INSTRUCTION Cfftcl( / PllMPBLIT

Transcription

1 / INSTRUCTION Cfftcl( / PllMPBLIT NUMi&Wl}-~14 UNION SWITCH & SIGNAL SWISSVALE, PA DJVISION OF WESTINGHOUSE AIR BRAKE COMPANY DESCRIPTION OF CAB SIGNAL AND TRAIN CONTROL SYSTEMS WITH INSTRUCTIONS FOR INSPECTION AND TEST OF LOCOMOTIVE I GENERAL EQUIPMENT AFTER INSTALLATION HAS BEEN COMPLETED# FOR LOCOMOTIVE BUILDERS ********************* r!::mto fr:,b i, v 1980 This pamphlet is intended to provide the locomotive builders with information to enable them to make proper inspection and test of train control and cab signal equipment after the installation has- been completed and before the locomotive is delivered to the railroad company The instructions should supplement, but not supersede any instructions which may be furnished by the railroad company II CLASSIFICATION OF EQUIPMENT This company furnishes train control and cab signal equipment of several types or systems, and it is important that the essential features of each be understood These equipments may be classified in accordance with the kind of information or protection provided as follows: A Cab Signal System - This system provides for the display of signal indications in the cab, and a warning whistle which sounds following signal changes to a more restrictive indication until the engineer operates an acknowledging device B Automatic Stop System (Continuous) - This system provides for the display of signal indications in the cab with a warning whistle and an automatic brake application following the signal change The automatic brake application may be forestalled, provided the engineer acknowledges the signal change within a fixed time C Speed Control System - This system provides for the display of signal indicatiuns in the cab and automatic brake applying apparatus to enforce speed restrictions in accordance with signal indications A warning whistle sounds when theprescribedspeed limit is exceededor whenan acknowledgmentof a signal change is required; The automatic brake application may be suppressed if the engineer makes a manual service brake application within a fixed time after the whistle sounds and holds this application until the speed is reduced below the prescribed limit An acknowledgment of the signal change to the most restrictive indication is required to forestall the automatic brake application even though the speed is below the prescribed speed limit oo February 1, 1957 U:::,

2 US&S U-5614 D Intermittentlnductive Automatic Stop System - This system is basically different from the three systems described above in that the control is intermittent instead of continuous, ie, the control of the locomotive equipment is obtained from track elements located at signals or other points along the right of way The system provides for an automatic brake application at approach or restrictive wayside signals This brake application may be forestalled if the engineer operates an acknowledging device at the signal location Signal indications are not displayed in the cab with this system The equipments may be further classified in accordance with the type of track circuit control for the cab signal as follows: A Two Indication Non-Code System - In this system, two signal indications are provided A clear indication is obtained with an a-c current superimposed on the regular track circuit in the running rails, and a restricting indication is obtained with this current removed B Three Indication Non-Code System - This system provides for the display of three signal indications in the cab The control is obtained from two a-c circuits in the running rails One of these is the track or axle circuit in which current flows from a transformer at the leaving end of the block through one rail to the train and returns through the other rail In the second, known as the loop circuit, current flows from a transformer at one end of the block through the two rails in multiple and returns through a line wire A clear indication is obtained with these two circuits energized with current of a predetermined relative polarity An approach indication is obtained with the polarity of one of these circuits reversed A restricting indication is obtained with one or both of these circuits de-energized C Code System - In this system two, three or four signal indications may be obtained The control is obtained from an a-c current in the running rails which is interrupted or coded at a fixed frequency for a given signal indication A clear indication is obtained with a code frequency of 180 cycles per minute; an approach medium indication with a code frequency of 120 cycles per minute; an approach indication with a code frequency of 75 cycles per minute; and a restricting indication with non-coded or no current in the rails III APPARATUS USED WITH EACH SYSTEM A Cab Signal System - The essential apparatus used with the Cab Signal System comprises the following: Receiver - This may be of the one or two piece type and is mounted ahead of the front truck wheels For locomotives equipped for reverse running, a second receiver is mounted at the rear of the locomotive Loop Receiver - This receiver is used only with the Three Indication Non Code System and is mounted at or near the rear of the locomotive Equipment Box - This box houses control apparatus such as the amplifier, relays, decoding units, dynamotor, etc Cab Signal - This signal is designed to display signal aspects as standardized by the railroad company

