AXLE COUNTER BO23

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1. PRODUCT DESCRIPTION

Figure 1 - BO23 configuration sample

1.1. GENERAL DESCRIPTION

The axle counter BO23 is used for railway track section occupancy control; primarily for the vital control of the
section occupancy. It can also be used in similar applications without limited safety requirements. Examples for the
application of the axle counter BO23 are:
Occupancy control of the station sections within the station interlocking system
Occupancy control of the open railroad sections within the automatic block system
Occupancy control of the open railroad as a single block between stations
Occupancy control of the several sections in wide level crossing area for the purpose of switching-on /
switching-off the level crossing within the level crossing protection system
Occupancy control of a shunting station / marshalling yard sections within the automatic coach shunting
system etc.
The axle counter BO23 uses its sensors on each end of a given track section to continuously control and count the
train axles passing in and out of that section. If the current number of axles on the section is equal to zero, and no
disturbance, error or fault is detected, the system will send out information that the section is clear. In all other
cases the track section occupied information is sent out.
With the BO23 equipment the track section occupancy can be controlled on the section with two counting points
(on the open railroad section or the station track section), on the section with 3 counting points (switch point
section), on the dead end section with one counting point, on the double slip switch point section (4 counting
points) or on the multiple switch points section with maximum 8 counting points.

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1.2.

PRINCIPLE OF OPERATION

Axle counter BO23 consists of the outdoor equipment on the track and the indoor equipment in the station or in the
block section equipment shelter near the railroad as shown on the figure 2.

Figure 2 - Axle counter BO23 basic structure for occupancy control of one section with 2 counting points

Transmission path is not considered as a part of the axle counter because the existing railway signalling and
telecommunication cables are usually used. There is a 2-wire connection between indoor and outdoor equipment
(single 2-wire telecommunication twisted pair).

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1.3.

ADVANTAGES OF AXLE COUNTERS COMPARED TO TRACK CIRCUITS

The basic principle behind the track circuit lies in the connection of the two rails by
the wheels and axle of locomotives and rolling stock to short out an electrical circuit. This
circuit is monitored by electrical equipment to detect the presence or absence of the trains.

Wikipedia

Figure 3 - Track circuit solution logic diagram

Track circuit downsides:

Quality of electric signal from transmitting rail limited by sleepers and ballast insulation resistance (must
be as high as possible) leaking the current issue.
This resistance is a limiting factor for maximal length of track circuit. Longer section has less resistance so
the received signal is appropriately damped.
The rest of the voltage on the receiver must be higher than minimal value in order for track circuit to
function properly.
Resistance can depend on hydro-meteorological circumstances and condition of top layer (sleepers and
mud). One single rotten sleeper sopped in water or one muddy pool can reduce resistance and leak too
much current so the receiver is no longer excited and declares false occupancy.
Function of track circuit depends also on the resistance of short-circuit made by axle. Problems can occur
when small number of axles short-circuits (connects) or when resistance of the axle is too high. Poor shortcircuit (cross rail axle connection) can occur because of rusty film on the rail, etc.
Return current from traction can influence track circuit in two ways. First is saturating the transformer if
the section is long, return current being high and ground not ideal. The other influence is made by higher
harmonics close to frequency of the main signal which complicate the detection of signal. This is enlarged
by introducing the thyristor traction.
Track circuit requires insulated rail joints. (Even though jointless track circuits are available ,in point zones,
high voltage impulse track circuits with joints are found more reliable)
Track circuit requires bonding and more cabling which increases the cost of installation, maintenance and
error points.
Track circuits face problems when rail head is contaminated, like rust or accumulated leafs.
Track circuits are not reliable in wet conditions, so they cannot be used for tunnel train detection.
Track circuits cannot be reliable on steel structures (like steel sleeper).

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An axle counter is a device on a railway that detects the passing of a train in lieu of the more
common track circuit. A counting head (or detection point) is installed at each end of the section, and as
each axle passes the head at the start of the section, a counter increments. A detection point comprises
two independent sensors, therefore the device can detect the direction of a train by the order in which
the sensors are passed. As the train passes a similar counting head at the end of the section, the counter
decrements. If the net count is evaluated as zero, the section is presumed to be clear for a second train.

