Axle Counter PDF

CAMTECH/S/2001/AxleConter/SCR-1 1
COURSE CONTENTS
AXLE COUNTER:
1. Where used
2. Principle of working, components of the system
3. Power supply for axle counters, precautions for resetting
4. Working circuit of axle counter
5. Adjustment of axle counter
6. Typical failures and trouble shooting – isolation of defective cards in
axle counter and their replacement to restore the system
INTERMEDIATE BLOCK SIGNAL
1. Role of IBS in increasing line capacity
2. Block working rules for IBS
3. Use of axle counters for IBS
4. Signaling circuits and equipments connected with IBM
5. Resetting arrangement in IBS
6. Telephone circuits for IBS
7. Types of failures occuring in IBS
8. Fault localisation and restoration
SKILL
1. Adjustment of axle counter and measuring various parameters of axle
counter.
Lesson Plan Long Course

No. of Hours Teaching Aids
Theory Practicals Theory Practicals
Axle Counter
Where Used ½
Principle of working, components 2 2 OHP Axle counter Lab
of the system Wallchart
Adjustment of Axle counter 2 4 OHP Axle Counter Lab

WallChart
Working circuit of Axle counter 1 1 OHP Axle Counter Lab
WallChart
Power supply for axle counter, 1½ ½ OHP Axle Counter Lab
precautions for resetting WallChart
Typical failure and Trouble 1½ 2 OHP Axle Counter Lab
shooting – Isolation of defective WallChart
cards in axle counter and their
replacement to restore the
system
Intermediate Block Signal

Role of IBS in increasing line 1 OHP
capacity WallChart
Block working rules for IBS 2 1 OHP
WallChart
Use of axle counters for IBS 1 2 OHP Lab with JBS
WallChart arrangement
Signaling circuits and 2 2 OHP “
equipments connected with IBS WallChart
Resetting arrangements in IBS 1 1 OHP “
Telephone Circuits for IBS ½ ½ OHP “
Types of failures occuring in IBS 1 1 OHP “
Fault localisation and restoration 1 1 OHP “
Skill
Adjustment of Axle counter and
measuring various parameters of
axle counters
Lesson Plan Short Course

Minutes Teaching Aids
Theory Practicals Theory Practicals
Axle Counter
Where Used 10
Principle of working, components 30 OHP Axle counter Lab
of the system Wallchart
Adjustment of Axle counter 60 OHP Axle Counter Lab

WallChart
Power supply for axle counter, 20 OHP Axle Counter Lab
precautions for resetting WallChart
Typical failure and Trouble 60 60 OHP Axle Counter Lab
shooting – Isolation of defective WallChart
cards in axle counter and their
replacement to restore the
system
Intermediate Block Signal

Role of IBS in increasing line 20 OHP Axle Counter Lab
capacity WallChart
Block working rules for IBS 40 30 OHP Axle Counter Lab
WallChart
Use of axle counters for IBS 30 OHP Axle Counter Lab
WallChart
Signaling circuits and equipment 60 OHP Axle Counter Lab
connected with IBS WallChart
Resetting arrangements in IBS 30 OHP
Telephone Circuits for IBS
Types of failures occurring in IBS 30 OHP
Fault localisation and restoration
Skill
Adjustment of Axle counter and
measuring various parameters of
axle counters
AXEL COUNTER
Electronic axle counting system is used in place of conventional track circuits
for monitoring track section. In this system number of axles entering a
specified portion of the track at one end and leaving the track at the other end
are counted electrically/electronically. And if the IN count and OUT count
tallies, the section deemed to be clear of the presence of vehicles.
Axle counters are used for:
• Plain track [Working track] (maximum length)
• Points and Crossings
• Long bridges
• I B Signaling
• Block proving [in place of Block instrument]
Components of the system:
The main components of the system are:
• Outdoor equipment [detection points in the track area]
• Information transmission equipment [cables]
• Indoor equipment [evaluation, indication & resetting]
Outdoor equipment:
a) Rail inductors : it consists of an electronic rail inductors set and electronic
junction box. The rail inductors set consists of Transmitter & Receiver
coils. The rail inductors are fixed to the base of the rail by steel clamps,
while the transmitter housing is fixed on the base clamp-on the outer side
of the rail. And the receiver housing is fixed on the inner side and
staggered by 150mm to 20mm relative to each other from one set of
electronic indicator. See fig:
b) Electronic Junction Box: The electronic junction box consists of the
power supply generator – amplifier and receiver circuits required for the
operation of Rail inductors and information transmission. The transmitter
coils are connected in series to the oscillator. The receiving amplifiers are
connected independently to the respective RX coils. See Fig:
c) Trolley protection track circuit : A short length of track circuit is used
along with field nits so as to prevent insulation push trolleys from actuating
the axle counters to prevents failures caused by indiscriminate use of push
trolleys. The axle counters will not count unless the track circuit is shunted.
The shunting of track circuit will not take place as the push trolleys are
insulated.
Information Transmission Equipment:
The transmission equipment forwards the information from the detection
points to the indoor equipment. It usually consists of a cable with
communication characteristics for the operating mode TWO WIRE
transmission (ONE WIRE pair). And for operating mode FOUR WIRE
transmission (TWO WIRE pair) of cables are necessary. The transmission
equipment is also utilised for the supply voltage to the detection points. The
maximum possible distance between the detection points and the evaluation
equipment depends upon the loop resistance and the attenuation of the
connecting lines. The maximum permissible line loss on the cable is 18 db.
Indoor Equipment:
The indoor equipment evaluates the signal received from the detection points
viz.:
1. It counts the axle pulses
2. Tests the outdoor equipment for proper functioning
3. Collects the indications of several detection points
4. Forms a track clear or track occupied information
5. Transmits this information to the interlocking equipment
The Evaluator is made of plug-in printed circuit cards. Both the outdoor and
indoor equipment are fed from a battery via a power track. The output from
this equipment is obtained through two line relays, which are used to indicate
the track occupied condition and to control signal aspects.
SM’s Re-setting Unit:
In the event of failure of the system after passage of a train due to miscount or
any other failure, the system is required to be reset. The resetting of the
system is to be initiated only after personally verifying of the axle section.
Reset unit facilitates remote control of the unit circuit.

The unit consists of a key actuated press switch, visual indicators and a
counter. The push can be activated only after a key is inserted and the switch
is unlocked. The key cab is extracted from the switch only after the push is
normalised. The reset switch when pressed energises the reset relay and
works in conjunction with a counter.
Basic Function:
The detection points are fed with the electronic signals of 5KHz generated by
the track side electronic equipment. The arrangements and shape of
transmitter and receiver coils are such that two magnetic flux paths are
generated in the vicinity of the rail. These two magnetic fluxes transverse the
receiver coil in the opposite direction.
Reluctance of the magnetic paths of these two fluxes is different under normal
condition when no wheel is passing on the track devices. The flux ! is quite
large compared to the flux φ2 and the resultant flux induces voltages in the
receiver coil. When the wheel passes over the track transducers, the
screening effect of the wheel flange causes a reduction of flux to a value
nearly equal in magnitude to that of flux φ2. These two fluxes almost cancel
each other and the induced voltage in the receiver coil falls to negligible value.
This forms a dip. These signals after amplification are fed through the
transmission line to the indoor equipment, which processes and evaluates the
receiver signals.
Th four amplitude modulated sign wave signals A, B C & D channels are
connected to digital pulses and operate the logic counters and other
supervision circuits in the evaluator. The evaluator relay is energised only
when the counts stored in the IN counter and the OUT counter are equal.
A second relay is controlled by all supervisory functions and it is energised
when these functions indicate that the equipment has been functioning
normally. The signal aspects are controlled by both the relays in series.
INSTALLATION PROCEDURES
Track Detection units :
1. The track detection units should be installed on a closed track circuit
extending to a minimum of 3 rail lengths on double line and 5 rail lengths
on single line.
2. To accommodate the base clamps there should be a clear space of 600
mm between two sleepers. Either side of the sleepers should be packed
well.
3. The base clamps should be fixed minimum 6 sleepers away from the
nearest rail joint. The rail inductors should not be fixed under any
circumstances between sleeper carrying rail joints.
4. On electrified sections, a minimum distance of 20 meters should be
maintained between the rail inductors and the nearest block joint in case of
double rail track circuits.

