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1. nF UF EQUIPMENT BOX SPEED GOVERNOR N451404 7004 co 2 4 805 BK ose 36 OPT ONAL PECORDER 37 use 38 SUPPLIEO BY OTHERS IN WIRING WASCO TRAIN CONTROL AND OR CAB SIGNAL EQUIPMENT ALL WINING EXTERNAL TO THIS EQUIPMENT SHALL RUN SO THAT ISOLATION IS OBTAINED FROM OTHER LOCOMOTIVE OR CAR WIRING TO PREVENT MIS OPERATION OF THE TRAIN CONTROL AND OR CAB SIGNAL SYSTEM FROM INTERFERENCE TRAIN CONTROL AND OR CAB SIGNAL WIRES SHALL BE RUN THROUGH THEIR OWN FERROUS CONDUIT Pipe AND BE PHYSICALLY SEPARATED AS MUCH AS POSSI3L FROM OTHER LOCOMOTIVE OR CAR WIRING IN ORDER TO OBTAIN MAXIMUM ISOLATION TWISTED AND OR SHIELDED WIRING SHALL ALSO BE USED WHERE INDICATED ALL TRAIN CONTROL AND OR CAB SIGNAL WIRING SHOULD BE IN ACCORDANCE WITH ASSOCIATION OF AMERICAN R ILROADS OPERATIONS AND MAINTENANCE DEPARTMENT MECHANICAL OIVISION MANUAL DF STANDAROS AND RECOMMENDED PRACTICES SECTION F LOCOMOTIVES AND ELECTRICAL EQUIPMENT WIRING PRACTICE FOR ROLLING STOCK STANDARO REVISED 19T3 ALL RELAYS ARE SHOWN WITH POWER ON AND ACKNDWLEDGEMENT MADE WITH NO CODE BEING RECEIVED unssiass 2903 so 5016077264 rastess 2s ia k segs E RE sn ann me ce DIESEL LOCOMOTIVES 2050 ETT EET ES TYPE EL CAB SIGNAL AND OVERSPEED STANDARD CIRCUITS WESTINGHOUSE AIR BRAKE COMPANY UNION SWITCH amp S2. END REVERSER ACK SW TWISTED PAIR THREE WIRE TWISTED REVERSER A END A END FSS CIRCUIT MA BKR 180 RBR 9 DECOOING UNIT DECODING UNIT 64V 75 BATTERY to v TWISTED PAIR 4 TER INDICATOR 3 WIRE TWISTED TWISTED PAIR B END REVERSER ACK SW Fu FT IN WIRING WABCG TPAIN CONTROL AND OR CAB SIGNAL TRACK RECEIVERS 2 SUPPLIED BY OTHERS EQUIPMENT ALL i31 G EXTERNAL TO THIS EQUIPMENT SHALL BE RUN SO THAT ISOLATION 15 OBTAINED FROM OTHER LOCOMOTIVE OR CAR WIRING TO PREVENT MIS THREE WIRE TWISTED OPERATION OF THE TRAIN CONTROL AND OR CAB SIGNAL SYSTEM FROM INTERFERENCE TRAIN CONTROL AND OR CAB SIGNAL WIRES SHALL BE RUN THROUGH THEIR OWN FERROUS compuir PIPE AND BE PHYSICALLY SEPARATED AS MUCH B END 7 AS POSSISLE FROM OTHER LOCOMOTIVE OR CAR WIRING IN RLUERSER pe OROER TO OBTAIN MAXIMUM ISOLATION TWISTED AND OR SHICLDED WIRING SHALL ALSO BE USED WHERE INDICATED X FS 1A 90 gt HFS 1 ALL TRAIM CONTROL AND OR CAS SIGNAL WIRING SHOULD BE IN ACCORDANCE WITH ASSOCIATION OF AMERICAN e RAILROADS OPERATIONS AND MAINTENANCE DEPARTMENT L MECHANICAL DIVISION MANUAL OF STANDARDS AND RECOMMENDED PRACTICES SECTION LOCOMOTIVES AND ELECTRICAL EQUIPMENT WIRING PRACTICE FOR ROLLING STOCK STANDARD REVISED 1973 ALL RELAYS ARE SHOWN WITH POWER ON AND ACKNOWLFOGEMENT MADE WITH NO CODE BEING RECEIVEO ALL TWISTED WIRING TO BE ONE TURN PER FOOT M