3 US& S U-5614 Acknowledging Switch - This is a manually operated device and is used by the engineer to acknowledge a change to a more restrictive signal indication Whistle Magnet Valve - This is an electro-pneumatic device used for the control of the warning whistle Motor Generator Set - This unit is used on Diesel Locomotives to supply power to the cab signal equipment at 32 volts from the 64 volt locomotive battery B Automatic Stop System - This system requires all of the apparatus used with the Cab Signal System and, in addition, the following: Timing Valve, Magnet and Reservoir - This is an electro-pneumatic device used in place of the whistle magnet valve and functions to provide the whistle, the delay time, and the control of the brake application valve Brake Application Valve - This device controls the automatic brake application and is usually assembled as part of the engineer's brake valve C Speed Control System - This system requires all of the apparatus used with the Automatic Stop System and, in addition, the following: Speed Governor - This is a centrifugal type governor mounted on a journal box and driven from the end of the axle It is equipped with contacts for the control of one, two or three speed limits Suppression Valve Group - This is a group of valves designed to function with the brake applying apparatus to permit the automatic brake application to be suppressed with a manual service brake application D Intermittent Inductive Automatic Stop System - The essential apparatus used with this system includes the following: Receiver - This is mounted on an unsprung portion of the locomotive on the right hand side, usually on a journal box It is a core and coil assembly similar in structure to the inductor mounted on the track The control functions are transmitted from the track to the locomotive equipment as the engine carried receiver passes over the track inductor Relay Box - This houses a relay which is controlled by the receiver Magnet Valve - This is controlled by the relay and through its valve structure controls the brake application valve Brake Application Valve - This is usually assembled as part of the engineer's brake valve and controls the automatic brake application Acknowledging Valve - This is a manually operated device used by the engineer to forestall an automatic brake application Reset Cock :- This is sometimes used to reset the brake application valve A stop reservoir and pneumatic cjrcuit controller may be used in place of the reset cock to provide a time element resel IV CHARACTERISTIC DATA Of EQUIPMENT USE!) BY EACij RAILROA~ The data in the tabulation on Shs 10, 11, 12, 13 & 14 provide information relative to the type of equipment used by each railroad This information will be

4 US& S U-5614 helpful in making the proper identification of the equipment used and in making the necessary adjustments and tests Prints of circuit plans, wiring diagrams and schedules of equipment should be obtained from US & S as required V INSTRUCTIONS FOR INSPECTION AND TEST The f ollowihg instructions should be followed in making the inspection -and test of the equipment It should be understood that some equipments include special apparatus or features which are not covered by these instructions, but which should be checked In these cases, the test requirements will be suggested by a study of the circuit plan or by information furnished by this company A General Inspection: (1) A g~neral inspection of all equipment, including pipe, conduit, and wiring should be made, to determine that all parts are held securely, all mounting bolts are tight, and pipe and conduit clamps are secure Air pipe leakage should be eliminated (2) Before applying the equipment box apparatus, remove shipping screws from relay bases, and apply plug screws to the holes vacated by the shipping screws (3) Clean equipment box and plug-in apparatus with dry air, o:r with a suitable brush (4) Inspect the plug connectors on the equipment box, amplifier, and relay terminal boards for broken or bent parts, etc (5) Check all terminal connections in equipment box and on amplifier and relays (6) box apparatus for possible damage Check the mounting brackets to see that the mounting bolts3tte and the' brackets secure The height of each receiver above the top of the rail should be checked and should be within the limits specified on the drawing B Power Supply Motor-Generator or Turbo-Generator It is important that the polarity of the 32 volt power supply be checked before and after the main switch is closed The terminal should be positive and the C terminal negative With some equipments, damage may result if this' ponot ' With the main switch closed, the voltage at the equipment box shoultl 1be checked and C terminals' and should be 30 to 34 The voltage~beset is used, should be betweeh 310 M-G set should be 64 to 76 volts When dynamotor is used, the voltage should be checked and should be within the Volts B350 - C: Volts

