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AXLE COUNTER BO23
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1. PRODUCT DESCRIPTION
Figure 1 - BO23 conguraon sample
1.1. GENERAL DESCRIPTION
The axle counter BO23 is used for railway track secon occupancy control; primarily for the vital control of the
secon occupancy. It can also be used in similar applicaons without limited safety requirements. Examples for the
applicaon of the axle counter BO23 are:
Occupancy control of the staon secons within the staon interlocking system
Occupancy control of the open railroad secons within the automac block system
Occupancy control of the open railroad as a single block between staons
Occupancy control of the several secons in wide level crossing area for the purpose of switching-on /
switching-o the level crossing within the level crossing protecon system
Occupancy control of a shunng staon / marshalling yard secons within the automac coach shunng
system etc.
The axle counter BO23 uses its sensors on each end of a given track secon to connuously control and count the
train axles passing in and out of that secon. If the current number of axles on the secon is equal to zero, and no
disturbance, error or fault is detected, the system will send out informaon that the secon is clear. In all other
cases the track secon occupied informaon is sent out.
With the BO23 equipment the track secon occupancy can be controlled on the secon with two counng points
(on the open railroad secon or the staon track secon), on the secon with 3 counng points (switch point
secon), on the dead end secon with one counng point, on the double slip switch point secon (4 counng
points) or on the mulple switch points secon with maximum 8 counng 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 staon or in the
block secon equipment shelter near the railroad as shown on the gure 2.
Figure 2 - Axle counter BO23 basic structure for occupancy control of one secon with 2 counng points
Transmission path is not considered as a part of the axle counter because the exisng railway signalling and
telecommunicaon cables are usually used. There is a 2-wire connecon between indoor and outdoor equipment
(single 2-wire telecommunicaon 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 connecon of the two rails by
the wheels and axle of locomoves 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 soluon logic diagram
Track circuit downsides:
Quality of electric signal from transming rail limited by sleepers and ballast insulaon resistance (mustbe as high as possible) leaking the current issue.
This resistance is a liming factor for maximal length of track circuit. Longer secon 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
funcon properly.
Resistance can depend on hydro-meteorological circumstances and condion of top layer (sleepers and
mud). One single roen 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.
Funcon 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 short-
circuit (cross rail axle connecon) can occur because of rusty lm on the rail, etc. Return current from tracon can inuence track circuit in two ways. First is saturang the transformer if
the secon is long, return current being high and ground not ideal. The other inuence is made by higher
harmonics close to frequency of the main signal which complicate the detecon of signal. This is enlarged
by introducing the thyristor tracon.
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 installaon, 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 condions, so they cannot be used for tunnel train detecon.
Track circuits cannot be reliable on steel structures (like steel sleeper).
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1.4. EMC, TESTING AND CERTIFICATION
Figure 5 - EMC Cercate for Axle Counter BO23- UNUR issued by TV Rheinland InterTrac
Reg. No: AE 60021770 0001, Issued in: 06/2008
Figure 6 - SIL4 Cercate for Axle Counter BO23 Issuedby TV Rheinland InterTrac
Reg. No: ACR/B 09/241, Issued in: 10/2009
Figure 7 - BO23 system EMC tesng Figure 8 - BO23-UNUR EMC tesng
Figure 9 - BO23 diagnoscs Figure 10 - BO23-UNUR temperature tesng
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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 DCSensor power supply (U+, U-): 24V DC 5%
Power dissipaon (VUR + ZK24-2): max. 2.5W
Total power dissipaon with
telecommunicaon 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 acve state of
sensor ZK24-2: channel H: 10mA DC 8%
channel L: 10mA DC 8%
Side distance of drop-away from raildetecon of sensor ZK24-2: 5 to 15mm on the whole temperature range, for all rail types
Operang temperature range: -40C to +80C
Relave humidity: up to 100%