3. GEM DWG OF TRACK amp LOOP EFT Nou 4 RECIEVERS FOR AUTOMATIC ren 22 4 7276 TRAIN CONTROL K VA WABCO UNION SWITCH amp SIGHAL DIVISION Westinghouse Air Brake Co Pittsburgh 15218 U S A 907407 40 REQ IS SES Figure 5 1B EL Cab Signal System Receiver Diagram 6071 23 24 THREE WIRE TWISTED TRACK RECEIVERS A END REVERSER pee c ed TWISTED PAIR THREE WIRE TWISTED REVERSER END AZ ER LI 1 CIRCUIT BKr 64V BATTERY TWISTED PAIR ED TER IMDICATOR 1 I WIRE TWISTED TWISTED PAIR ERE TNISTE NOTES t o og OTES m LINE MOTOR CAR TO A TRAILER Trin Ha vB END REVERSER ACK SW FT 1 gt DENOTES TRAIN LINE JUMPER MOTOR CAR TO B TRAILER 4 SUPPLIED BY DTHERS IN WIRING WABCO TRAIN CONTROL ANO OR CAB SIGNAL j EQUIPMENT ALL WIRING EXTERNAL TO THIS EQUIPMENT JUNCTTON asm BLOCK TRACK RECEIVERS SHALL BE RUN 50 THAT ISOLATION 15 OBTAINED FROM OTHER LOCOMOTIVE OR CAR WIRING TO PREVENT MIS OPERATION OF THE TRAIN CONTROL AND OR CAB SIGNAL SYSTEM FROM INTERFERENCE TRAIN CONTROL AND OR CAB SIGNAL WIRES SHALL BE RUN THROUGH THEIR OWN FERROUS 5 CONDUIT PiPE AND BE PHYSICALLY SEPARATED AS MUCH END AS POSSIBLE FROM OTHER LOCOMOTIVE OR CAR WIRING IN ORDER TO OBTAIN MAXIMUM ISOLATION TWISTED AND OR R
4. STANDARD CIRCUITS ma RES Feen ose mrs 5 20 78 Een kann 6071 p 33 34 REVISED PER MARKED PRINT 136926 132 Figure 6 2B Type EL Cab Signal and Overspeed Standard Circuits Chopper Cars SHIELDED TWISTED PAIR BE D N 2438 OR EQUIVALENT gt c pl MULTICONDUCTOR CABLE see SH 3604 SPEEDOMETER 13 LL SA5_INDICATOR JUNCTION BLOCK sAME ONE AS SHOWN ON SH 3604 a a 2 S SHAPER LIMITER 404 8801 Figure 6 2C Type EL Cab Signal and Overs Chopper Cars EQUIPMENT BOX WEAR MM SWITCH 9 3 gis 2 895 SPEED GOVERNOR N451404 7602 s D 0 0 OPTIONAL RECORDER USE NOTES 2 SUPPLIED BY OTHERS IN WIRING WABCO TRAIN CONTROL AND OR SIGNAL EQUIPMENT ALL WIRING EXTERNAL TO THIS EQUIPMENT SHALL BE UN SO THAT ISOLATION 5 OBTAINED FROM OTHER LOCOMOTIVE OR CAR WIRING TO PREVENT OPERATION OF THE TRAIN CONTROL AND OR CAB SIGNAL SYSTEM FROM INTERFERENCE TRAIN CONTROL AND OR CAB SIGNAL WIRES SHALL BE RUN THROUGH THEIR OWN FERROUS CONDUJT PIPE AND BE PHYSICALLY SEPARATED AS MUCH AS SIBLE FROM OTHER LOCOMOTIVE OR CAR WIRING IN ORDER TO OBTAIN MAXIMUM ISOLATION TWISTED AND OR SHIELDED WIRING SHALL ALSO BE USED WHERE INDICATED ALL TRAIN CONTROL AND OR SIGNAL WIRING SHOULD BE IN ACCORDANCE WITH ASSOCIATION OF AMERICAN RAILROADS OP
5. p WABCO Mar SERVICE MANUAL 6071 TYPE EL THREE INDICATION CODED CONTINUOUS CAB SIGNAL AND SS 3 OVERSPEED PROTECTION OPERATION AND MAINTENANCE August 1979 B 79 75 2146 2 UNION SWITCH amp SIGNAL DIVISION mu AMERICAN STANDARD INC ws Swissvale PA 15218 SECTION I II III IV V VI VII VIII IX XI TABLE OF CONTENTS GENERAL DESCRIPTION THEORY OF OPERATION CAB SIGNAL INDICATIONS WAYSIDE CONTROL OF CODED RAIL CURRENT WAYSIDE CONTROL OF CUT IN CUT OUT AND RUNNING TEST LOOPS DESCRIPTION AND LOCATION OF ONBOARD EQUIPMENT CIRCUIT OPERATION OF ONBOARD EQUIPMENT MAINTENANCE AND TESTING OF ONBOARD EQUIPMENT MAINTENANCE AND TESTING OF ONBOARD OVERSPEED EQUIPMENT PARTS LIST AND ORDERING INFORMATION EQUIPMENT REFERENCES OF