Wikipedia

Figure 4 - Axle Counter Solution logic schema

Advantages of Axle Counter Solution:

No subdivision of track sections means virtually unlimited section length
No insulated joints means improved reliability and reduced maintenance
Independence of ballast conditions means improved reliability
Independence of shunt resistance means improved safety
Applications where track circuits cannot operate due to poor ballast conditions - steel sleepers, metal
bridges, wet tunnels
Applications on long block lines where track circuits are not an economic solution
Applications where track circuits cannot operate safely due to poor wheel shunt
Overlay over existing track circuits to improve the reliability of train detection at important junctions mass transit
Overlay over existing track circuits to facilitate installation and commissioning of busy station areas during
resignalling projects - main line.
Improved reliability and reduced lifecycle costs of train detection equipment on large resignalling projects
- main line.
Require no bonding and less cabling and are therefore generally less expensive to install and maintain.
Very useful on steel structures which prevent normal operation of track circuits.
Very useful on long sections where several intermediate track circuits may be saved.
Some analyses and experience with axle counters in mainland Europe shows that they regularly achieve
up to five times the reliability of track circuits carrying out the same function.
Immediate improvement in service reliability as track circuit failure is often the most significant cause of
train delay.

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1.4.

EMC, TESTING AND CERTIFICATION

Figure 6 - SIL4 Certificate for Axle Counter BO23 Issued

by TV Rheinland InterTraffic
Reg. No: ACR/B 09/241, Issued in: 10/2009

Figure 5 - EMC Certificate for Axle Counter BO23

- UNUR issued by
TV Rheinland InterTraffic
Reg. No: AE 60021770 0001, Issued in: 06/2008

Figure 7 - BO23 system EMC testing

Figure 9 - BO23 diagnostics

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Figure 8 - BO23-UNUR EMC testing

Figure 10 - BO23-UNUR temperature testing

1.5.

OUTDOOR EQUIPMENT STRUCTURE

The outdoor equipment consists of the wheel sensor ZK24-2 mounted on the inner side of one rail by mounting
bracket with a clamp or mounting bracket for drilled rail, left and right sensor shield mounted on the same rail, and
the trackside control unit VUR in the box beside the track. Figure 11 shows the sensor on mounting bracket with a
clamp mounted on the rail. The ZK24-2 sensor has a double structure of wheel detection (two sensing systems in
one housing) that enables detection of direction and increases safety of the system.

Figure 11 - Sensor on mounting clamp mounted on the rail with shields

Figure 12 shows the trackside control unit VUR placed in the box on a short column beside the track. VUR supplies
and controls the sensor and sends the modulated AC signal that keeps the information from both sensing systems
on the same 2-wire twisted pair to indoor equipment. On the same 2-wire twisted pair the outdoor equipment is
DC power supplied.

Figure 12 - Trackside control unit VUR in the box

beside the track

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Figure 13 - VUR module in trackside box

1.6.

INDOOR EQUIPMENT STRUCTURE

The indoor equipment UNUR of the axle counter BO23 has modular structure in 19 subrack, 3U height (figure 14).
On the first position from the left there is a processing module MPU that contains 3 operational microcontrollers
and one diagnostic microcontroller with indication unit for LED-indication of number of axles and other important
data (train direction, disturbances, faults, etc.). All three operational microcontrollers run the safety-structured
program for processing the signals received from sensors, distinguishing disturbances from the wheel pulses, axle
counting and occupancy information outputting for each section. Output occupancy information is delivered by
2-out-of-3 voting principle and is sent to relay output modules RE. Over the serial interface RS232 on MPU module
memorized data about train passages can be read-out directly to laptop or remotely via modem. Up to 8 receiving
modules UP (UP1UP8; up to 8 counting points) can be plugged into the indoor subrack; each module UP supplies
the counting point with galvanically isolated DC power and receives the AC signal from the counting point and
adapts it to the processing module MPU.