5. The distance between 2 rail inductors of different axle counting circuits
should be at least 5 meters so as to avoid mutual interference.
6. The clamps should be fitted one on each rail, the rail clamps should be
fully tightened and locked by means of lock washers to prevent any
movement relative to the rail during the passage of a train.
7. Transmitting coil assembly should be fixed on outer side of the rail. The
clamp holding the transmitter housing should butt against the rail feet of
the rail. A nylon packing piece of appropriate thickness should be placed
between the clamp and the base plate.
8. The receiver coil assembly should be fixed on the inner side of the rail.
Gap between the receiver housing and the rail web should be about 3 mm
for 90 lbs, 12 mm for 52 kg and 18 mm for 62 kg. Nylon packing of same
thickness should be used below the receiver housing.
9. It should be ensured that the rail is not badly worn out.
10. Care should be taken to ensure the TX coil assembly and RX coil
assembly are fixed parallel to each other on the same centre line.
11. It should be ensured that the staggering between the rail inductors fixed to
the two rails is so adjusted between 150 mm – 200 mm [preferably 175
mm].
12. Protectors should be placed in the sleeper space next to the track fittings,
300 mm away from the center of TX/RX fittings. Protectors should be
maintained on both sides of the fittings on single line and on double line.
Track side ‘EJ’ Box:
1. The location, which houses oscillator and receiver amplifier, should be
placed at a level well above the flooding level of the area.
2. This equipment should be housed in a location box, but close to the
detection points so that the one length of cable should not exceed 15
meters.
3. The cable for transmitter coils and receiver coils should be laid in different
GI pipes at a minimum separation of 300 mm.
4. The two transmitter coils are to be connected in series to the oscillator.
The receiving amplifiers are to be connected independently to the
respective receiving coils.
5. The incoming cables from rail inductors and rail evaluator may be
terminated first on a cable distribution board. Wires from oscillator and
receiver amplifier should also be brought and terminated on the same
distribution board.
CAUTION : The cable carrying oscillator output should not be cut because it
is a part of tuned circuit of 5 kHz. And if it is cut, then the 5 kHz frequency will
deviate the specified limits.

Cable Connections :
1. From rail inductor to EJ box multi-stand flexible cable conductor twin
twisted core PVC insulated and PVC sheathed (extra soft grade) should
be used.
2. The output of receiver amplifier is to be fed to the evaluator through proper
cable connections.
3. In Non-RE area, 9 mm diameter conductor twin twisted or star quad
communication cable is to be used. (impedance at 5kHz is 200 ohms
approximately.)
4. In RE area, PVC insulated star quad communication cable to RE
specification should be used (impedance at 5kHz is 200 ohms
approximately.)
5. When the distance between the evaluator and check device does not
exceed 2 kms, 6 ½ db (0.51 mm) twin twisted or star quad communication
cable is to be used. (this cable has impedance of 47 ohms at 5 kHz and
gives higher attenuation.)
6. All precautions prescribed for laying communication cable should be
strictly followed.
Evaluator:
1. The evaluator should be installed preferably in a relay room or at a
location, which is not accessible to unauthorized persons.

2. It should be located away from any source of heavy electromagnetic
interference.
3. Each evaluator should be provided with a separate DC – DC converter.
4. The shielded cables are to be provided for feeding the +10 volts and
+5 volts DC supply to the evaluator. (the cables must be properly identified
and marked before connecting them to the DC – DC converters. Both
shields are connected to common ground.)
5. All incoming cables and power, communication cables should be
terminated on a terminal block/strip in the lower portion of the rack.
Connections to the evaluator should be made through pre-wired coupler
along with the equipment.
6. The SUPR and EVR relays should be of 1000 ohms DC neutral shelf type
relays with 4 F/B contacts or ‘Q’ series relays. The pickup value of these
relays should be less than 6 volts.
Power supply arrangements :
¾ 24 volts DC supply is fed at DC – DC converter of approved specifications.
¾ The battery is to be kept on float charging.
¾ DC – DC converter output should be +5 volts and + 10 volts with a
common ground and +10 volts (ISO) with isolated ground connection.
¾ Connections between DC – DC converter and evaluator is to be made
through prewired 7 pin MS coupler.
¾ Separate DC – DC converter should be used for each evaluator with a
common battery by increasing the battery capacity.

Reset Unit :
This unit must be placed in SM's room on teak wood stand supported by
MS angle and is used to reset the axle counter system.
In RE area where resetting box is located more than 100 meters away from
the evaluator, circuit should be modified to include line relays.

INITIAL ADJUSTMENT AND COMMISSIONING
a) After ensuring that outdoor equipment installation is carried out as per the
standard instructions, connect DC power supply to Oscillator and receiver
amplifier (24 V DC), after checking for correct polarity.
b) Check the working of oscillator by measuring:
i. Measure the Output voltage of EJB – it should be 60 V + 10 % RMS
ii. Measure AC circulating current through the TX coil circuit. It should be
420 mA + 10 %
iii. Oscillator output – it should be 5 kHz + 20 Hz.
After these checks, connections should be properly secured.
c) Measure the RX coil output voltage, it should be:
i. Without EJB connected – more than 1.0 V RMS.
ii. With EJB connected – more than 0.7 V RMS.
Connect the receiver coil output to the receiver amplifier input.
d) Repeat a), b) and c) for the other end detection points.
Adjustment of Wheel Dip :
The receiver coil signal level is influenced by a train wheel passing over the
track device.
Without the influence by a train wheel, the receiver coil signal level is
maximum, falls gradually as the wheel moves nearer and is minimum when
the wheel passes over the centerline of coils. Reduction in the receiver coil
signal under the influence of wheel is called Wheel Dip.

Wheel Dip depends upon the type of rails used, type of wheels and type of
sleepers, etc. The Wheel Dip is of four ways:
Inadequate Dip : When the percentage of dip is very much less than 90 %, it
is called inadequate dip. By this there will be no counting of wheel.
Double Dip : When the receiver output falls very low (90% dip) before the
wheel comes over the center of the rail inductors and again increases to
about 50% Dip voltage. When the wheels come over at center of the rail
inductors, and again falls about to 90% dip voltage at the edge of the rail
inductors and goes to normal voltage after clearing the rail inductors. By this
double count takes place.
Very Slight Double Dip : The change in voltage between first dip and
second dip is very less (less than 5%). With this very slight double dip occurs.
This dip is slightly broadened. This is the optimally correct adjustment of the
Wheel Dip.
Sharp Wheel Dip : This dip occurs when the wheel comes over the center of
the rail inductors and it will be more than 90%. This is full dip and it is correct
adjustment.
The adjustment of Wheel Dip is to be carried out with the help of a dummy
wheel and a high input impedance sensitive-multimeter.

Place the calibrated dummy wheel on the rail at the center of the rail
inductors.
Observe the drop in the output voltage of the receiving coil. Adjust TX coil
slightly up or down in the serration’s so that the drop in the voltage is 90% or
more.
RX coil output without dummy wheel should be between 0.7 v to 1.0 v RMS.
With dummy wheel it should be at least 10% below normal signal. Adjust the
other inductors similarly.
NOTE : Dummy wheel has calibrated and graded markings. By adjusting
markings the depth of the dummy wheel influencing the received signals can
be adjusted for different sections of rails.
However this is not required when nylon packing are given to raise the height
as per the rail.
For 90 lbs.rail - 3 mm thickness nylon packing.
52 kg rail - 12 mm thickness nylon packing.
60 kg rail - 18 mm thickness nylon packing.
Staggering :
The track transducers are to be fitted in staggering position on the rails.
Maximum 200 mm; Minimum 150 mm; optimal 175 mm

It is only from the stagger of these signals the logic circuit provided in the
evaluator discriminate the direction of the movement and connect the
counting pulse either to the IN counter or to the OUT counter as the case may
be.
Adjustment of EJB Output :
(a) Measure output voltage of EJB without Evaluator connected. It should be
more than 1.0 v RMS.
(b) Measure output voltage of EJB with Evaluator connected. It should be
more than 0.6 v RMS.
Adjustment of Indoor Equipment (Evaluator) :
1. Check that the outdoor communication cable has been terminated properly
on cable termination rack.
2. Check that connection has been made between the termination rack and
evaluator.
3. Battery charger and batteries have been connected to DC – DC converter
properly and output of DC – DC converter has been connected to the
evaluator.
4. Check that trolley suppression circuit has been wired properly.
5. Check that the reset circuit has been wired properly.

6. Now switch on DC – DC converter, random counting will be seen on the
display unit. Operate the reset switch. The random counting should get
disappeared i.e., display will show no count.
7. Measure the open circuit voltage on the termination rack and see that it
should be 500-mv peak to peak. Connect all the cards and pull out card
no:I.
8. Connect the card no: I to the Evaluator through extension card, keep the
potentiometer at max. in clock wise direction and ensure that output of
card no: I is about 150 mv RMS for each channel.
9. Now adjust the output of card no: I with the help of Potentiometer for a
value of 105 mv RMS and also ensure that it is pure sinusoidal.
10. With all cards inserted press the reset switch and see there should not be
any count on display unit. The Ev-1, Ev-2 and CLR LEDs only will lit.
check the Ev and SUP relay are picked up and Ev and SUP relay voltage
is 8 +1 v DC.
11. Under dropped condition voltage across across the Ev & SUP relay should
be less than 0.5 v.
Testing of the System Working :
1. Connect one switch across the incoming lead of channel A and another
switch across the incoming lead of channel B.
2. The switches should be connected in such a way that when they are
operated shorts the two conductors of the incoming channels.