EL CAB SIGNAL SYSTEM PAGE d N P Ut wou 13 15 19 20 WABCO Figure LIST OF ILLUSTRATIONS Wayside and Cab Signal Aspect Diagram Typical EL Cab Signal System Receiver Set Up EL Cab Signal Speed Control System Block Diagram Three Indication Speed Control Locomotives and MU Cars Relay Operation EL Cab Signal System Receiver Diagram EL Cab Signal System Receiver Diagram Type EL Cab Signal and Overspeed Circuits EX MU Cars Type EL Cab Signal and Overspeed Circuits EX MU Cars Type EL Cab Signal and Overspeed Circuits EX MU Cars Type EL Cab Signal and Overspeed Circuits Chopper Cars
6. TIMING VALVE B32 A zum mM 2L 8 2 TEM TO 45 LB AIR SUPPLY SSU CLOSE AT SWITCH OPEN AT PS3 E EJ I 1 I E CLOSE AT rst OPEN AT PSI SUPPRESS ION PRESSURE SWITCH NOTES 1 SUPPLIED OTHERS 2 IN WIRING WABCO TRAIN CONTROL AND OR CAS SIGNAL EQUIPMENT ALL WIRING EXTERNAL TO THIS EQUIPMENT SHALL BE RUN SO THAT ISOLATION 15 OBTAINEO FROM OTHER LOCOMOTIVE OR CAR WIRING TO PREVENT MIS OPERATION OF THE TRAIN CONTROL AND OR SIGNAL SYSTEM FROM INTERFERENCE TRAIN CONTROL AND OR SIGNAL WIRES SHALL BE RUN THROUGH THEIR OWN FERROUS CONDUIT PIPE AND BE PHYSICALLY SEPARATED AS MUCH AS POSSIBLE FROM OTHER LOCOMOTIVE OR CAR WIRING IN ORDER YO OBTAIN sAXIMUM ISOLATION TWISTED AND OR SHIELDED WIRING SHALL ALSO BE USED WHERE INOICATED ALL TRAIN CONTROL AND OR CAB SIGNAL WIRING SHOULD BE IN ACCORDANCE WITH ASSOCIATION DF AMERICAN RAILROADS OPERATIONS AND MAINTENANCE DEPARTMENT MECHANICAL DIVISION MANUAL OF STANDARDS AND RECOMMENDED PRACTICES SECTION F LOCOMOTIVES AND 1000MFD ELECTRICAL EQUIPMENT WIRING PRACTICE FOR ROLLING B STOCK STANDARD REVIS D 1973 ALL RELAYS SHOWN WITH POWER ON AND ACKNOWLEDGEMENT MADE WITH NO CODE BEING RECEIVED OPTIONAL RECORDER USE wesreesesor 58 Lum curet D meum ur TYPE EL CAB SIGNAL AND OVERSPEED m
7. Type EL Cab Signal and Overspeed Circuits Chopper Cars Type EL Cab Signal and Overspeed Circuits Chopper Cars Type EL Cab Signal and Overspeed Circuits Diesel 3700 Type EL Cab Signal and Overspeed Circuits Diesel 3700 Type EL Cab Signal and Overspeed Circuits Diesel 3700 Type EL Cab Signal and Overspeed Circuits Diesel 2000 Series Type EL Cab Signal and Overspeed Circuits Diesel 2000 Series Type EL Cab Signal and Overspeed Circuits Diesel 2000 Series 11 Standard Standard Standard Standard Standard Standard Standard Standard Standard Standard Standard Standard 11 18 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 waeca SECTION I GENERAL DESCRIPTION The Coded Continuous Cab Signal System was developed to provide in the cab of the locomotive a signal that is always plainly visible to the engineman and which at all times shows the conditions ahead and promptly indicates any changes in those conditions Means are provided for automatically sounding a warning whistle after a more restrictive cab signal indication is given and for silencing this whistle by operation of an acknowledging switch SECTION II THEORY OF OPERATION 2 1 GENERAL THEORY The system employs alternating current at a frequency of 90 or 60 hertz per second fed into the rails at the exit en