Figure 14 - Position of modules in the indoor equipment UNUR of the axle counter BO23 (front view)

Relay outputs module RE (RE1, RE2, RE3) outputs the section occupancy information as potential-free contacts
of safety relays. Each module RE gives the independent relay outputs for two sections. Modules ZANAP and DC12
provide the galvanically separated system power supply with protection and filtering.
There is a LED-display on the front panel of the processing module MPU that indicates current number of axles
on the section. If the device controls more than one section, appropriate section can be chosen (which is required
to indicate the number of axles on it) by pushing buttons on the front panel. The other RS232 connector on the
front panel of MPU module (the first one is for diagnostic purposes) is provided for serial connection with another
indoor unit BO23-UNUR. This link, performed by the fibre optic or modem communication, provides the control of
additional remote counting point of very long block section between two stations.
One indoor equipment UNUR of the axle counter BO23 (one subrack 193U) can control up to 8 counting points and
output the occupancy information for 1 to 6 sections. Several basic configurations of track occupancy control that can
be performed by only one indoor unit BO23-UNUR are described in chapter 2. Each configuration of track occupancy
control has its own operational program that runs in the processing module MPU. Appropriate configuration of
track occupancy control (appropriate program for MPU module) is chosen during the first installation of the device
by setting the switches on the main board on the rear side of BO23-UNUR subrack. After the installation, switches
are covered by the sealed plate. Any processing module MPU then can be plugged into the subrack of the indoor
equipment. After connection of the power supply, the processing unit MPU will always start to run the same program
for appropriate configuration of track occupancy control, as defined by the sealed switches on the rear side of the
indoor equipment.

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2.

TECHNICAL SPECIFICATION

2.1.
OUTDOOR EQUIPMENT RAIL WHEEL SENSOR ZK24-2 AND TRACKSIDE UNIT
VUR
Power supply (VOD1+, VOD1-):
40V DC to 100V DC
Sensor power supply (U+, U-):
24V DC 5%
Power dissipation (VUR + ZK24-2):
max. 2.5W
Total power dissipation with
telecommunication cable losses:
max. 5W
Output current of basic state of
sensor ZK24-2:
channel H: 16mA DC 8%

channel L: 16mA DC 8%
Output current of active state of
sensor ZK24-2:
channel H: 10mA DC 8%

channel L: 10mA DC 8%
Side distance of drop-away from rail
detection of sensor ZK24-2:
5 to 15mm on the whole temperature range, for all rail types
Operating temperature range:
-40C to +80C
Relative humidity:
up to 100%
Water and dust protection:
IP67 for trackside control unit VUR

IP68 for sensor ZK24-2
Vibration and shocks resistance:
tested according to EN 50125-3
Sensor ZK24-2 - vertical axis:
vibrations 5 2000Hz, 28g r.m.s., shocks 200g / 6ms
Sensor ZK24-2 - transversal axis: vibrations 5 2000Hz, 14g r.m.s., shocks 100g / 6ms
Sensor ZK24-2 - longitudinal axis: vibrations 5 2000Hz, 5g r.m.s., shocks 36g / 6ms
Electrical connection:
signal screwdriver terminal blocks

rail ground M16 screw, crimp terminal for 35 to 50 mm wire
Minimal rail wheel diameter:
300mm
Wheel flange height:
according to UIC 510-2 (table 1)
Wheel flange thickness:
according to UIC 510-2 (table 2)
Rail profile:
S45S49UIC54UIC60 (other profiles on demand)
Dimensions of VUR case (D W H): 200 230 110 mm
Dimensions of VUR case on column
(D W H):
250 250 645 mm
VUR weight without column:
5.32kg
Column weight:
5.9kg
Sensor ZK24-2 weight (without cable): 1.72kg
Weight of the sensor with mounting
bracket and cable:
6.05kg
Sensor shield weight:
6.78kg (UIC60); 6.3kg (S49)
Table 1 - Wheel flange height (according to UIC 510-2)

Wheel diameter
Wheel flange height

330mm to 630mm

630mm to 760mm

>760mm

Min. 32mm
Max. 36mm

Min. 30mm
Max. 36mm

Min. 28mm
Max. 36mm

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

Wheel diameter

330mm to 840mm

>840mm

Wheel flange thickness

Min. 27.5mm
Max. 33mm

Min. 22mm
Min. 33mm

2.2.