3. Operate the switches in the following sequence and observe the counts in
the display unit :-
Step : I Operate the switch of channel B – No Count
Step : II Operate the switch of channel A – One OUT count
Step : III Normalise the switch of channel B – One more OUT count
Step : IV Normalise the switch of channel A – No Count
4. Now disconnect the switches and connect the oscilloscope at the output of
the channel and check the Dip. The dip should be 90% or more. If not
then re-adjust transmitter housing.
5. Drop all channel input except channel A and observe the counting during
the passage of train, as per number of axles in the train. Then the display
should show same number of axles. Should show IN count and OUT
count. If the display unit displays more counts then, there may be a
problem of Double Dip or Loose connection. If it is Double Dip then it
should be avoided by re-adjusting the TX coil position. This test should be
repeated for all channels individually and ensure that counting is correct.
6. After ensuring that unit is counting properly and Ev and SUP relay are
functioning properly, connect + 10v supply through front contact of trolley
protection track relay. Measure this voltage at card no:3. Check that no
counting takes place when an insulated trolley is moved over the track
detection unit.
7. Remove 10v (trolley protection voltage) and now short each channel one
at a time and ensure that after each short SUP relay should drop and do
not pick up unless is reset. The voltage on Ev and SUP relays should not
be more than 0.5 v when the relays are de-energised.

8. Remove the cards one at a time and note the relay conditions after reset.
Card No. Condition of Ev Relay Condition of SUP Relay
1 Dropped Dropped
2 Picked up Dropped
3 Picked up Dropped
4 Picked up Dropped
5 Dropped Dropped
6 Dropped Dropped
7 Picked up Dropped
9. Ensure that the front contact of trolley protection track repeating relays.
Ev and SUP relays are proved in signal controlling circuit.

TROUBLESHOOTING CHART
Typical Failure and Trouble Shooting
List of Normal Troubles Troubleshooting Procedure and their

Remedies
1) DC Fuse Blowing 1) Check DC supply 12V/24V to
location box terminals, if normal.
2) Check DC fuse, if provided
3) Check DC current drain (app.
200 MA), if abnormal
4) Check coupler SK-2 wires,
whether any short, loose
connection or break, and confirm
whether supply is going to pin D
(+24v) and pin E)-24V) to EJ
Box.
5) If still high current drain, replace
Ej Box or replace Reg. OSC
card, RA-I card or RA-II card one
by one. Because of short circuit
in any one of these cards the
fuse may be blowing.
1) Check OSC output voltage
2) OSC Output NIL (approx. 56V to 64 V AC) across
3) OSC Output Low or Dropping SK-2 coupler pin A & B wires.
4) OSC Frequency changed. 2) Check OSC frequency 5kHz + 20
HZ, if normal.
3) Check total circulation current (I)
in both TX-1 and TX-2 coils in
series. It should be 460 mA to
520 mA (approximately).
4) Check circulation of current in
TX-1 and TX-2 separately. It

should be same as in step 3 if
normal otherwise disconnect sk-
2 coupler and check resistance
between pin A & B. it should be
around 40 ohms if normal, or
else replace REG OSC card.
Because of any short circuit or
component failure in the card.
Connect the sk-2 coupler to EJ-
box again.
5) Check voltage across TX-1 and
TX-2 coils in series.
6) Check voltage drop across each
TX coil. It should be approx. 60
v/2 or 30v AC each, if it is
normal.
7) Disconnect TX coils from
terminals and check resistance
of the TX coils. (approx. 1 to 2
ohms each). If found any
abnormality replace TX coils.
1) Adjust the height of TX and RX
5) Double Dip Occurs. coil on the base plate as per the
procedure.
6) 90% Dip not available. 1) Check SK-1 Coupler wires
whether any short, loose
7) RA-I output – Nil connection or break and confirm
whether RX-2 in wires going to pin
8) RA-II output – NIL E & F respectively and check
normal voltage (0.7v to 1.2 v AC)
9) RA-I output – Low across the pins.
2) Confirm whether RA-I out wires
10) RA-II output - Low going to Pin A & B and RA-II out
wires going to pin G & H
respectively and check normal
output voltage (0.7v to 1.2 v AC)
across the pins.
3) Check RA-I out at the terminals
going to QUAD cable (app 0.7v to
1.2 v AC).
4) Check RA-I out at the terminals
going to QUAD cable (app. 0.7 to
1.2v AC) or else replace RA-I &
RA-II card one by one.
ISOLATION OF DEFECTIVE CARDS
To identify defective cards, knowledge of output voltage of each card is must.
If the output voltage of the cards are not at the required levels, the card must
be replaced with new card and the system restored by resetting.
Equipments required for Isolating defective Cards :
Extender Card
Digital Multi Meter
C R O (Only in labs)
Set of New Cards
Track Simulator
Procedure
It is always desired to conduct these tests on test table, since it will not be
possible to simulate track detection condition at site.
1. Pull out the Card No.1 Insert the extender in its place and connect the
Card No.1 at the other end of the extender card.
2. Connect VoltMeter to the Output of Channel A and check the Voltage by
creating track simulation condition with the help of track simulator.
3. Similarly the output voltage of other channels (B, C and D) at Card No.1
should be checked.
4. If the output voltage of Card No.1 obtained are not to the prescribed
parameters, the card to be replaced with new card and Re-checked.

5. After obtaining the prescribed parameters of Card No.1 output it should be
inserted in its position.
6. Re-set the equipment if there are any counts appearing on the display unit.
Re-setting of the equipment can be done locally by connecting +5v to
coupler pins (for ROSO type pin M reset +ve; pin N reset –ve).
7. In the same process check the output voltages of every card. If there are
any differences in output voltages of any card the same to be replaced and
system restored by re-setting.
Input and Output Voltages of each Card with Pin Numbers:
Card No – 1
Pin No. Function Recommended Voltage
1 ‘A’ Channel Output 105 mv – AC
3&5 ‘A’ Channel Input “
9 & 11 ‘B’ Channel Input “
15 ‘B’ Channel Output “
16 ‘C’ Channel Output “
21 & 23 ‘C’ Channel Input “
27 GND (Earth) “
29 & 31 ‘D’ Channel Input “
33 ‘D’ Channel Output “

Card No.2
1 ‘A’ Channel Output 105 mv AC (2v DC)
5 & 29 + 10 v 10 v DC
9 ‘B’ Channel Output 105 mv AC (2v DC)
17 GND (Earth)
25 ‘C’ Channel Output 105 mv AC (2v DC)
31 ‘D’ Output “
2 ‘A’ out via RSR back contact
Card No. 3
8 GND (Earth) proving 4.5 v DC
9 ‘A’ Output pulse shaper “
13 ‘B’ “ “
21 ‘C’ “ “
25 ‘D’ “ “
11 & 13 GND (Earth) ---
20 + 10 v 10 v DC
25 & 26 5 kHz signal to SUP relay Drive 105 mv DC
unit to gain amplifier drive.

NOTE : Input to Card No.3 at pin 1,7,27,33 will be 2 v DC when track is
shunted. [No trolley protection to 2,5,29 and 32 pins] and 3 v DC when track
is clear.
Card No.4
1 GND
5 IOSO 2 IN OUT count
Supervision normally too low

OLD EVALUATOR NEW CARD
8 IN count pulse normal SV
SV
O O
9 OUT count pulse FOR EACH COUNT
NORMAL
10 OUT count pulse
COUNT 4.5V COUNT
OV
27 IN OUT pulse NORMAL
(ISO1) NORMALLY 3V
21 IN OUT supervision no.1
(ISO2) HIGH
16 IN OUT supervision no.2
(ISO2) HIGH
24 EV2 Voltage from Card 5
11 ROI Normally Low O v to 8 v
22 ISO1 “
23 NO RO2 “
12 VOC (R) 5 v DC
15 GNR (R) “
Card No.5
5 IN count supervision-1 Normally High>3
7 IN count supervision-2 “
11 EV1 “
25 EV2 “
25 EV3 “
27 OUT count supervision-1 “
29 OUT count supervision-2 “
19 GND
21 GND (R)
Card No.6
Pin No. Function Old Version New Version
1 Voltage monitor Output >4V DC 3.8 to 5.5 V DC
3 EV Relay Drive voltage +ve 8V + 1V > IIV
6 EV Relay Drive voltage -ve 8V + 1V > IIV
10 Failure supervision >3V DC
14 Level Detector A Channel “
24 Level Detector B Channel “
20 Level Detector C Channel “
32 Level Detector D Channel “
2 GND “
31 GND (R) “
Card No.7
Pin No. Function Recommended Voltage New Version
4 +ve SUPR Drive 8V + 1V(open circuit) > IIV
3 -ve SUPR Drive
19 10 kHz square wave
21 Level Detector Drive A > 3V
6 Level Detector Drive B “
1 Level Detector Drive C “
31 Level Detector Drive D “
Warning :- Any mistake in power supply connection may lead to serious and
irreparable damage to the equipment.

UNIVERSAL AXLE COUNTER
Merging of Single entry and Multi entry axle counter, a new axle counter is
developed known as Universal Axle Counter.
A Single unit of universal axle counter can be used to detect upto maximum 4
detection points.
3D system can be converted into 4D system and vice versa by changing
jumpers in the card.
For conversion of 3D or 4D into 2D, Card 2,4 and 5 are to be replaced by
respective dummy cards and necessary jumpers to be changed.
The cards in Universal Axle Counter are :-
Card No.1 - Attenuator/Amplifier/Rectifier.
Card No.2 - Attenuator/Amplifier/Rectifier.
Card No.3 - Pulse shaper.
Card No.4 - Pulse shaper.
Card No.5 - Logic no.1.
Card No.6 - Logic no.2.
Card No.7 - Counter Comparator.
Card No.8 - General Supervision.
Card No.9 - Relay Driver.
Card No.1 - reads for ABCD channel and Card No.2 reads for EFGH.
These channels are used in 3D and 4D system.
Card No.5 is also used for 3D and 4D system.