Water and dust protecon: IP67 for trackside control unit VUR
IP68 for sensor ZK24-2
Vibraon and shocks resistance: tested according to EN 50125-3
Sensor ZK24-2 - vercal axis: vibraons 5 2000Hz, 28g r.m.s., shocks 200g / 6ms
Sensor ZK24-2 - transversal axis: vibraons 5 2000Hz, 14g r.m.s., shocks 100g / 6ms
Sensor ZK24-2 - longitudinal axis: vibraons 5 2000Hz, 5g r.m.s., shocks 36g / 6ms
Electrical connecon: signal screwdriver terminal blocks
rail ground M16 screw, crimp terminal for 35 to 50 mm wire
Minimal rail wheel diameter: 300mm
Wheel ange height: according to UIC 510-2 (table 1)
Wheel ange thickness: according to UIC 510-2 (table 2)
Rail prole: S45S49UIC54UIC60 (other proles 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 mounng
bracket and cable: 6.05kgSensor shield weight: 6.78kg (UIC60); 6.3kg (S49)
Table 1 - Wheel ange height (according to UIC 510-2)
Wheel diameter 330mm to 630mm 630mm to 760mm >760mm
Wheel ange heightMin. 32mm Min. 30mm Min. 28mm
Max. 36mm Max. 36mm Max. 36mm
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Table 2 - Wheel ange thickness (according to UIC 510-2)
Wheel diameter 330mm to 840mm >840mm
Wheel ange thicknessMin. 27.5mm Min. 22mm
Max. 33mm Min. 33mm
2.2. INDOOR EQUIPMENT BO23-UNUR
Power supply: 18V to 80V DC
Stabilized counng point power supply: 96V DC 4%, 8W, galvanically isolated
Total power dissipaon (8 counng
points, power supplied): at 24V DC: 66W
at 48V DC: 65W
at 60V DC: 66W
at 80V DC: 72WOperang temperature range: -30C do +70C, up to 100% RH
Axle counng capacity: 999 axles with indicaon (internal counng up to 32767 axles)
Microprocessor module conguraon: 2-out-of-3
Maximal number of counng points: 8 local + 1 remote via remote indoor device (RS232)
Maximal number of track secons: 6 secons
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: 150V DC
Maximal current on optocoupler
output transistors: 50mA
Maximal collector-emier voltage
on optocoupler outputs: 75V
Maximal saturaon voltage
on optocoupler outputs: 1V
Reset inputs voltage: reset acvaon: 1480V DC
reset deacvaon:
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3.1.3. CONFIGURATION 3 - OCCUPANCY CONTROL OF 3 INDEPENDENT SECTIONS
Occupancy control of 3 independent secons is performed with one indoor unit BO23-UNUR whose MPU module
runs the operaonal program BO23-3A-3B-2C. First two secons (A and B) can contain up to 3 counng points and
third secon (C) can contain up to 2 counng points. Figure 17 shows the example of 3 independent staon secons.
Figure 17 - Example of 3 independent secons controlled by one indoor unit BO23-UNUR with operaonal program BO23-3A-3B-2C
Each controlled secon can have less counng points than shown on gure 17. Simultaneous train passage is allowed
over any of two or more counng points.
3.1.4. CONFIGURATION 4 - OCCUPANCY CONTROL OF 4 INDEPENDENT SECTIONS WITH 2
COUNTING POINTS EACH
Occupancy control of 4 independent secons is performed with one indoor unit BO23-UNUR whose MPU module
runs the operaonal program BO23-2A-2B-2C-2D. Each of 4 independent secons (A, B, C and D) can have up to2 counng points. Figure 18 shows two examples of the control of 4 independent staon secons with 2 counng
points each.
CP1 CP2
SECTION A
CP3 CP4
SECTION B
CP5 CP6
SECTION C
CP7 CP8
SECTION D
SECTION A
SECTION B
CP7
CP5
CP8
CP6
CP1 CP2
CP3 CP4
SECTION C
SECTION D
Figure 18 - Two examples of 4 independent secons controlled by one indoor unit BO23-UNUR with operaonal programBO23-2A-2B-2C-2D
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Figure 20 - Two examples of two sets of 3 neighbouring secons controlled by one indoor unit BO23-UNUR with operaonal
program BO23-2A2B2C-2D2E2F
3.1.7. CONFIGURATION 7 - OCCUPANCY CONTROL OF 5 NEIGHBORING SECTIONS
If the most distant counng point is sll in range of the indoor equipment (table 3), the occupancy control of5 automac block secons can be performed with one indoor unit BO23-UNUR whose MPU module runs the
operaonal program BO23-2A2B2C2D4E. Some of these 5 secons can be used for the control of staon secons
(e.g. entrance switch point), while the rest of the secons are used for automac block (gure 21).
Figure 21 - Example of 5 neighbouring secons controlled by one indoor unit BO23-UNUR with operaonal program BO23-2A2B2C2D4E (automac block / staon)
3.1.8. CONFIGURATION 8 - OCCUPANCY CONTROL OF 6 NEIGHBORING SECTIONS
If the most distant counng point is sll in range of the indoor equipment (table 3), the occupancy control of
6 automac block secons can be performed with one indoor unit BO23-UNUR whose MPU module runs the
operaonal program BO23-2A2B2C2D2E3F. Some of these 6 secons can be used for the control of staon secons
(e.g. entrance switch point), while the rest of the secons are used for automac block (gure 22).