INDOOR EQUIPMENT BO23-UNUR

Power supply:
18V to 80V DC
Stabilized counting point power supply: 96V DC 4%, 8W, galvanically isolated
Total power dissipation (8 counting
points, power supplied):
at 24V DC: 66W

at 48V DC: 65W

at 60V DC: 66W

at 80V DC: 72W
Operating temperature range:
-30C do +70C, up to 100% RH
Axle counting capacity:
999 axles with indication (internal counting up to 32767 axles)
Microprocessor module configuration: 2-out-of-3
Maximal number of counting points: 8 local + 1 remote via remote indoor device (RS232)
Maximal number of track sections:
6 sections
Output signals:
relay safety relay contacts

serial interface RS232
Maximal current switching on safety
relay output contacts:
2A DC
Maximal voltage switching on safety
relay output contacts:
Maximal current on optocoupler
output transistors:
Maximal collector-emitter voltage
on optocoupler outputs:
Maximal saturation voltage
on optocoupler outputs:
Reset inputs voltage:

ENFRAENFRF inputs voltage:

Maximal train speed:


Train passage memory:

Subrack dimensions (W D H):

150V DC
50mA
75V
1V
reset activation: 1480V DC
reset deactivation: <4V DC
activation: 1832V DC
deactivation: <5V DC
for wheel diameter >840mm:
250km/h
for wheel diameter 630 to 840mm:
220km/h
for wheel diameter <630mm:
150km/h
last 10000 passages (date, time, number of axles, occupation, direction,
location, disturbances, errors, failures) inerasable with power off
483 240 133 mm (Eurocard 19, 3U height)

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2.3.

Signal transmission from outdoor to indoor equipment

Maximal loop resistance:

500

Maximal permitted
signal rejection up to 5kHz:

40dB

Cable type:

Screened/unscreened signalling / telecommunication cable; with twisted

pairs / star quads or with untwisted wires (screened cable with twisted
pairs is recommended)

Number of conductors per counting

point:

2 wires

Table 3 - Maximal cable length from outdoor to indoor equipment

Conductor diameter (mm)

Loop resistance of typical signalling cable (/km)
Signal rejection at 5kHz of typical signalling cable (dB/km)
Cable length with VUR power supplied from UNUR (km)
Cable length with VUR power supplied locally (km)

0.8
73
1.89
6.8

0.9
56
1.44
8.9

1.2
32
0.94
15.6

1.4
23
0.81
21.7

21

27

42

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3. APPLICATION
Axle counter BO23 is applied for track section occupancy control wherever the occupancy information is needed.
On an open, line the track occupancy information is needed for automatic block system with several block sections
or single block section between two stations; in the station area, the axle counter controls the occupancy of various
station sections including switch point sections, crossing sections, dead-end tracks, etc. Since one indoor unit UNUR
can control up to 8 counting points and output the occupancy information about 1 to 6 sections, the axle counter
BO23 is especially suitable for the occupancy control of station sections because using relatively small amount
of indoor equipment all sections of a small, medium or large station can be controlled. Axle counter BO23 is also
very suitable for detection of train for single or double track level crossing operation. Applications that follow are
referring to one indoor unit UNUR with various configurations of plugged modules and with processing module
MPU that runs various operational programs.

3.1.

SECTION OCCUPANCY CONTROL

3.1.1.

CONFIGURATION 1 - OCCUPANCY CONTROL OF A SINGLE SECTION WITH UP TO 8

COUNTING POINTS

Occupancy control of a single section with up to 8 counting points is performed with one indoor unit BO23-UNUR
whose MPU module runs the operational program BO23-8A. Schematic diagram of a two counting points section
occupancy control is shown on the figure 2. From each trackside control unit VUR the signal can also be sent to the
indoor unit for the control of the neighbouring section. Each counting point can be power supplied from the indoor
unit UNUR shown on figure 2. via the same two-wire twisted pair, or from the indoor unit UNUR for the control of
neighbouring section, depending on the jumper setting on the rear side of the indoor equipment UNUR. Counting
direction (counting-in or counting-out) is also defined by the jumper setting on the rear side of indoor equipment
UNUR. For the single section occupancy control with only two counting points receiving modules UP of the indoor

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equipment UNUR are plugged-in on the first two positions UP1 and UP2, while the other UP-positions (UP3UP8)
are only covered with blank front panels. One indoor unit UNUR can, using the same operational program in MPU
module, control either one switch point section (3 counting points), or several switch point sections (up to 8 counting
points), figure 15.

Figure 15 - Single section with 2 to 8 counting points controlled by one indoor unit BO23-UNUR with operational program
BO23-8A

Each of the 8 counting points on figure 15 can be passed by train wheels simultaneously with any other counting
point. The axle counter BO23 counts the number of axles on the section in real time and clears the section only after
all the axles leave the section.
3.1.2.