8. p j fh TO 45 LB He IR SUPPLY co EPCO 5 y sTOP INSURING PRESSURE SW B ENO CLOSE AT 120 PSI OPEN AT 80 PSI 1s TIMING VALVE BEND TO 45 LB HI AIR SUPPLY ACK SW 4 A END d oos 32 osRP 2 cii ACK SW OSRP 2 C pl N C S 3 OSAP 1 ES NOTES 1 Hl DENOTES TRAIN LINE JUMPER MOTOR CAR TO TRAILER A 6 DENOTES TRAIN LINE JUMPER MOTOR CAR TO TRAILER 2 SUPPLIED AY OTHERS 1000MFD EQUIPMENT ALL WIRING EXTERNAL TO THIS EQUIPMENT SHALL BE RUM SO THAT ISOLATIOW 15 OBTAINFD FROM OTHER LOCOMOTIVE OR CAR WIRING TO PREVENT MIS OPERATION OF THE TRAIN CONTROL AND OR CAS SIGNAL SYSTEM FROM INTERFERENCE TRAIN CONTROL AND OR CAB 42 SIGNAL WIRES SHALL BE RUN THROUGH THEIR OWN FERROUS COMOUIT PIPE AND BE PHYCICALLY SEPARATED AS MUCH AS POSSIBLE FROM LOCOMOTIVE OR CAR WIRING IN ORDER TO OBTAIN MAXIMUM ISOLATION TWISTED AND OR SHIELDED WiRING SHALL ALSO BE USED WHERE INDICATED E 43 OPTIONAL 4 ALL TRAIN CONTROL AND OR CAB SIGNAL WIRING SHOULD RECDROER BE IN ACCORDANCE WITH ASSOCIATION OF AMERICAN 2 3 1M WIRING WABCO TRAIN CONTROL AND OR CAG SIGNAL USE RAILROADS OPERATIONS AND MAINTENANCE DEPARTMENT MECHAMICAL DIVISION MANUAL OF STANDARDS AND RECOMMENDED PRACTICES SECTION F LOCOMOTIVES AND ELEC
9. EA ME EEE EG EO Normal Ack Normal Normal Ack Normal ACK Acknowledge D De energized E Energized NOTE The above table is based on no locomotive car movement and no artifical speed signal being introduced into the system Figure 4 Three Indication Speed Control FEPASA Locomotives and MU CARS Relay Operation OBA WABCD Na SECTION X PARTS LIST AND ORDERING INFORMATION If it becomes necessary to replace components during unit maintenance the following procedures should be followed in obtaining replacement parts a Standard Parts All electrical and mechanical part replacements for this unit can be obtained through your local Field Office or Representative However many of the standard 5 electronic components can be obtained locally in less time than required to order them from WABCO Before purchasing or ordering replacement parts check the parts list for the value tolerence rating and description NOTE When selecting replacement parts it is important to remember that the physical size and shape of a component may affect its performance in the unit particularly at high frequencies 11 replacement parts should be direct replacements unless it is known that a different component will not adversely affect system performance b Special Parts In addition to the standard electronic components some special components are used in this unit These components are