Equipment for Universal Axle Counter System :-
1) Relay Rack (Common for all models) - 1 No.
2) Evaluator - 1 No.
3) DC-DC converter - 1 No.
4) Electronic Junction Box - 2 Nos. for 2d system.
3 Nos. for 3d system.
4 Nos. for 4d system.
5) Reset Box - 1 No.
6) Track Device Assembly - 2 Nos. for 2D system
- 3 Nos. for 3D system.
- 4 Nos. for 4D system.
7) Line Verification Box - 1 no.
8) EVR and SUPR Relay - 1000 ohms shelf type or 4F/4B
relay or “Q” style plug in Relay
(1000 ohms)
4F/4B and voltage is more than
11V.
POWER SUPPLY ARRANGEMENT
Evaluator - 24V min 21.6V Max 28.8V
Current 1.5 Amps.
EJB - 24V min 21.6V Max 28.8V
Current <250 mAmps.
Reset Box min 21.6V Max 28.8V
Current 500 mAmps.

Transmitter
Receiver
MAGNETIC FLUX PATHS IN THE ELECTRONIC RAIL INDUCTOR
T T
D = 52 MM
WHERE ‘D’ IS THE DISTANCE FROM THE RAIL LEVEL
TO THE LOWEST EDGE OF THE DUMMY LEVEL
‘T’ peeking thickness

T = 3 aa for 90 lbs Rail
T = 12 am for 52 kg. Rail
C = 150 M.M
WHERE ‘C’ IS CENTRE TO CENTRE
STAGGER OF TRACK DEVICES
T
T
‘T’ PACKING THICKNESS.
T = 3MM FOR 90 LBS RAIL.
T = 12 MM FOR 52 KG RAIL.
WHEEL DIP
Max, Signal 100%
(a)
Zero signal 10%

0%
INADEQUATE DIP (WRONG ADJUSTMENT)
Max, signal 100%
(b)
Zero Signal 10%

0%
PREDOMINAT DOUBLE DIP (WRONG ADJUSTMENT)
Max, Signal 100%
(c)
Zero Signal 10%

0% FULLDIP (CORRECT ADJUSTMENT)
Max, Signal 100%
(d)
Double Dip
Less Than 5%
Zero Signal 10%
0% WIDE & FUL DIP (SLIGHT DOUBLE DIP)
(OPTIMALLY CORRECT ADJUSTMENT)
Track
Track Device
LOCATION HUT
CABLE
CABLE TO
DISTRIBUTION EVALUATOR
BOARD OSCILLATOR RA RA
LOCATION
12 V, D.C
POWER
SUPPLY
300 MM
(minimum)
Rails
INTERMEDIATE BLOCK SIGNAL
Definition :
Intermediate block signaling means an arrangement of signaling on double
line in which a long block section is split into two portions, each constituting a
separate block section by providing an intermediate block stop signal. The
IBS is equivalent to that of class ‘C’ station at which trains are not booked to
stop.
Advantage of IBS :
Under absolute block system of working “No train shall be allowed to leave a
block station unless line clear has been obtained from block station in
advance’.
‘And on double line such line clear shall not be given unless the line is clear
not only up to the first stop signal at which such line clear is given but also for
an adequate distance beyond it. (Reference G R 8.01).
With this system of working only one train can be allowed to enter into the
block section. A second train can be sent only on clearance of block section
by last preceding train. This effects the section capacity very badly, where the
density of traffic is very heavy, since trains take more time to clear the block
section. So as to increase the section capacity to meet the traffic demand,
the entire block section on double line is splitted into two portions with IBS
arrangement. IBS is treated as a class C station on double line, section
remotely controlled from block station in rear.
Requirements for IBS :
IBS shall be provided on double line only
The block section should be split into two by providing an intermediate
stop signal. Such stop signal should be provided with telephone
communication with the station in rear.
The presence of stop signal should be warned by a distant signal (double
distant where in use) provided at minimum braking distance in rear.
A continuous track circuit extending from last stop signal of the block
station in rear to a point not less than 400 meters in advance of IBS should
be provided. Axle counter working may be provided in lieu of track circuit.
A control to ensure that LSS of block station is automatically replaced to
ON by the passage of train and that it cannot be taken OFF again until
track circuit or axle counter portion of the line is cleared (400 meters
beyond IBS)
A control to ensure that IBS cannot be taken OFF until line clear has been
obtained from the block station in advance.
A means to ensure that the IBS is automatically replaced to ON by the
passage of train and maintained in that position until the train has cleared
the block section and fresh line clear is obtained.

In order to draw the attention of the duty Station Master at sending station,
the following audio-cum-visual indication are to be provided.
(a) When the power supply to IBS fails or any of the lamps of IBS or IB
distant is failed.
(b) When the train enters Axle counter section or block section
(c) When the block section is occupied, entry of a second train by passing
IBS at ON.
(d) An indicator to prove the circuits associated with axle counter section is
in order and axle counter section is clear or occupied.
The alarm in (a) and (c) can be stopped by pressing the acknowledgement
button.
The alarm in (b) can be stopped by putting back LSS lever/knob or IBS
lever/knob to normal position.
The following emergency release buttons and counters should be
provided.
(a) A button to reset the circuit whenever the IBS is passed without line
clear/at danger. Such operation is to be recorded by numerical counter
(PB1).
(b) A button to reset the Axle counter, failure or improper counting. Such
operation is to be recorded by numerical counter (PB2).
(c) A button to give co-operation to the station in rear (PB3).
(d) A button to acknowledge the alarm of train passing IBS at ON or power
failure (Ack. Button).

Sequence of Operation for Train Movement
When there is no other train in the rear block section controlled by axle
counter the LSS, can be taken OFF after receiving the control from SM. The
train on passing LSS, it will be placed to ON automatically when track circuit is
occupied by the train. The IBS is controlled by a lever in the cabin of Station
A and also by line clear given by Station B. On seeing the indication of line
clear of Station A at cabin, the switchman clears IB signal. IB signal and IB
distant signal displays Green aspects. When the train goes beyond IB signal
and clears the overlap in advance of IB signal, the section controlled by LSS
of station A (Axle counter section) becomes free. The LSS at station A now
can be cleared for second train.
As soon as the first train which has gone beyond IB signal train entering
signals are given by cabin at station A to cabin of station B and the handle at
cabin of station B is turned to TOL. The train is received on signals at station
B. When it reaches the block clearance point in advance of Home signal and
on getting train arrival buzzer, the block handle will be turned to Line Closed
at station B.
Now a fresh line clear can be granted for second train, which is between the
LSS and IB signal. When the second train clears IB signal overlap point, the
third train waiting at station A can be dispatched by clearing LSS.
Use of Axle counter for IBS :

In lieu of track circuit for rear block section axle counters are used for the
following reasons :
a) It does not require wooden sleepers (where concrete sleepers are not
available) except for short track circuits to suppress the counts due to
movement of insulated trolleys.
b) An axle counter system can cover a very long section up to 15 km as
compared to 750 meters of maximum length of operations of conventional
track circuit.
c) It does not get affected either by flooding of track or poor maintenance of
tracks unlike the track circuit which is highly susceptible to these
conditions.
d) It does not require insulating joints, thus rails can be continuously welded.
Re-setting Procedures:
There are two types of resetting involved. One if the axle counter fails to
show clear indication when the train has fully cleared the overlap in advance
of IB signal. This is indicated by ACPK R. The resetting of axle counter to be
done jointly by SMs of station A and station B only after the train has arrived
completely at the station and so verified by the SM of station B. SM of station
B has to press PB3 buttons simultaneously till such time the axle counter
shows clear indication. This resetting is recorded by a counter.