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Figure 22 - Example of 6 neighbouring secons controlled by one indoor unit BO23-UNUR with operaonal program BO23-2A2B2C2D2E3F (automac block / staon)
3.1.9. CONFIGURATION 9 - OCCUPANCY CONTROL OF 3 INDEPENDENT STATION SECTIONS AND
ONE BLOCK SECTION BETWEEN STATIONS USING SERIAL RS232 LINK
By preseng the operaonal program BO23-3A-2B-2C-2D, one indoor unit BO23-UNUR can control the occupancy
of 3 independent staon secons (secon A with 3, secon B with 2 and secon C with 2 counng points), and
simultaneously one block secon between staons (secon D) with 2 counng points using the serial RS232
connecon with neighbouring staon. Schemac diagram of the occupancy control of block secon between
staons (secon D) is shown on gure 23.
Figure 23 - Control of the block secon between staons using serial connecon RS232 between indoor units BO23-UNURwith operaonal program BO23-3A-2B-2C-2D
The main goal for using the principle of controlling the block secon between staons is to avoid the wire connecon
to the distant counng point when it is out of range of the indoor equipment (in the case of large distance between
staons), or if the wire connecon between staons is simply undesirable (e.g. if there is not enough twisted pairs forthe whole signalling system), so the bre opc cable is preferred. The closer counng point is in this case connected
via 2-wire twisted pair directly to the indoor unit BO23-UNUR (to the terminal of eight counng point, receiving
module UP8) as in previous examples. The indoor unit receives informaon from the distant counng point of the
block secon via RS232 link between the indoor unit BO23-UNUR in the staon and the indoor unit BO23-UNUR
in the neighbouring staon that controls the more distant counng point directly and runs the same operaonal
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. Communicaon between two indoor units is performed on the safety principle for
closed transmission systems according to EN50159-1.
The length of the block secon between staons is limited only by the telecommunicaon parameters of used
transmission system (ber opc cable with appropriate converters, type of modem for 2-wire connecon etc.); the
secon 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 detecon with axle counter BO23 for level crossing on single track open line (basic conguraon) variantwith two overlapping secons
The train presence on the complete level crossing area is controlled using two independent secons (gure 24);secon A between counng point 1 and counng point 2, and secon B between counng point 3 and counng
point 4. Secons A and B are overlapping over the road. Counng points 1 and 4 are located on calculated distances
for switching the level crossing on.
Basic state of the train detecon unit on level crossing (axle counter BO23) is as follows:
Secon A clear, secon B clear (both secons clear).
Condion for switching the level crossing onis any of the following:
Occupancy (release of the Track Clearrelay on the axle counter BO23) of any of the secons (A or B)
during the regular train passage from any direcon, or caused by eventual disturbance/failure
Occupancy (release of the Track Clear relay) of both secons simultaneously caused by disturbance/failure
Some other way of switching-on if provided, independently from axle counter (e.g. manually by switch/
pushbuons), as well as in case of failure detected in the level crossing system.
Condion for switching the level crossing ois any of the following:
Occupancy (release of the Track Clearrelay and picking of the Track Occupiedrelay) of both secons (A
and B) and clearance (release of the Track Occupiedrelay and picking of the Track Clearrelay) of at least
one secon (A or B) regular train passages including shunng
Occupancy (release of the Track Clearrelay and picking of the Track Occupiedrelay) of only one secon (A
or B) and clearance (release of the Track Occupiedrelay and picking of the Track Clear relay) of the same
secon, in case the other secon is clear all the me shunng train movement with change in direcon,without crossing the road
Seng both secons into the basic (clear) state using the reset manual (locally or remotely) or automac
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Some other way of switching-o if provided, independently from axle counter (e.g. manually by switch/
pushbuons, aer the me-out for automac switch-o ).
3.2.2. THREE ADJACENT SECTIONS
Figure 25 - Train detecon with axle counter BO23 for level crossing on single track open line (basic conguraon) variantwith 3 adjacent secons
The train presence on the complete level crossing area is controlled using 3 adjacent secons (gure 25). Counng
points 1 and 4 are located on calculated distances for switching the level crossing on. Secon B that controls the
occupancy of the road area (island secon) 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 secons on the axle counter BO23 (D, E and F) can be used for the other
track, i.e. 4 more counng points. There is sll only one indoor unit BO23-UNUR in the level crossing house; only
the addional modules (cards) are plugged into it according to the applicaon. One indoor unit BO23-UNUR can
control up to 8 counng points, which can be congured on up to 6 secons (see the User Documentaon of BO23).