5 US& S U-5614 C Wiring The insulation resistance of all train control tli' cab signal wiring should be checked with a megger; with the main switch opert; thegger between common (C) wire and ground and also between ground and each other circuit not connected to common with the equipment de-energized Each of these readings should be not less than 1 0 megohm The external wiring should be checked for continuity and for crossed circuits This test may be made with a voltmeter by checking the voltage across terminals of cab signal lights, magnet valves and the acknowledging pick-up circuit It should be noted that full voltage is obtained across terminals which are supposed to be energized and that each of the other terminals is de-energized D Receiver Tuning The receiver tuning capacitor (when adjustable type is used) should be adjusted for the capacity specified on the attached tabulation The capacitor taps not used should be terminaled on the "C" post E Pick-up Adjustment (1) Two Indication Non-Code System With receiver over test loop or rail circuit and with test set output of proper frequency connected to test circuit, increase current until engine relay picks up to display clear indication in cab signal This current is the "Pick-up" of the engine relay and should be within the limits specified on the tabulation Pick-up may be adjusted by changing values of grid leaks in track phase of amplifier (2) Three Indication Non-Code System With track and loop receivers over test loop or rail circuit and with test set output of proper frequency connected to test circuit, adjust track current in test circuit to value specified on the tabulation Increase loop current in test circuit until engine relay picks up to display clear indication in cab signal This value of loop current is "Pick-up" and should be within limits given on the tabulation Reverse polarity of loop current and repeat above test to check "Pick-up" for approach indication Pick-up may be adjusted by changing value of grid leaks in track phase of amplifier (3) Code System With receiver over loop or rail test circuit and with test set output of proper frequency connected to test circuit, apply 180 code current to test circuit and increase value of current until master relay operates The non-code value of this current is "Pick-up" and should be within limits given on the tabulation Repeat the above test with 75 and 120 code current for the four indication system This pick-up may be adjusted to a higher or lower value by changing the position of the pick-up adjustment switch on the test panel or changing the interstage transformer tap connection on the amplifier depending on which is used

6 US& S U-5614 F Operating Test The equipment should be checked for the proper operation of the following features of each of the basic systems The track circuit test equipment should be adjusted for current values somewhat higher than the pick-up value given in the tabulation for the equipment to be tested All switches should be in the closed or normal position and all cut-out cocks should be in the open position, 1 Cab Signal System All signal indications are to be checked to detel'mine that they are in accordance with conditions set up in the track test eircuit With the Two Indication Non-Code System a clear indication should be obtained when the track circuit is energized and a restricting indication with the track circuit de-energized With the Three Indication Non-Code System, a clear indication should be obtained when the track and loop circuits are energized with currents of a given relative polarity The reversal of the polarity of either the track or loop circuit should give an approach indication The removal of either track or loop current (or both) should give a restricting indication With the code system, a clear indication should be obtained with 180 code current in the track test circuit Likewise, an approach medium indication should be obtained with 120 code"; an approach indication with 75 code and a re- stricting indication with non-coded or no current in the test circuit The warning whistle shoulq sound with any of the systems following a signal change to amore restrictive indication It should continueto sound untilthe acknowledging switch is moved to the acknowledging position and then returned to the normal position The whistle should also sound at any time the switch is moved to the acknowledging position It should not sound on signal changes upward to a less indication On locomotives equipped for single end operation but for forward and reverse running (track receiver on each end), the check of signal indications should be repeated with the equipment set up for revers:e running On locomotives equipped for double end; operation, ie, duplicate cab equipment and track receiver on each end, the operating tests of the cab signal and warning whistle should be made with the equipment set up for operation from each end of the locomotive 2 Automatic Stop System (Continuous) The signal and whistle indications for the Automatic Stop System are the same as for Cab Signal System and, therefore, should be checked as outltned above The warning whistle, however, is supplied with air from' a timing :,eservoir in automatic stop system instead of from a constant pressure sup- :r,ly as in the Signal System In the Automatic Stop Systems, therefore, the whfstle sound the reservoir supply is exhausted or until the signal change is acknowledged or an automatic brake application is initiated The following features of the automatic brake application should be checked:

7 US& S U-5614 a The brake application should be initiated by the brake application valve at the expiration of a delay time of approximately six seconds following the signal change to a more restrictive indication provided the signal change is not acknowledged during the delay time b The brake application should be at the normal service rate If the brake valve handle is placed in the lap position immediately after application is initiated, the brake pipe reduction will be limited to a full service reduction (28-32 lbs with 90 lb B P pressure) A further reduction at the service or emergency rate may be made by moving the brake valve handle to the service or emergency positions c the brakes, the brake valve handle must first be placed position to reset the brake application valve If a stop reserthis valve will be reset in approximately sixty seethe stop reservoir is charged The acknowledging operated to energize the timing valve magnet released in the usual manner by moving the "''"'''"""'"' or running position,,,u,, v valve moves to application position pneuor switches are operated which open cirreduce the to idling speed and also to open the ack- circuit Power cannot be restored to the engines and acknowledgment cannot be made until after the application valve has restored to normal position to a more restrictive indication is acknowledged delay time, the automatic brake application (a) Control - The speed governor is equipped with contacts for the control of the timing valve magenforcement of one, two, or three speed limits in accor- indications dance with these equipments are similar to those of the autothe automatic brake application is under the governor and a manual suppression feature which are in control of the speed limit enforced will de-energize the timing valve magnet, causing the warning whistle to sound, and after a delay time of approximately six initiate an automatic brake application occurs when the speed is reduced to the re-energize the timing valve magnet and to be reset and the brakes to be reshould be checked for each speed limit and for each sigsame speed limit is enforced for more than one