In the second case, when the train has passed IB signal at danger, which is
indicated by K1 and buzzer, LSS cannot be cleared for subsequent train till
such time the ACZR relay picks up, which had dropped due to train passing IB
signal at danger. This resetting process is also done after the train has
completely arrived at station B and so verified by SM of station B. SM of
station A has to press PB1 and SM of station B has to press PB3 buttons
simultaneously till such time the indication disappears. This resetting is also
recorded by a counter. LSS can be cleared only after this resetting.
In both cases, the circuit will only permit one train to be in the IB signaling
system for the duration of the failure and normal working can be restored only
when the resetting is done. Before the resetting (any type) is done by the SM
in co-operation, must verify that all the trains supposed to be in the section
have arrived completely at the receiving station and there are no trains in the
IB signaling system.
Procedure to be followed for passing IB signal at ON aspect or signal at
Blank:
As per G R 3.75 whenever the driver comes across and IB signal at danger or
blank, he has to wait and contact on telephone provided on IB Signal post
with SM/Switchman of the station or cabin, as the case may be, who will tell
him the reasons for the signal failure and when authorised by the station A
only then the driver can pass the IB signal at danger and proceed to station B.
In case the telephone is defective or communication is not possible with
station A, the driver after waiting for 5 minutes can pass the IB signal at
danger and proceed at a speed of 15 km/h which should be reduced to 8 km/h
in case of inadequate visibility.
The driver should proceed at restricted speed, looking out for any possible
obstruction till he reaches station B and on his arrival at station B the system
should be reset by the joint co-operation of both the SMs and the IB signaling
system can be normalised.
Description of Relays and Circuitry:
LSS –SR : It is a stick relay, which sticks through LSS TPR and its own front
contact. This relay will drop as soon as LSS TPR drops and once dropped it
will not pick up unless LSS TPR picks up, after ensuring that Axle counter is
showing occupied and proving that EVR, SUPR and NSR also down. In the
holding circuit of this relay in addition to the contact of SR, contact of NSR is
also proved in parallel to ensure that whenever the LSS TPR relay drops
momentarily and picks up. The SR will pick up immediately through.
LSS – YR : Controls the LSS and it proves that the axle counter portion is
clear. No train has gone beyond IB signal by passing the signal at danger
and also that SR is up and HSR down. (due to ACPR up). It also proves the
track circuit ahead of LSS and ahead of IB signal are up and also proves the
slot given by SM for clearing LSS. The contacts of LSS YR are used for
picking LSS DR when the lever is reversed. LSS DR controls the feed to the
LSS signal.
NSR (Normal Stick Relay) : This relay is a repeater of LSS SR and ACPR
and it will stick through its own front contact and through LSS lever normal
band. This relay helps in enabling LSS SR to pick up immediately during
momentary failure and picking up of LSS TPR as explained above.
During normal working this is one of the relays holding ACZR in pick up
position.
ACPR (Axle Counter section clear condition Proving Relay) :
When picked it proves axle counter section is free of any train and depends
upon EVR, SUPR, SR and also ensure LSS YR and SM’s slot for LSS are not
given and also lever is normal before ACPR can pick up. Once picked up, the
relay remains picked up even if the LSS is cleared or the lever is reversed.
Drops when axle counter section is occupied or any system failure of axle
counter. This relay also proves that once it is dropped due to section being
occupied, the SM’s slot the relay controlling the advanced starter lever are all
put back to normal before ACPR can pick up once again. The SUPR front
contact is also by passed by LSS DR which ensures that after the LSS is
cleared, if SUPR is dropped momentarily due to variation in the output from
track devices on account of trolleys being placed on track device, etc. The
ACPR will not drop and causes the signal to go to danger.

ASR1 AND ASR2 : These relays pick up when the handle is turned to TOL at
the receiving end after making sure that LCPR is down and IB signal is not
showing green aspect. After ASR1 picking up ASR2 will pick up. Once
picked up they remain stick through their front contact and also through IBS
TPR. The use of two relays also ensure that handle has to be turned to TOL
for considerable period before ASR2 relay can pick up. Further, to ensure
that two relays do not drop when the contacts of IBS TPR break momentarily,
the same is by-passed by contacts of ASR1, ASR2, NSR and back contact
LCPR.
IBS-HSR (I B Signal Stick Relay) :
The relay is normally de-energised and picks up when the axle counter
section is occupied and the train is approaching the IB signal and IB signal is
cleared and displaying the clear aspect. Once train has gone beyond IB
signal and has occupied IB track circuit even after the IB TPR drops and IB
signal does to danger, this relay will continue to hold through IB TPR drop
contact and its own front contact. By the time the train clears IB TPR, the
ACPR picks up due to axle counter section, section free and hence IB HSR
drops and does not pick up again until the IB signal is cleared second time.
This is one of the relays, which helps in non-dropping of ACZR relay when a
train has passed IB signal in the clear condition and comes on the IB track
circuit.
PBPR – Push Button Proving Relay :
This relay picks up whenever the ACZR is down and is used for silencing the
buzzer. Similarly, when the power failure takes place or the IB signal is
completely blank, the buzzer would appear once again and it is to be silenced
only by picking up XR relay by pressing the acknowledgement button. The
bell, which sounds in conjunction with K2 & K3 indications, is silenced,
whenever LSS Lever or IB Signal lever is replaced to the normal position.
ACRSR – Axle Counter Re-setting Relay :
This relay is used for resetting of axle counter system. Whenever axle
counter shows occupied even when there is no axle left in the axle counter
portion. For this the sending station SM has to press PB2 and receiving
station SM has to press PB3. When both these conditions are satisfied, CRR
picks up at sending station, then ACRSR will pick up after proving that axle
counter relay ACPR is down. Once ACRSR is picked up, the axle counter
resetting is registered by a counter and the R relay inside the evaluator picks
up which in turn will reset EVR and SUPR and enable ACPR to pick up again.
ACZR – Axle Counter Special Relay :
The purpose of this relay is to detect whether a train has passed IBS at ON.
This relay remains normally picked up and it has three holding paths;
i. Through LSS NSR up;

ii. Through IBS SR up and
iii. Through IBS TPR down.
This relay drops only when all three controls have failed or not available. As
long as IBS TPR is up, ACZR will hold through its front contact and whenever
IBS TPR is down for any reason, ACZR will hold through IBS TPR back
contact and as soon as HSR picks up ACZR will hold through HSR front
contact even if the train occupies IBS track.
Once train clears IBS track, even if HSR drops the ACZR will continue to hold
through IBS TPR picked up contact. But if a train has passed IBS at ON,
HSR would not have picked up and as soon as the train comes on IBS track,
all the three paths for ACZR will be broken and it will drop. For it to pick up
again it requires resetting of IB section by co-operation of both the SMs, with
the sending SM pressing PB1 the relay ACZNR picks up after proving ACZR
in down condition and proving IBS TPR is up. On getting the co-operation
indication given at station A and in addition the relay ACZNPR picks up at
sending end with in this duration CRR and ACZNR remain picked up. As
soon as ACZNPR picks up the relay ACZR will pick up and subsequently
ACZR will hold through its own front contact.
The operation of ACZNR is also registered by a special counter. When ACZR
has picked up ACZNR and ACZNPR will drop. CRR drops. CRR drops when
PB3 is released at receiving station.

Power Supply Arrangement for IBS :
Power supply required at IBS location is 110V AC for signal lighting and 24V
DC for operating the various repeater relays from IBS location to the station A.
In RE area up/down AT supply shall be provided at IB signal location. In Non-
RE area 230 V AC is taken through 25 sq.mm. 2 crore aluminum power cable
from station A and station B to the IBS location from where it can be stepped
down to 110 V AC for signal lighting and also used for battery charger. This
230 V AC is tapped from auxiliary transformers of the traction supply at the
cabin of station A or station B, if AT supply is not provided at IBS location.
Normally supply is tapped from two auxiliary transformers so that in case of
failure of one of the AT supplies the other can be manually selected. In case
of AT supply provided at IBS location auto-change over arrangement is
provided for this purpose.
Apart from power cable, one quad is required for carrying the axle counter
track device at the overlap point of IBS. In addition 12 core cable (two for
controlling the IBS, six for the repeater relays, two for end to end cancellation
circuit from station A to station B is required. Additional 6 core for RE cutting
between IBS; IBS-D and IBS-ID and lighting circuit for distant signals are also
required.
Similarly cable is required for telephone communication between IBS location
and station A.
Work Sheet – 1
Measurement of Dip adjustment of Track device and Evaluator input of the
axle counter, fixing the track inductors.
1) The track units should be installed on a closed track circuit extending to
minimum of 3-rail length on double line and 5 rail lengths on single line.
2) In between the sleepers there should be a clear spacing of 600 mm to
accommodate the clamps.
3) A minimum distance of 6 sleepers spacing should be provided between
the clamps and the rail joint.
4) On electrified sections, a minimum distance of 20 meters should be
maintained between the rail inductor and the nearest block joint in case of
double rail track circuits.
5) The distance between 2 rail inductors of different axle counting circuits
should be at least 5 meters so as to avoid mutual interference.
Procedure for adjustment of the Rail Inductors :
a) Connect 24V DC supply to oscillator. Measure the frequency of the
oscillator output. It should be ________________________
b) Measure the AC output of the oscillator across the oscillator output
terminals and the voltage across each transmitter coil
AC Output of the oscillator __________________________ volts
Voltage across TX1 ___________________________volts