Basic stateof the train detecon unit on level crossing (axle counter BO23) is as follows:
Secon A clear, secon B clear, secon C clear (all 3 secons clear).
Condion for switching the level crossing onis any of the following:
Occupancy (release of the Track Clearrelay on the axle counter BO23) of secon A or secon C during
the regular train passage from any direcon or caused by eventual disturbance/failure
Occupancy (release of the Track Clearrelay) of secon B or 2 or 3 any of the secons simultaneously
caused by disturbance/failure
Some other way of switching-on if provided, independently from axle counter (e.g. manually by switch/
pushbuons), as well as in case of failure detected in the level crossing system.
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Condion for switching the level crossing ois any of the following:
Occupancy (release of the Track Clear relay and picking of the Track Occupied relay) of secon B and
clearance (release of the Track Occupiedrelay and picking of the Track Clearrelay) of secon B regular
train passages including shunng
Occupancy (release of the Track Clearrelay and picking of the Track Occupiedrelay) of secon A only or
secon C only and clearance (release of the Track Occupiedrelay and picking of the Track Clearrelay) of
the same secon, in case the other two secons are clear all the me shunng train movement with
change of direcon, without crossing the road
Seng all 3 secons into the basic (clear) state using the reset manual (locally or remotely) or automac
Some other way of switching-o if provided, independently from axle counter (e.g. manually by switch/push
buons, aer the me-out for automac switch-o ).
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 detecon with axle counter BO23 for level crossing which is switched-on from one direcon by the staon
interlocking (from the staon)
Such a conguraon of the axle counter BO23 is used when the level crossing is switched-on automacally for the
train direcon towards the staon and for the train direcon from the staon the level crossing is switched-on by
seng the exit train routes on the staon interlocking. This is usually the case when the level crossing is located
between the entrance signal and associated distant-signal. Secon B that controls the occupancy of the road area
(island secon) is minimally 20m long, i.e. must be longer than the greatest distance between two neighbouring
axles on the railway vehicles.
Basic stateof the train detecon unit on level crossing (axle counter BO23) is as follows:
Secon A clear, secon B clear (both secons clear).
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long, i.e. must be longer than the greatest distance between two neighbouring axles on the railway vehicles.
Basic stateof the train detecon unit on level crossing (axle counter BO23) is as follows:
Secon A clear.
Condion for switching the level crossing on (although the primary funcon of the axle counter is in this case
switching-o) is as follows:
Occupancy (release of the Track Clearrelay) of the secon A caused by disturbance/failure or possible
non-regular train passages from the staon.
Condion for switching the level crossing ois any of the following:
Occupancy (release of the Track Clearrelay and picking of the Track Occupied relay) of the secon A and
clearance (release of the Track Occupied relay and picking of the Track Clearrelay) of the secon A
regular train passages including shunng
Seng the secon A into the basic (clear) state using the reset manual (locally or remotely) or automac
Some other way of switching-o if provided, independently from axle counter (e.g. manually by switch/
pushbuons, aer the me-out for automac switch-o ).
3.2.5. TRAIN DETECTION WITH AXLE COUNTER BO23 FOR LEVEL CROSSING ON A SINGLE
TRACK LINE EQUIPPED WITH AUTOMATIC BLOCK
Figure 28 - Train detecon with axle counter BO23 for level crossing on a single track line equipped with automac block
In case the line is equipped with automac block (more than one secon between staons) and dependency
between the level crossing and automac block system should be provided, the switch-on secon between the
switch-on point and the road that has the block signal in direcon towards the level crossing is split on two secons,
and the addional counng point is located behind the block signal. In example on gure 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 secons (AE).
This way the level crossing control system can provide the required dependency with automac block system; e.g. if
the signal Block 1 (gure 28.) shows the stop aspect (red), the level crossing will not switch-on immediately aer
occupaon of the secon A, but only aer signal Block 1 changes the aspect to allow the movement or when thesecon B occupies too etc.
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3.3. OCCUPANCY CONTROL IN STATION
Figure 29 - Example of opmal connecon of axle counters BO23 for small staon control
Figure 29 shows an example of a small staon that uses axle counters BO23 for occupancy control of all staon
secons, between entry signals on both sides. Such a staon with 11 secons / 14 counng points can be controlledby 3 indoor units BO23-UNUR placed in the relay room of the staon, designated in dierent colours on gure
29, together with related secons controlled by appropriate unit. Each counng point (wheel sensor ZK24-2 with
trackside unit VUR) is connected to relay room using only one 2-wire twisted pair, no maer if it belongs to only one
secon (terminal counng point) or two neighbouring secons. Further interconnecons of signals from common
counng points are made among indoor units in the relay room.
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