10. Timing Valve Speedometer F 42 Converter U 5778 V 0 Shaper Limiter PCB Speed Governor PCB SM6082 Locomotives 3700 Series Speed Governor PCB MU Cars Speed Governor PCB Locomotives 2000 Series EPCO Relay Standing Electric Cut Out Switch SECO Change Over Switch 60 90Hz Magnetic Pickup Adapter Cable and Connector Ass Magnetic Pickup only Impulse Generator OSR and OSPR Relays Cut Out Switch 20 J725707 0069 J337050 N451126 1701 N451033 2901 N451404 6801 N451404 7601 N451404 7602 N451404 7604 N143170 N300011 J725707 0068 N451125 5502 J738109 J712086 N398348 WABCO RECEIVER JUNCTION Box 066209 sn ceze2 396284 5 UN215777 m Es EN Connector Cable Grip RECIEVER APPLICATION AS SHOWM 1 2 EJ CRT amp RP B amp M E L PER VIEW A RFFSA EFSJ BRAZIL 084208 SH ZA EXISTING DIESELS 056208 4 OF 065208 SH ZA Wining Diagram Y gt v ER lee Em EHEN 2222292222 056205924 5 E s 225 132076 00 UNS32077 3 osserer uwasei o s Gasse uwsss 5 2267 3 FRE a sS 5 WHEN MOUNTING RECIEVER ON LOCOMOTIVE AS SHOWN MINIMUM CLEARANCE OF Ya SHALL BE White MAINTAINED BETWEEN THE CORE AND ANY FERROUS METAL PART OF THE LOCOMOTIVE X WIRING DIAGRAM Coi Pe No to front to front yA 3
11. and VR when a train enters an occupied track circuit NO CODE will be received on the locomotive because the rail current will be shunted by the wheels and axles of the train ahead Like wise any condition such as broken wire open or misaligned switch or loss of power or any condition that produces steady uncoded AC rail current or no rail current will result in the display of the most restrictive cab signal indication 6071 p 4 WABCO Way SECTION V WAYSIDE CONTROL OF CUT IN CUT OUT AND RUNNING TEST LOOPS At certain locations where trains enter and leave cab signal territory test loops have been installed for the purpose of turning on and turning off the cab signal equipment on the train The cut in cut out loop serves to turn on the cab signal equipment by a 60 or 90 Hz signal coded at the 180 rate when the train is entering the cab signal territory When the train is leaving the cab signal territory the loop is energized with a high energy 60 or 90 Hz signal coded at the 180 rate This with proper manipulation of the switches on the lococomotive will cause the cab signal equipment on the locomotive to be inactive When it is desired that the cab signal equipment be cut out at locations other than a cut out loop such can be accomplished by actuation of the Standing Electric Cut Out SECO switch both decoding relays must be de energized The SECO switch is located outside of the locomotive