Voltage across TX2 ___________________________volts
The output shall be 55 + 5 V RMS and shall be shared by two TX coils.
c) Connect an ammeter in series with transmitting coils and record the
circulating current
Circulating current in TX coils ____________________________ mA
The circulating current shall be 380 mA + 15%
d) Repeat (b) and (c) other detection point.
e) Connect an oscilloscope across the output terminals of the receiving coil
and observe that the wave shape is Sinusoidal.
f) Measure the voltage induced in the receiving coil ____________. Adjust
the position of transmitting coil on the curved bracket so the voltage reads
0.7 v to 1.1 v RMS (3 volts peak to peak). Fix the coil in this position,
ensuring that the serrations are properly meshing.
Record the voltage induced in the RX coil. Voltage induced in RX coil
_________ volts.
g) Adjust the calibrated dummy wheel as follows:
h) Place the calibrated dummy wheel on the rail induction. Observe the drop
in the output voltage of the RX coil. Adjust the angle of the transmitting
coil by moving the TX coil slightly up or down in the serrations. So that the
drop in the voltage is 90% or more. Fix the TX coil in this position.
i) Move the dummy wheel on the rail over the inductors from 250 mm on one
side of the inductor to 250 mm on the other side. Observe the receiver
output, it gradually drops, reaches the minimum value with the dummy
wheel at the center of the inductor and starts rising as the wheel is moved
away from the center. It is observed that the drops take place twice during
the movement of the dummy wheel, it indicates Double Dip. Eliminate
double dip by moving the transmitting coil slightly down. Fix the
transmitting coil in this position ensuring that the serrations are properly
meshing. Tighten the bolts of the inductors so that the TX coil position
does not change due to vibrations.
j) Voltage of the receiver with dummy wheel in center (E2) = _______ volts.
Remove the dummy wheel and measure the voltage of the receiver
(E1) = ________________ volts.
Percentage dip = E1 – E2 X 100
E1
k) Adjust the other three inductors similarly.
l) Pull out the receiver amplifier cards of channel A & B. connect the
voltmeter across the amplifier-input terminals and channel A. Short the
receiving coil terminals of A transducer at the bootleg. Voltage drops to
zero.
Note : If any voltage is found, existing source of the voltage should be
located and eliminated.
m) Repeat the above test for each channel.
n) Replace the amplifier cards properly connect the volt meter amplifier input
terminals of channel S. short the output terminals of the receiving coil of
channel B and observe that there is no drop in the channel voltage.
Note : If there is any mutual interference, the cable route should be realised.
Repeat the test for other channel.

o) Pull out the receiver amplifier cord of channel A. insert the extended card
in its place and connect the R/A card to the other end of the extender card.
Connect a voltmeter at the output terminals of the receiver amplifier of
channel A and a CRO at the emitter of the second stage transistor of the
R/A card. (Tests points provided on the card). Observe the voltmeter
reading and the wave shape. The wave shape must be purely sinusoidal,
free from any distortion.
p) Record the following:
i. Output of the receiver amplifier of Channel A ____________ volts.
ii. Wave shape at the emitter of the 2nd stage transistor is ____________.
iii. Jumper terminal in tapping is ___________________.
iv. Repeat the above test for the other channels.
Procedure for Adjustment in Evaluator unit:
1. Remove all the 7 printed cards from evaluator unit.
2. Connect the conductors of the screw in coupler plugs of the evaluator unit
to the respective terminals. Screw in the plugs to the sockets and tighten
the rings.
3. Connect 24 v DC input to the DC – DC converter and switch ON. Measure
the 10 v and 5 V DC. Outputs of the DC – DC converter and adjust the
potentiometers inside the DC – DC converter so that these outputs are
approximately 5.2 v and 10.2 v respectively.
DC output of 5 v supply ____________ volts.

DC output of 10 v supply ________________ volts.
4. Using an extender card, measure the voltages at the pins of the various
cards and ensure that they are shown as below:
Card No. Pin No. Voltage level Voltage Recorded
2 5,29 +10V ____
3 15 +5V ____
4 17 +10V ____
5 3,29 +5V ____
19 +5V ____
6 13,17 +5V ____
8 +10V ____
7 33 +10V ____
NOTE : It is very important to ensure that + 5 V and + 10 V supplies are
not inter changed as otherwise it will completely damage the equipment
due to burning of component.
5. Remove the extender card. Measure the open circuit voltage at the cable
termination of each component.
Channel A voltage ______________________ mv
Channel B voltage ______________________ mv
Channel C voltage ______________________ mv
Channel D voltage ______________________ mv

This voltage should not be less than 500 mv (peak to peak) (about 192mv
RMS).
NOTE: The one load voltage at the cable termination of each channel
should not be less than 300 mv peak to peak (about 100 mv RMS).
6. Switch OFF the supply to the evaluator unit. Insert the cards one by one in
their respective places. Switch on the supply and observe some LED’s at
random are lighted on the display unit. Connect Ev and SUP relays to the
terminals.
7. After insertion of the modules, check the voltages at the harp connector
pins corresponding to + 10V and + 15V for all the cards.
Card No. Pin No. Voltage
2 5 ____
29 ____
3 15 ____
17 ____
4 3 ____
29 ____
5 19 ____
6 13 ____
17 ____
8 ____
7 33 ____
8. Pull out Card No.1 and connect it to the unit through the extender card.
Connect the voltmeter to the output socket of channel A. keep the
potentiometer pad at minimum attenuation, such that the output of channel
A is about 220 mv RMS. Now adjust the potentiometer pad so that the
output is 105 to 110 mv RMS. Similarly adjust the output levels of the other
three channels between 105 to 110 mv RMS. The level shall never
exceed 115 mv RMS.
9. Insert Card No.1 in its position, reset the equipment if there are any counts
appearing on the display unit. Observe that EV1 and EV2 indications are
lit.
10. Measure the voltage on EV and SUP relays.
EVR ------------- V
SUPR ----------- V
This should be 8 V + 1 volt.
11. Pull out Card No.3 and connect it to the unit through the extender card.
Check the voltage at the following Trolley suppression terminals of Card
No.3 :
Channel Terminal No. Voltage
A 2 ______
B 5 ______
C 29 ______
D 32 ______
Replace Card No.3 on its position. Ensure that no counting takes place
when an insulated trolley is moved over the rail inductors.
12. Short each channel one at a time. Observe that the SUP relay de-
energise but energises again when the short is removed.
13. Disconnect the trolley suppression supply of + 10V. Short each channel
one at a time. Observe that the SUP relay drops. Measure the voltage on
the relay. Voltage on SUP relay when relay de-energised, the voltage
shall not be more than 2 volts.
14. Remove the short. Observe that the SUP relay does not pick up. Reset
the unit. Reconnect the trolley suppression voltage.
15. Switch ON and OFF the battery charge at quick intervals. Ensure that
neither a count is registered in the evaluator nor the SUP relay gets
de-energised.
Work Sheet – II
1. A study of train working under IBS – system.
a) Take OFF the LSS for one direction by reversing the LSS lever and record
your observation. Can the LSS be taken OFF/ Yes / No
b) Try to take OFF the IBS by reversing the lever. Can the IBS be taken OFF
Yes / No
c) Now take Line Clear in the block instrument and see whether the IBS can
be taken OFF. Yes / No
Inference : LSS can be taken OFF without Line Clear being obtained on the
block instrument. But to take OFF IBS, Line Clear is to be obtained from the
block section in advance.
2. Now allow the trains to enter into the first section called rear section with
LSS OFF and record your observation.
a) On entry of the train into the rear section, LSS __________________
giving __________________ and _____________________ indication on
the panel.
b) As soon as the _________________________ is put back to normal
above indication disappears.

c) In addition to above indications, presence of train in rear section is proved
by change of indication from __________________ to ______________ in
_____________________ indicator on the panel.
3. Further, allow the train to pass the IBS at OFF and enter the block section
and record your observation.
a) Entry of the train into block section __________________ the IBS track,
Replace the IBS to ON and gives audible and _______________
indication on the panel.
b) The buzzer and visual indications can be suppressed by restoring
___________ to ___________________.
Once the audible and visual indication is observed on the panel of the SM at
receiving end on hearing sets the block instrument to TOL on hearing train
entering block section signal from sending station.
c) The indication at ACPK changes from ________________ to __________
once the train clears.
Now the rear section is free to dispatch second train.
4. Study of working two trains in to block section.
a) As usual take Line Clear, take OFF LSS & IBS, and allow the first train to
proceed into the block section.
b) Now allow a second train to enter into rear section. Does the buzzer / bell
sound and visual indication appear in the panel Yes / No

c) How are these indications suppressed.
d) IBS has to be taken OFF for second train for which IBS lever is operated.
What happens?
5. In cases of IBS could not be taken OFF but second train has to be sent in
to the block section, the action to be taken ____
a) when there is communication available between IBS and the station in
rear
b) when there is no communication available.
6. A train passes IBS at danger. How the station in rear is alerted and what
are the actions to be taken by SMs?

7. Study of the resetting system by PB-1 in case the train passes IBS at ON.
a) Allow a train to pass the IBS at ON and record your observations. Is it
possible to take OFF the IBS ? If not why?
b) Receive the train, which has passed IBS at ON at station B. After
receiving the train completely at station B. Does the visual indication
K1 in the panel at station A disappear? Yes / No
Is it possible to take OFF LSS at station A. Yes / No
c) How long this K1 indication appear?
d) To re-set the system when train passes IBS at ON, the SM at A informs
SM at B who in turn after verifying the complete arrival of the train

presses the button _____________ and SM at A simultaneously
presses the button _______________. This action resets the system
duly registering the action by one number in the counter meant for
_______________.
8. Study of Re-setting the system in case of Axle counter failure.
a) Simulate and axle counter failure and record your observation.
i. How do you know from the IBS panel that the axle counter has been
failed.
ii. To reset the system when axle counter fails, the SM at A informs SM
at B who in turn after verifying the complete arrival of the train
presses the button ____________ and SM at A simultaneously
presses the button ____________. This action resets the axle
counter duly registering the action by one number in the counter
meant for ___________________.
9. Study the working of IBS in case of Power failure or signal going blank.
a) Simulate the condition of power failure or signal going blank and
observe. ______________ visual indication appears in the panel with
buzzer. Buzzer is suppressed buy pressing ________________.
Does the visual indication disappear? Yes / No.
What further action the SM has to take in the above case?

b) Resumption of power supply or appearance of signal indication is
indicated by ____________________ .
c) Does the visual indication disappear on resumption of power or
appearance of signal indication Yes / No.
d) When the visual indication disappear?