CONFIGURATION 2 - OCCUPANCY CONTROL OF TWO INDEPENDENT SECTIONS WITH

UP TO 4 COUNTING POINTS EACH

Occupancy control of two independent sections with up to 4 counting points each is performed with one indoor unit
BO23-UNUR whose MPU module runs the operational program BO23-4A-4B. Figure 16 shows the example of two
independent station sections with 4 counting points each.

Figure 16 - Example of two independent sections with 4 counting points each, controlled by one indoor unit BO23-UNUR
with operational program BO23-4A-4B

Each controlled section (section A or section B) can have less counting points (1, 2 or 3) than shown on figure 14.
Simultaneous train passage is allowed over any of two or more counting points.

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3.1.3.

CONFIGURATION 3 - OCCUPANCY CONTROL OF 3 INDEPENDENT SECTIONS

Occupancy control of 3 independent sections is performed with one indoor unit BO23-UNUR whose MPU module
runs the operational program BO23-3A-3B-2C. First two sections (A and B) can contain up to 3 counting points and
third section (C) can contain up to 2 counting points. Figure 17 shows the example of 3 independent station sections.

Figure 17 - Example of 3 independent sections controlled by one indoor unit BO23-UNUR with operational program
BO23-3A-3B-2C

Each controlled section can have less counting points than shown on figure 17. Simultaneous train passage is allowed
over any of two or more counting points.
3.1.4.

CONFIGURATION 4 - OCCUPANCY CONTROL OF 4 INDEPENDENT SECTIONS WITH 2

COUNTING POINTS EACH

Occupancy control of 4 independent sections is performed with one indoor unit BO23-UNUR whose MPU module
runs the operational program BO23-2A-2B-2C-2D. Each of 4 independent sections (A, B, C and D) can have up to
2 counting points. Figure 18 shows two examples of the control of 4 independent station sections with 2 counting
points each.

SECTION A
CP1

CP2
SECTION B

CP3

CP4
SECTION C

CP5

CP6
SECTION D

CP7

CP8

SECTION C

SECTION A

CP1

CP2

CP5

CP6

CP3

CP4

CP7

CP8

SECTION B

SECTION D

Figure 18 - Two examples of 4 independent sections controlled by one indoor unit BO23-UNUR with operational program
BO23-2A-2B-2C-2D

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3.1.5.

CONFIGURATION 5 - OCCUPANCY CONTROL OF 4 NEIGHBORING SECTIONS

Occupancy control of 4 neighbouring sections is performed with one indoor unit BO23-UNUR whose MPU module
runs the operational program BO23-3A3B3C2D. First 3 sections (A, B and C) can have up to 3 counting points and
fourth section (D) can have up to 2 counting points. Figure 19 shows two examples of the control of 4 neighbouring
station sections.

Figure 19 - Three examples of 4 neighbouring station sections controlled by one indoor unit BO23-UNUR with operational
program BO23-3A3B3C2D

During the train movement over the common counting points CP3, CP5 and CP7 axles are counted-in on one section,
while on the neighbouring section the axles are counted-out simultaneously. This is already defined in the program
BO23-3A3B3C2D, so the common counting points CP3, CP5 and CP7 are connected to the indoor equipment via only
one 2-wire twisted pair and no additional interconnections are needed on the indoor equipment.
3.1.6.

CONFIGURATION 6 - OCCUPANCY CONTROL OF TWO SETS OF 3 NEIGHBORING SECTIONS

WITH 2 COUNTING POINTS EACH

Occupancy control of two sets of 3 neighbouring sections is performed with one indoor unit BO23-UNUR whose
MPU module runs the operational program BO23-2A2B2C-2D2E2F. This configuration is used wherever occupancy
control of 3 neighbouring sections is needed; in station area or in automatic block system. The first example on
figure 20 shows two sets of 3 automatic block sections controlled by one indoor unit placed in the relay room of
the station. The other example on figure 20 shows the occupancy control of two sets of 3 sections on double track
level crossing, where one axle counter BO23 is used as a train detection unit for switching on/off the double track
level crossing.

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Figure 20 - Two examples of two sets of 3 neighbouring sections controlled by one indoor unit BO23-UNUR with operational
program BO23-2A2B2C-2D2E2F

3.1.7.

