to the unit, replace the board with known to be functioning properly.
Any board found to be defective should be returned to Union Switch & Signal for repair.
6253, p. 4
UNION SWITCH & SIGNAL
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Figuire 2.
No Motion Detector Schematic Diagram
6253, p. 5/6
SERVICE MANUAL 6 2 53 Appendix A
Parts List
NO MOTION DETECTOR Part Number
N451447-1701
JULY, 1982 A-7 /82-100-2504-1
UNION SWITCH & SIGNAL DIVISION AMERICAN STANDARD INC./ SWISSVALE. PA 15218
PRINTED IN USA
m
UNION SWITCH & SIGNAL
NO MOTION DIITECTOR PARTS LIST (See Figure A-1)
ITEM
DESCRIPTION
PART NUMBER
5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100 105 110 115 120 125 130
Box, Detector Chassis Screw, 10-32 x 1/2 Pn. Head Washer, 10 LK Washer, 10 Pl. Stl. PCB, No Motion Detector Screw, 6-32 x 1/2 Pn. Head Washer, 6 LK Washer, 6 Pl. Stl. Spacer Screw, 6-32 x 3/8 Pn. Head Connector, PCB Edge Bracket, Connector Mtg. Screw, 6-32 x 5/8 Pn. Head Nut, 6-32 Hex Stl. Strip, Terminal Screw, 6-32 x 3/4 Pn. Head Screw, 6-32 x 5/8 Pn. Head Bracket, Relay Mtg. Relay, "L" type Screw, 10-30 x 3/8 Fil. Head Screw, 10-32 x 5/8 Pn. Head Nut, 10-32 Hex Stl. Tag, Wiring Grip, Cable Nameplate Rivet, Closed End Strip, Marking Terminals Wire Tubing Tubing Ty-rap Lock Nut, 3/4 Conduit
M451448-9601 M451448-940 1 J507267 J047733 J475077 N451204-2501 J507022 J047662 J047996 J725898 J507262 J70c:J72 M451448-9501 J507023 J048148 J7240 3) J507008 J507023 M451448-9502 N384097 M451358-0106 J050971 J048172 M451559-9301 J7-12101 M451108-520 2 J490037-0015 J725897 J7 30049 A045779 A774 201 A774199 J7033)2 J048415
135 140 145 150 155 160 165 170
6253, p. A-2
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