Model Questions
Subjective :
1) Explain the working of IB signal with block diagram
2) Explain the procedure for resetting in case of train passing IBS at ON
aspect.
3) Explain the procedure to be followed for resetting the system in case of
axle counter failure.
4) a) What is meant by IBS Working.
b) How the IBS passed at danger is detected.
5) How the IN count and OUT count pulses are generated in Axle counter.
6) Explain the principles of working of RDSO axle counter with block
diagram.
7) Explain the precautions to be taken in installing the field equipment of axle
counter.
8) Explain the maintenance checks to be carried out during fortnightly
maintenance.
9) Explain the function of supervisor system of axle counter.
10) Explain the function of different cards of evaluator in RDSO axle counter.
11) Explain the differences between Mark II and Mark III axle counters. Give
stipulated levels of channels to TX coils, output of Card No.1 and voltage
across ECR and SUPR.
12) Draw the panel diagram of IBS arrangement and explain different
indications.
Objective :
I. Say True or False
1. Axle counter requires four wires between the filed detection point and
evaluator. [ ]
2. The length of axle counter section is limited by loop resistance of
transmission cables. [ ]
3. In axle counter system DC voltage can be fed from the evaluator to the
field detection point. [ ]
4. Short track circuits are provided to each counting point of axle counter
system to discriminate direction of the traffic. [ ]
5. The impulses time filter is used to ensure correct sequence of operations
in the axle counter counting process. [ ]
6. The counting supervision; track clear supervision are independent of each
other. [ ]
7. The DIP in the level of the signal senses the presence of a wheel in axle
counter system. [ ]
8. Trolley suppression track circuit has a role to play in an axle counter
system. [ ]
9. Card No.3 in evaluator unit is known as Pulse Shaper Card. [ ]
10. DC – DC converter in axle counter system gives the output of +5v, + 10 v,
+10v. [ ]
II. Fill in the blanks.
1. __________________ drops when train passes IB signal at danger.
2. When communication failed between IB signal and Station A, the driver of
the train should ____________ and pass the IB signal at a speed of
____________ when view is clear and at a speed of ___________ when
view is not clear.
3. K2 indication appears when _____________________.
4. When IB signal lamp fails to glow _________________ indication appears
on the panel.
5. Second train entering the axle counter section is prevented by _________
relay when first train is in axle counter section.
6. _________________ relay picks up when axle counter section is occupied
and IB signal is cleared and signal showing clear aspect.
7. The output of receiver amplifier of EJ box to the evaluator shall be
______________ when no wheels are present across TX / RX coils.
8. The clearance between sleepers for fixing a pair of TX/RX coils is
____________.
9. In sections provided with IBS, the LSS of the station can be taken OFF
only when _________________ for admitting train into axle counter
controlled section.
10. To reset the axle counter of the IBS block section, the receiving end ASM
has to press ________________________ button.

DESIGNATION AND LOCATION OF SIGNALS IN MACL
NBD BOL
1KM 180 M
SOL
400 M 120M
DIST HOME
0
SOL 400
ADV 120M BOL NBD
STR 1 KM M
180 M
BOL SOL
BD 120M
180 M
400 M 1 KM
BSLB
SOL
120M
BOL BD
180 M 1 KM
DESIGNATION AND LOCATION OF FIXED SIGNALS IN MAUQ SIGNALLING
STATION SECTION
BLOCK SECTION
BLOCK SECTION
CSR
STARTERS
BOL 400 M
SOL 180 M 1 KM
120M
W/B
NBD
1 KM BOL SOL W/B
180 M 120M DIST
HOME
1.4 KM
STARTERS
STATION LIMITS
D2
HECR
B24 • •
D2 LOCATION D2
HHECR
D2
DR
D2
• N24
ECPR X
D2
D2
DECR
ECPR
D2 • •
68
ECPR 220 MFD
•
110/12 D2 DR
D2 50 VA B x 110V
• • •
HHG
D2
ECPR
•
D2 DR
D2
• N x 110V
HHECR
D2 D2
110/12
D2 ECPR DR
50 VA
• •
DG
D2 D2
ECPR DR
D2
DECR
110/12
D2 50 VA D2 DR
• • • •
HG
D2
ECPR
•
D2 D2 DR
•
HECR
•
D2
ECPR
DN
UP CPR2
CPBR DN CRR1 UPCRR2 DN CPBR
UPCRR1
DNCRR3 UPCRRI DNCRR2 UPCRR2 DN CRR1 UPCRR3
UP
CPBR DN CRR2 UP CRRI DNCRR1 UPCRR2 DN CPBR
DN
PB3 PB3
UPCPBR CPBR
UP DN UP DN UP DN UP
DN CPBR CRR2 CRR1 CRR1 CRR2 CPBR CRR3
CRR3
• • • • • • • • • •
UP
CPBR UP DN
DNCRR2 UP CRR1 DNCRR1 CRR2 CPBR UP
DNCRR3 CRPB
• • • • • •
IBSS PANEL K1
K4
K2 BUZZ K3 BELL
PCK
LSS 2D 1D
G
G
R
Y
Y
W R W R W R W R
LSS TKE ACP KE ACP KE IBS TKE
PB3
PB1
PB2
LAYOUT OF IBS SIGNAL WORKING
REAR BLOCK SECTION CONTROLLED BY AXLE

COUNTER Advance Block Section
Controlled By block Instrument
LSS 2D 1D I BS
STATION A Station
Down
LSS - TRACK Up IBS -TRACK
B24 ACPR EVR SUPR EVPR SUPR

• • • • • • • N24
ACSR
ACSR
EVR
• •
ACZR
ACRSR
• •
ASM ON DUTY
PLUNGER
SUPR
• P •
•
ACZR
SUPR
•
SUPPR
EVR
• N24
EVPR
TR
• • •
B24
TR TR
N24 • •
TPR
RESET BOX
N24 PRB
WO
PRB P
• • •
WO •
B24 ACRSR
EVPR SUPR ACRSR

LED
• • • • N24
GKE
EVPR
LED PIN CONNECTOR
•
RKE
EVR
SUPPR
•
SHELDED WIRE
AC2R
LED
ACZK (W)
SUPR
TPR (AC)
A/B
CHANNELS
B12V
• •
RESET ACZR ACRSR ACRSR ACZR TPR (AC)
COUNTER
• • • • C/D
οοοο ACZR ACRSR ACRSR ACZR
R
• • • •
NILV
RB
B24R ACZR ACZR EVR TPR (AC) TPR (AC) ACPR P EVPR SUPR
N24
• • • •
ACPR
SUPR ACPR
• ACPR N24
SUPR
RA/C RA/D OSC
D R
R T C
T
A F
R R R R
T T T T
E
B
JUNCTION
BOX RA/A RA/B OSC RA/F RA/E OSC
BATTERY
CHARGER
24V
BATTERY
DC DC
CONVERTOR
10V GNO 150 150

+5V +10VGNO C*
B*
EVALUATOR
A* D*
UNIVERSAL
F* AXLE COUNTER SYSTEM
EV SUPR
RELAY RELAY
FOR 3D POINTS
E*
Pg.No.31
CARDS CARDS CARDS CARDS CARDS

• • IOS
IN CIRCUIT PAUSE CHANNEL
COUNT STAGE LEVEL
A B A E INTERR-
OGATOR SUPER DETECTORS
INCOUNTER VISION
IN
IN COUNT IN COUNT
COUNT SUPER-
OTHER
• VISION
SUPER-
B F B F VISORY
• DUP IN CIRCUITS SUPERVISORY SUPERVISOR
COUNT RELAY RELAY
OTHER DRIVE
OUT SUPERVISION
CIRCUITS
OUT
FAILURE
OUT
COUN SUPER
C G C G VISION
COUNT
OUT
EV RELAY EV
COUNT DRIVE RELAY
OUT ER
DUP OUT
COUNT CLK
A COUNT COMPARA FROM
D H D H TOR
B CARD-6
VOLTAGE
MONITOR
AMMETER C
AND PULSE LOGIC D COUNTER GENERAL RELAY
AMPLIFIER SHAPER II COMPRATOR SUPERISION DRIVER
LOGIC-I
1. PULSE SHAPER OUTPUT LEVELS OF CARDS 3 & 4 OF ALL