CONFIGURATION 7 - OCCUPANCY CONTROL OF 5 NEIGHBORING SECTIONS

If the most distant counting point is still in range of the indoor equipment (table 3), the occupancy control of
5 automatic block sections can be performed with one indoor unit BO23-UNUR whose MPU module runs the
operational program BO23-2A2B2C2D4E. Some of these 5 sections can be used for the control of station sections
(e.g. entrance switch point), while the rest of the sections are used for automatic block (figure 21).

Figure 21 - Example of 5 neighbouring sections controlled by one indoor unit BO23-UNUR with operational program BO232A2B2C2D4E (automatic block / station)

3.1.8.

CONFIGURATION 8 - OCCUPANCY CONTROL OF 6 NEIGHBORING SECTIONS

If the most distant counting point is still in range of the indoor equipment (table 3), the occupancy control of
6 automatic block sections can be performed with one indoor unit BO23-UNUR whose MPU module runs the
operational program BO23-2A2B2C2D2E3F. Some of these 6 sections can be used for the control of station sections
(e.g. entrance switch point), while the rest of the sections are used for automatic block (figure 22).

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Figure 22 - Example of 6 neighbouring sections controlled by one indoor unit BO23-UNUR with operational program BO232A2B2C2D2E3F (automatic block / station)

3.1.9.

CONFIGURATION 9 - OCCUPANCY CONTROL OF 3 INDEPENDENT STATION SECTIONS AND

ONE BLOCK SECTION BETWEEN STATIONS USING SERIAL RS232 LINK

By presetting the operational program BO23-3A-2B-2C-2D, one indoor unit BO23-UNUR can control the occupancy
of 3 independent station sections (section A with 3, section B with 2 and section C with 2 counting points), and
simultaneously one block section between stations (section D) with 2 counting points using the serial RS232
connection with neighbouring station. Schematic diagram of the occupancy control of block section between
stations (section D) is shown on figure 23.

Figure 23 - Control of the block section between stations using serial connection RS232 between indoor units BO23-UNUR
with operational program BO23-3A-2B-2C-2D

The main goal for using the principle of controlling the block section between stations is to avoid the wire connection
to the distant counting point when it is out of range of the indoor equipment (in the case of large distance between
stations), or if the wire connection between stations is simply undesirable (e.g. if there is not enough twisted pairs for
the whole signalling system), so the fibre optic cable is preferred. The closer counting point is in this case connected
via 2-wire twisted pair directly to the indoor unit BO23-UNUR (to the terminal of eight counting point, receiving
module UP8) as in previous examples. The indoor unit receives information from the distant counting point of the
block section via RS232 link between the indoor unit BO23-UNUR in the station and the indoor unit BO23-UNUR
in the neighbouring station that controls the more distant counting point directly and runs the same operational
program BO23-3A-2B-2C-2D. This link is on both indoor units connected to MPU LINK connector on the front plate
of processing module MPU. Communication between two indoor units is performed on the safety principle for
closed transmission systems according to EN50159-1.
The length of the block section between stations is limited only by the telecommunication parameters of used
transmission system (fiber optic cable with appropriate converters, type of modem for 2-wire connection etc.); the
section can be a few dozen of kilometres long.

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3.2.

LEVEL CROSSING APPLICATIONS

3.2.1.

TWO INDEPENDENT SECTIONS WITH OVERLAPPING OVER THE ROAD

Figure 24 - Train detection with axle counter BO23 for level crossing on single track open line (basic configuration) variant
with two overlapping sections

The train presence on the complete level crossing area is controlled using two independent sections (figure 24);
section A between counting point 1 and counting point 2, and section B between counting point 3 and counting
point 4. Sections A and B are overlapping over the road. Counting points 1 and 4 are located on calculated distances
for switching the level crossing on.
Basic state of the train detection unit on level crossing (axle counter BO23) is as follows:
Section A clear, section B clear (both sections clear).
Condition for switching the level crossing on is any of the following:
Occupancy (release of the Track Clear relay on the axle counter BO23) of any of the sections (A or B)
during the regular train passage from any direction, or caused by eventual disturbance/failure
Occupancy (release of the Track Clear relay) of both sections simultaneously caused by disturbance/
failure
Some other way of switching-on if provided, independently from axle counter (e.g. manually by switch/
pushbuttons), as well as in case of failure detected in the level crossing system.
Condition for switching the level crossing off is any of the following:
Occupancy (release of the Track Clear relay and picking of the Track Occupied relay) of both sections (A
and B) and clearance (release of the Track Occupied relay and picking of the Track Clear relay) of at least
one section (A or B) regular train passages including shunting
Occupancy (release of the Track Clear relay and picking of the Track Occupied relay) of only one section (A
or B) and clearance (release of the Track Occupied relay and picking of the Track Clear relay) of the same
section, in case the other section is clear all the time shunting train movement with change in direction,
without crossing the road
Setting both sections into the basic (clear) state using the reset manual (locally or remotely) or automatic
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 Some other way of switching-off if provided, independently from axle counter (e.g. manually by switch/
pushbuttons, after the time-out for automatic switch-off ).
3.2.2.