8 US& S U-5614 (b) brake application may be suppressed provided a manual service brake application is initiated before the expiration of delay time A permanent or complete suppression is effective when a 20 pound reduction is made A temporary or partial suppression is effective for a short time interval when a reduction of less than 20 pounds made An automatic application will be obtained following a brake application if the governor contacts have not been closed by reduction of speed to prescribed limit (c) Acknowledgment - An acknowledgment of signal changes to a more restrictive indication is not required with speed control equipments except for the change to the most restrictfve 'indication The change to the most restrictive indication must be acknowledged, irrespective of the speed of the locomotive Failure to acknowledge will result in an automatic brake application which cannot be released until after the stop reservoir is charged (approx 60 seconds) If this brake application is prevented by a manual brake application, the acknowledgment must be made before the brakes are released switch, in the placed operative condition by closing the main,,f,,,,;; switch or valve and opening the cut-out cock """" &vu valve an operating test may be made by 24" long An automatic brake apmoving this bar from a position approxithe receiver core to the core sur,, '"""'"'" relay and the magnet valve con- -- comprising an acknowledging valve, rethe brake application may be forestalled to position within approxithe against the receiver an acknowledging switch and a application may be forestalled if acknowledging position within approxmoved against the receiver sition, service rate and should be 90 pipe presafte:r the or emergency tates service or emergency pomust be placed in lap pomust be ope rated to reset the

9 US& S U-5614 application valve If a stop reservoir is used in place of a reset cock, the reset of the application valve is delayed approximately sixty seconds until the stop reservoir is charged after which the acknowledging valve should be operated After the application valve has moved to the reset or normal position, the brakes may be released in the usual manner by moving the brake valve handle to the"l'elease or running position With electric acknowledgment and stop reservoir, the reset of the application valve is accomplished by lapping the brake valve and waiting until the stop reservoir is charged Following this, the acknowledging switch should be operated fnd the brakes released in the usual manner When the brake application valve moves to application position, pneumatic circuit controllers or switches are operated, and they in turn open circuits to reduce the engines to idling speed, and also to open the acknowledging circuit if the stop reservoir arrangement is used Power cannot be restored to the engines and the acknowledgment cannot be made until after the application valve is restored to normal position With some equipments, a warning bell is used to indicate that the locomotive 1s passing a "stop,, wayside inductor and that the brake application has been forestalled This operation should, therefore, be checked by noting that the bell sounds when an acknowledgment is made, and the engine relay is de-energized by the "bar test" A warning whistle is sometimes used with equipments having pneumatic acknowledgment This whistle should sound at any time the acknowledging valve is operated, -- whether o:r not the engine relay is de-energized

10 c:: tll Equipment Type Box ' of Circuit Wiring Schedule Railroad System Locomotive Plan Diagram No Current Frequency Receiver Tuning Capacitor Pick-Up Amperes f!<:> Ul L & N Two Indication Diesel 711 See Sh 6A Non-Code Speed Sh 218 Sh 220 Control Aut Stop Each Capacitor 2 to 3 I c Two Indication Diesel 553 Non-Code-Aut S_h0~ Sh Stop-Int Ind Note: See Page fror Int Ind Equip Data Aut Stop Each Capacitor 25 to 30 B & M Two Indication Diesel 498 Non-Code Cab Sh 229 Sh Signal to 35, 0 DL& W Two Indication Diesel 540 Non-Code Cab Sh 240 Sh 144 Signal to 20 A T&S F Three Indication Diesel 573 Non-Code Sh 255 Sh 205 Speed Control 60 T Loop 45 to 55 C MSt P Three Indication Diesel & P Non-Code Sh 71 Sh 214 Cab Signal 60 T- 26 L Loop 25 to 35 c:: I C}1 0:,, ~