8 CHANNELS.
2. LOGIC LEVELS FROM IOS CURCUTE OF CARD 6
3. RECTIFIED OUTPUTS OF CARD 1 & 2
4. LOGIC LEVELS AND GND POINTS
DESIGNATION & LOCATION OF FIXED SIGNALS IN TWO ASPECT
LQ SIGNALLING
RECEPTION
END
DESPATCH
WARNER HOME STATION
END
UP DN
ONA POST LSS
NBD : 1200 M NOT LESS THAN BOL 400 M TS
BRACKETED
HOME
UP DN
WARNER
BELOW
WARNING OUTER
BOARD
SOL
NBD BOL
STARTER
OUTER HOME
WARNING WARNER
BOARD
BOL 400 MTS
ADV STARTER
STARTER
SOL 180 MTS
79
ON SINGLE LINE
50
• SIDING
•
S
RUNNING
T
LINE
MINIMUM 800 M TRAIN

30 M
LENGTH
ON DOUBLE LINE
s
50
• SIDING
• S
T
RUNNING LINE
MINIMUM 800 M 30 M
trailing point on double line
SIDING
S
RUNNING LINES
80
ASPECT CONTROL CKT OF IBS AND IBS DIST
IB LOCATION
B 24 IBSDR
IB
•
DPR x
IBSDR
•
IB 110V / 12V
IBS – DR B x 110 Y DPR 50 VA
IB
•
DG
IB
N x 110V DPR
IB
•
DECR
IB
DECR
DI LOCATION • 110V / 12V
50 VA
IB
RG
IB-DPR
IB
DPR IB
•
RECR
DI •
DECR
IB-DECR
I B-DPR I B-DECR
DI
• •
DR x DI
DR
I B-DPR I B-DECR
• •
110V / 12V
50 VA DI
DI DR
• B x 110
OG
DI
DR
• N x 110
DI
DI DR
•
HG DECR
DI-DECR
DI
DI DR
•
HECR
DI-DECR
81
IBSD-DR
IBSD IBSD-DECR
•
α DPR IRD-DPR
IBSD-DPR IBSD-DR
•
IBSD-DPR
IBSD-D
• •
DG
IBSD-DPR
IBS-D
• •
DECR
IBS-D IBSD-DPR
•
HG
IBSD-DECR
•
IBS-D
HECR
IBS-DPR2
IBS
•
DG
IBS-DPR2
IBS
•
DECR
IBS IBS-DPR2
RG •
IBS-DECR
•
IBS
RECR
LCPR
824 IBSTPR IBS-DR
• • • ASRI ASR2
• N LC N24
• • •
LCPR2
TOL IBS.DECPR
• •
LCPR
ASRI α
ASR1
•
ASR2 ASR2
LCPR
• • • • •
ASR2
ASRI α
LSS
NSR
ASRI LCPR ACZR
IBS-L IBSL-L
• • • • •
IBS-TPR ASR2 R N R
IBS-L
• • •
IBSDR
IBS LSS ACPR
DR NSR
82
SM SM
B 12 8 8
• •
R YR α
8
SM
N12 R
IBS
IBS IBS-L SMYR
SMYR IBS IBS
• • •
R N R
IBS
DR
ACPR
N3 B–3
• • •
ACPK(G)
ACPR
•
ACPK(R)
LSS-YR
•
LSS-YK
IBS-RECPR
•
IBS-RGK
IBS-DECPR
•
IBS-K
IBS-DR
IBS
• • •
DPRI α
IBS-DR
•
IBS-DPRI IBS-DECR IBS
• • • •
DDR2 α
IBS-DPR2
IBS-DPRI
•
IBSD-DR
IBS IBS
IBS-D-DECR DPR2 DECR
IBS-D
• • • • •
α DR
IBS-D-DR
•
IBS IBS
DPR2 DECR
• •
83
E
EVR V
A
L
U
A
T
EVR
O
R
B12 AGRSR ACK
P
• •
• •
R
AGRSR
•
N12
B24 ACK
ACZR P
• • • •
PBPR
PBPR
N24
•
PBPR
•
BUZZER
XR
N24
•
XR
IBS-RECPR IBS-DR
• • •
IBS-DR ACK
IBS-DECPR P
• • •
XR
N24
B12 SR LSS – L
• • •
R BELL
ASRI IBS – L N12
•
R
ASR2
B3 •
AC2R
• • •
K1
ACPR
LSS – L N3
•
R K2
ASR1
•
R K3
ASR2
IBS – L
•
IBS-RECPR IBS-DR
• •
K4
IBS-DECPR IBS-DR
• •
SUPR
EVPR
• •
ACK (G)
EVPR 1 ACPR
• •
ACK (R)
SUPR
•
LSS – DR 84
•
RGK
LSS – DR
LSS – DECR
•
LSS – DECR
•
ACZNR
ACZRK (R)
ACZNR
.
IBS TPR
PBI ACZR B12
• • • •
α ACZNR
IBS TPR
ACZR
• •
N12
B12 ACZNR CRR
• • • •
ACZNPR α
ACZNR CRR
N12
• •
ACZNR
•
ACZNR
PBI
•
COUNTER EVR
ACPR SUPR B12

• • • •
ACK (R)
SUPR
ACPR N12
• •
EVPR SUPR
• •
ACK (G)
EVPR SUPR
• •
ACRSR
•
COUNTER
ACRSR
•
RESET COUNTER
CRR P
PB2 ACPR
• • • • • •
B12 ACRSR α
CRR
ACPR
• • • •
N12
PB2
P
COOP (K)
B24 EVR
• • • N24
85 EVPR
SUR
•
EVPR
REAR BLOCK SECTION CONTROLLED ADVANCE

LSS BLOCK
SECTION
UP – IBS
UP – ICS.D
400 M
DN DN IBSD L.S.S.
IBS
IB TELEPHONE
B24 ACPR ACZR SR HSR PBPR IBS-TPR LSS-TPR SMYR

N24
• • • • • • • • • •
LSS-YR
LSS-YR LSS-L LSS-L LSS-L LSS-YR

B24
• • • • N24
R N R
LSS
DR
LSS.TPR ACPR EVR SUPR LSS-NSR

B24 N24
• • • • • • •
SR SR
•
LSS-NSR
•
ACRSR EVR SUPR SR LSS-YR SMYR LSS-L

• • • • • •
N ACPR N24
LSS DR
ACPR
•
•
SR ACPR
B24
• • • •
LSS-NSR
LSS-NSR
LSS-L
•
N
IBSTPR IBS-DECPR
B24 ACPR
• • • • •
HSR N24
HSR
IBSTPR
• •
LSS
NSR ACZNPR
• •
HSR ACZR
ACZR
HSS •
TPR
•
86
87

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CAMTECH/S/2001/AxleConter/SCR-1 1

2. Principle of working, components of the system

3. Power supply for axle counters, precautions for resetting

4. Working circuit of axle counter

5. Adjustment of axle counter

6. Typical failures and trouble shooting – isolation of defective cards in

axle counter and their replacement to restore the system

INTERMEDIATE BLOCK SIGNAL

1. Role of IBS in increasing line capacity

2. Block working rules for IBS

3. Use of axle counters for IBS

4. Signaling circuits and equipments connected with IBM

5. Resetting arrangement in IBS

6. Telephone circuits for IBS

7. Types of failures occuring in IBS

8. Fault localisation and restoration

1. Adjustment of axle counter and measuring various parameters of axle

Lesson Plan Long Course

Adjustment of Axle counter 2 4 OHP Axle Counter Lab

Intermediate Block Signal

Lesson Plan Short Course

Adjustment of Axle counter 60 OHP Axle Counter Lab

Intermediate Block Signal

Electronic axle counting system is used in place of conventional track circuits

for monitoring track section. In this system number of axles entering a

are counted electrically/electronically. And if the IN count and OUT count

tallies, the section deemed to be clear of the presence of vehicles.

Axle counters are used for:

• Plain track [Working track] (maximum length)

• Points and Crossings

• Block proving [in place of Block instrument]

Components of the system:

The main components of the system are:

• Outdoor equipment [detection points in the track area]

• Information transmission equipment [cables]

• Indoor equipment [evaluation, indication & resetting]

a) Rail inductors : it consists of an electronic rail inductors set and electronic

staggered by 150mm to 20mm relative to each other from one set of

electronic indicator. See fig:

b) Electronic Junction Box: The electronic junction box consists of the

operation of Rail inductors and information transmission. The transmitter

connected independently to the respective RX coils. See Fig:

c) Trolley protection track circuit : A short length of track circuit is used

the axle counters to prevents failures caused by indiscriminate use of push

Information Transmission Equipment:

The transmission equipment forwards the information from the detection

points to the indoor equipment. It usually consists of a cable with

communication characteristics for the operating mode TWO WIRE

transmission (TWO WIRE pair) of cables are necessary. The transmission

1. It counts the axle pulses

2. Tests the outdoor equipment for proper functioning

3. Collects the indications of several detection points

4. Forms a track clear or track occupied information

5. Transmits this information to the interlocking equipment

the track occupied condition and to control signal aspects.

SM’s Re-setting Unit:

system is to be initiated only after personally verifying of the axle section.

Reset unit facilitates remote control of the unit circuit.

works in conjunction with a counter.

the track side electronic equipment. The arrangements and shape of

receiver coil in the opposite direction.

screening effect of the wheel flange causes a reduction of flux to a value

Th four amplitude modulated sign wave signals A, B C & D channels are