THREE ADJACENT SECTIONS

Figure 25 - Train detection with axle counter BO23 for level crossing on single track open line (basic configuration) variant
with 3 adjacent sections

The train presence on the complete level crossing area is controlled using 3 adjacent sections (figure 25). Counting
points 1 and 4 are located on calculated distances for switching the level crossing on. Section B that controls the
occupancy of the road area (island section) is minimally 20m long, i.e. must be longer than the greatest distance
between two neighbouring axles on the railway vehicles.
For the double track open line 3 more sections on the axle counter BO23 (D, E and F) can be used for the other
track, i.e. 4 more counting points. There is still only one indoor unit BO23-UNUR in the level crossing house; only
the additional modules (cards) are plugged into it according to the application. One indoor unit BO23-UNUR can
control up to 8 counting points, which can be configured on up to 6 sections (see the User Documentation of BO23).
Basic state of the train detection unit on level crossing (axle counter BO23) is as follows:
Section A clear, section B clear, section C clear (all 3 sections clear).
Condition for switching the level crossing on is any of the following:
Occupancy (release of the Track Clear relay on the axle counter BO23) of section A or section C during
the regular train passage from any direction or caused by eventual disturbance/failure
Occupancy (release of the Track Clear relay) of section B or 2 or 3 any of the sections simultaneously
caused by disturbance/failure
Some other way of switching-on if provided, independently from axle counter (e.g. manually by switch/
pushbuttons), as well as in case of failure detected in the level crossing system.

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Condition for switching the level crossing off is any of the following:
Occupancy (release of the Track Clear relay and picking of the Track Occupied relay) of section B and
clearance (release of the Track Occupied relay and picking of the Track Clear relay) of section B regular
train passages including shunting
Occupancy (release of the Track Clear relay and picking of the Track Occupied relay) of section A only or
section C only and clearance (release of the Track Occupied relay and picking of the Track Clear relay) of
the same section, in case the other two sections are clear all the time shunting train movement with
change of direction, without crossing the road
Setting all 3 sections into the basic (clear) state using the reset manual (locally or remotely) or automatic
Some other way of switching-off if provided, independently from axle counter (e.g. manually by switch/push
buttons, after the time-out for automatic switch-off ).
3.2.3.
Train detection with axle counter BO23 for level crossing which is
switched-on from one direction by the station interlocking (from the
station)

Figure 26 - Train detection with axle counter BO23 for level crossing which is switched-on from one direction by the station
interlocking (from the station)

Such a configuration of the axle counter BO23 is used when the level crossing is switched-on automatically for the
train direction towards the station and for the train direction from the station the level crossing is switched-on by
setting the exit train routes on the station interlocking. This is usually the case when the level crossing is located
between the entrance signal and associated distant-signal. Section B that controls the occupancy of the road area
(island section) is minimally 20m long, i.e. must be longer than the greatest distance between two neighbouring
axles on the railway vehicles.
Basic state of the train detection unit on level crossing (axle counter BO23) is as follows:
Section A clear, section B clear (both sections clear).