11 Equipment Type Box of Circuit Wiring Raill'oa,d System Locomotive Plan Diagram Schedule No Current Frequency Receiver Tuning Capacitor Pick-Up Amperes q 00 ~ 00 L & N Two 'indication Diesel Non-Code Shs 351 Sh 353 Speed Control and Add 011 in series w/fixed 017 Secs 0 2 to 0 3 L & N Two Indication Diesel Non-Code Sh 359 Sh 358 Auto Train Stop on Each Capacitor 02 to 0,3 IC Two Indication Diesel Non-Code Sh 387 Sh 386 Aut Train Stop Single Channel 025 to 03 IC Two Indication Diesel Non-Code Sh 383 Sh 376 Aut Train Stop (60 &100) Sh 361 Sh 248 (60) Sh 371 Sh 248 (100) & Two Channel to 0 3 Cycles Cycles CB & Q Four Indication Diesel Code Cab Signal Sh 309 Sh B to 55 LI Three Indication Diesel Code Speed Con- Sh 311 Sh 312 trol / to 215 LI Three Indication MU Cars Code Speed Con- Sh 377 Sb 384 trol / to 2 15 LI Three Indication RD C Code Speed Con- Cars Sh 378 Sh 384 trol I / to 215 q I Cl 0) -~

12 l Type of Circuit Railroad System Locomotive Plan Equipment Box Wiring Schedule Current Diagram No Frequency Receiver Tuning <;apacitor Pick-Up Amperes c::: m ~ Cfl CMSL P Three Indication Diesel & P Code & "Loop" Sh 388 Cab Signal Sh389 Sh N &W Three Indication ~am:: Non-Code Sh 224 Cab Signal Sh223 T-26 L Loop 1 0 max U P Three Indication Diesel Code Cab Signal Sh350 & Int Ind Train Stop U P Three Indication Diesel Code Cab Signal Sh 301 U P Two Indication Steam Code Cab Signal Sh E 60 Sh Sh Sh ~ S A L Three Indication Diesel Code Cab Signal Sh Sh CRI & P Four Indication Steam Code Cab Signal Sh222 Diesel Sh222 Diesel Sh266, Sh , 514 Sh , 730 Sh c::: I C11 0) ~

13 Type of Circuit Railroad System Locomotive Plan Equipment Box Wiring Diagram Schedule No Receiver Pick-Up Current Tuning Frequency Capacitor Amperes ~ 00 rao 00 CRR of Four Indication Diesel NJ Code Cab Sh 250 Signal Sh Sh Sh to 1 6 PRR Four Indication Diesel Code Cab Signal Sh 262 Sh 267 NYNH&H Four Indication Steam Code & Two Sh 189 Ind Non-Code 617 Sh Sh Sh to /3 100-Code 3 to Non- 25 to 35 Code Reading Co Four Indication M UCars Code Cab Signal Sh Sh O to 1 3 -(,) P &LE Int Ind Aut Diesel Stop Sh Electrical Characteristics of Intermittent Inductive Equipment N Y C&St L n Diesel Sh 78 c & o " Steam Sh 15 c & o " Diesel Road Sw Sh 88 I c " Diesel Sh 212 AT& SF II Diesel Sh Sh Relay Res 11 5 ohms Norm Relay Current-60 m a Receiver Prim Res 14 0 ohms tot Receiver Prim Res 1 65 ohms tap Receiver Prim Amp1 55-Volts 21 7 Receiver Sec Res 28 0 ohms Magnet Valve Res 6 5 ohms Magnet Valve Volts 10 1 c:: I cn ' C),!:>,

14 Type of Circuit Railroad System Locomotive Plan Equipment Box Wiring Diagram Schedule No Current Frequency Receiver Tuning Capacitor Piek-Up T:raek Amperes c Cll go CJl Penna Four Indication Diesel Code - 3 speed Road Sh 327 Control Pass Penna Four Indication Diesel Code - 3 speed Road Sh 327 Control Frt Sh ' Sh I /3 i / Penna Four Indication Electric Code - 3 speed Sh 340 Control Penna Four Indication Diesel Code - 3 speed Road Sh 331 Control Switcher Sh 337 Sh 339 Sh / / ,i, RF& P Four Indication Diesel Code - 2 speed Road Sh 381 Control Pass Sh RF& P Four Indication Diesel Code - 2 speed Road Sh 381 Control Frt Sh RF& P Four Indication Diesel Code - 2 speed GP 7 Sh 382 Control CRRNJ 1 Four Indication Diesel Code - 2 speed Road Sh 334 Control Switcher ' Sh 307 Sh E ' c I t1l 0:, ~