12. manufactured or selected by WABCO to meet specific performance requirements or are manufactured for WABCO in accordance with our specifications Most of the mechanical parts used 2 in this unit have been manufactured by WABCO Order all special parts directly from your Local WABCO Field Office or Representative c When ordering replacement parts from WABCO include the following information 1 Unit nomenclature 2 Unit serial number 3 A description of the part 4 WABCO part number 6071 p 19 wasco SECTION EQUIPMENT REFERENCES OF EL SIGNAL SYSTEII Circuit Plans are included at back of Pamphlet Equipment Pamphlet i Part Number Equipment Box HU Cars and Chopper Cars Locomotives 3700 Series UN451088 2702 Locomotives 2000 Series UN451088 2703 Shelf for Box MU Cars and Chopper Cars UN451489 2901 gt Locomotives 3700 Series UN451489 2902 Locomotives 2000 Series UN451489 2903 Fuse 5 amp J71165 UN451088 2701 6071 p Amplifier 60 Hz 5 6072 N451463 0201 90 Hz SH6072 N451463 0202 Master Relay U 5683 A N326921 180 Decoding Unit U 5684 A N326919 75 Decoding Unit U 5684 B N326920 Style PN 59 Relay U 5624 A N273665 Receiver One Unit U 5626 A N396279 Receiver Junction Box KP Relay 1 3623 N191500 Style PL 59 Relay SU 4549 N386991 Receiver Mounting Bracket M199455 Receiver Cable Grip N311300 Acknowledging Switch Actuator J725853 Acknowledging Switch Contactor Block
13. the code signal in the rails The master relay is of the DC polarized stick type that is its armature will be held by the permanent magnet in which ever position it occupied while last energized With alternating current of code frequency in its coil the relay is energized periodically in opposite directions and there fore the contacts move from one position to the other at the code frequency The relay thus responds to code frequency current only when this has a value greater than a predetermined minimum and its contacts are thereby held firmly closed by ther permanent magnet in one position or the other except during reversals of current When the master relay is operating it causes direct current from the 32 volt supply to flow alternately through one half or the other half of the primary section of the de coding transformer causing the magnetic flux of this trans former to alternate in direction of the code frequency and thereby to deliver alternating current of code frequency to the decoding circuits The output of the decoding transformer housed in the 75 code decoding unit is applied to the 180 decoding unit The 180 decoding unit is tuned to resonance at 180 code It consists of a capacitor in series with the primary winding of an adjustable air gap reactive transformer having its low voltage winding connected through a full wave rectifier to the A decoding relay The A decoding relay will thus respond only when t
14. 404 680 Type EL Cab Signal and Overspeed Diesel 3700 MAR s tten 10036 3 1049 z 1026MM Standard Circuits SPEED OVERNOR 451404 1601 OPTIONAL RECORDER USE NOTES SUPPLIED BY OTHERS IN WIRING WABCO TRAIN CONTROL AND OR SIGNAL EQUIPMENT ALL WIRING EXTERNAL TO THIS EQUIPMENT SHALL SE AUN SO THAT ISOLATION IS OBTAINED FROM OTHER LOCOMOTIVE OR CAR WIRING TO PREVENT MIS OPERATION OF THE TRAIN CONTROL AND OR CAG SIGNAL SYSTEM FROM INTERFERENCE CONTROL AND