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Condition for switching the level crossing on is any of the following:

Occupancy (release of the Track Clear relay on the axle counter BO23) of section A during the regular
train passage or caused by eventual disturbance/failure
Occupancy (release of the Track Clear relay) of section B or both sections simultaneously caused by
disturbance/failure or possible non-regular train passages from the station
Some other way of switching-on if provided, independently from axle counter (e.g. manually by switch/
pushbuttons), as well as in case of failure detected in the level crossing system.
Condition for switching the level crossing off is any of the following:
Occupancy (release of the Track Clear relay and picking of the Track Occupied relay) of section B and
clearance (release of the Track Occupied relay and picking of the Track Clear relay) of section B regular
train passages including shunting
Occupancy (release of the Track Clear relay and picking of the Track Occupied relay) of section A and
clearance (release of the Track Occupied relay and picking of the Track Clear relay) of section A, in case
that section B is clear all the time shunting train movement with change of direction, without crossing
the road
Setting the both sections into the basic (clear) state using the reset manual (locally or remotely) or
automatic
Some other way of switching-off if provided, independently from axle counter (e.g. manually by switch/
pushbuttons, after the time-out for automatic switch-off ).
3.2.4.
Train detection with axle counter BO23 for level crossing which is for
each train direction switched-on by the station interlocking

Figure 27 - Train detection with axle counter BO23 for level crossing which is for each train direction switched-on by the
station interlocking

Such a configuration of the axle counter BO23 is used when the level crossing is for each train direction switched-on
by setting the entrance/exit train routes on the station interlocking. This is usually the case when the level crossing is
located between the entrance signal and the entrance switch point. Section A is actually applied only for automatic
switching-off the level crossing and it controls the occupancy of the road area (island section); it is minimally 20m
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long, i.e. must be longer than the greatest distance between two neighbouring axles on the railway vehicles.
Basic state of the train detection unit on level crossing (axle counter BO23) is as follows:
Section A clear.
Condition for switching the level crossing on (although the primary function of the axle counter is in this case
switching-off) is as follows:
Occupancy (release of the Track Clear relay) of the section A caused by disturbance/failure or possible
non-regular train passages from the station.
Condition for switching the level crossing off is any of the following:
Occupancy (release of the Track Clear relay and picking of the Track Occupied relay) of the section A and
clearance (release of the Track Occupied relay and picking of the Track Clear relay) of the section A
regular train passages including shunting
Setting the section A into the basic (clear) state using the reset manual (locally or remotely) or automatic
Some other way of switching-off if provided, independently from axle counter (e.g. manually by switch/
pushbuttons, after the time-out for automatic switch-off ).
3.2.5.
Train detection with axle counter BO23 for level crossing on a single
track line equipped with automatic block

Figure 28 - Train detection with axle counter BO23 for level crossing on a single track line equipped with automatic block

In case the line is equipped with automatic block (more than one section between stations) and dependency
between the level crossing and automatic block system should be provided, the switch-on section between the
switch-on point and the road that has the block signal in direction towards the level crossing is split on two sections,
and the additional counting point is located behind the block signal. In example on figure 28, block signals are
located in the level crossing area on both sides regarding the road, so the whole level crossing area is divided into
the 5 sections (AE).
This way the level crossing control system can provide the required dependency with automatic block system; e.g. if
the signal Block 1 (figure 28.) shows the stop aspect (red), the level crossing will not switch-on immediately after
occupation of the section A, but only after signal Block 1 changes the aspect to allow the movement or when the
section B occupies too etc.

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3.3.

OCCUPANCY CONTROL IN STATION

Figure 29 - Example of optimal connection of axle counters BO23 for small station control

Figure 29 shows an example of a small station that uses axle counters BO23 for occupancy control of all station
sections, between entry signals on both sides. Such a station with 11 sections / 14 counting points can be controlled
by 3 indoor units BO23-UNUR placed in the relay room of the station, designated in different colours on figure
29, together with related sections controlled by appropriate unit. Each counting point (wheel sensor ZK24-2 with
trackside unit VUR) is connected to relay room using only one 2-wire twisted pair, no matter if it belongs to only one
section (terminal counting point) or two neighbouring sections. Further interconnections of signals from common
counting points are made among indoor units in the relay room.

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4.

ORDERING INFORMATION
Photo

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Designation

Part No

Indoor Equipment
BO23-UNUR

AP215620

Rail wheel sensor ZK24-2

AP215595

Mounting bracket for sensor

AP215515

Protection shields for wheel sensor

(one pair, left + right)
For rail type S49
For rail type UIC60

AP215513
AP215514

Trackside unit VUR

AP215507

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Photo

Designation

Part No

Protection tube for sensor cable (6m)

+
Fastening rings

AP215508
+
AP215509

Lightning protection module ZAG2Z

AP215633

Notebook with diagnostic software

on inquiry

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