OR CAB SIGNAL WIRES SHALL BE RUN THROUGH THEIR OWN FERROUS CONDUJT PIPE AND BE PHYSICALLY SEPARATED AS MUCH ISLE FROM OTHER LOCOMOTIVE OR CAR WIRING IN ORDER TO OBTAIN MAXIMUM ISOLATION TWISTED AND OR SHIELDEO WIRING SHALL ALSO BE USED WHERE INDICATED ALL TRAIN CONTROL AND OR CAB SIGNAL WIRING SHOULD BE ACCORDANCE WITH ASSOCIATION OF AMERICAN RAILROADS OPERATIONS AND MAINTENANCE DEPARTMENT MECHANICAL DIVISION MANUAL OF STANDARDS AND RECOMMENDED Practices SECTION F LOCOMOTIVES AND ELECTRICAL EQUIPMENT WIRING PRACTICE FOR ROLLING STOCK BTANDARD REVISED 1973 ALL RELAYS SHOWN WITH POWER OM AND ACKNOWLEDGEMENT MADE WITH NO CODE BEING RECEIVED DIESEL LOCOMOTIVES 3700 Si ee ANGOT gr ee STANDARD CIRCUITS TYPE EL CAB SIGNAL AND OVERSPEED EAM yu 451276 mal 6071 p 41 42 WABCO THREE WIRE TWISTED FAUTPMENT TRACK RECEIVERS
15. 9 Coil Pe No to rear wage to rear For Ref Only Pipe Taps D66208 SH Z Maximum length of cable 477 Cut to suit installation requirement Spacers robe removed When Lerr Swe Wecewers ace moonted onkocomotiue Srrur GR 24A Two Piece Track Receiver worm Russer Tala docemont and contents the ALL DIMENSIONS IM CHES UNLESS NOTED SCALE 3 1 0 129522 bare UMS DIMENSIONS UNLESS NOTED pen ir 54 4 usss EEE wa ERTL E RECEIVERS FOR AUTOMATIC 2 ne Brake trimant UH Eaa UNION SWITCH amp SIGNAL mener ieee D 66208 18 PENNSYLVANIA SWISBVALK PENNSYLVANIA U S A 5 Figure 5 1A EL Cab Signal System Receiver Diagram 6071 21 22 WABCO 38 1189 ARCULENE ADD SMITH CO PEH PA 97 WASCH PART NO G CABLESTO JUNCTION BOX MAX 127 MAX NOM 10 MIN 8 1 MIN B 2 pl VIEW 9 WABCO PART NO CABLES TO JUNCTION 12 A X 2 NOM IO NOM IO 1 MINE MIM B ih pug N FOR PART NO S ON VIEWS AB AC SEE DWG 066208 5 2 PART NO CABLES TO JUNCTION BOX MAX 127 4 MAX 12 Ti MIN 10 zr MIN 10 26 VIEW A rer AT re o PARTNUMBER NUMBER DESCRIPTION MATERIAL SPECIFICATION er
16. ERATIONS AND MAINTENANCE DEPARTMENT MECHAMICAL DIVISION MANUAL OF STAMDAROS AND RECOMMENDED PRACTICES SECTION F LOCOMOTIVES AND ELECTRICAL EQUIPMENT WIRING PRACTICE FOR ROLL ING STOCK STANDARD REVISED 1973 ALL RELAYS SHOWN WITH POWER ON AND ACKNOWLEDGEMENT MADE WITH NO COD BEING RECEIVED o 301507 260 STANDARD CIRCUITS XE e seres nine EL CAB SIGNAL AND OVERSPEED peed Standard Circuits Wi UNION SWITCH amp SIGNAL DIVISION BESSER I 451276 espe 6071 p 35 36 a WABCO THREE WIRE TwISTED w n END REVERSER Ss FT FT 1 EEE w TWISTED PAIR TRACK RECEIVERS THREE WIRE TWISTED REVERSER A END A END Fssw 4 JA 90 AMPLIFIER CIRCUIT BKR 150 RBR g DECODING UNIT 64V F42 CONVERTER BATTERY TWISTED PAIR M END SPEEDOMETER INDICATOR 3 WIRE TWISTED TWISTED PAIR B END REVERSER ACK SW x pe 21 1 SUPPLIED BY DTHERS TRACK RECEIVERS 2 IN 17196 WABCO TPAIN CONTROL AND OR CAB SIGNAL EQUIPMENT LL EXTERNAL TO THIS EQUIPMENT SHALL BE RUN SD THAT ISOLATION 15 OBTAINED FROM OTHER LOCOMOTIVE OR CAR WIRING TO PREVENT 15 I WIRE TWISTED OPERATION OF THE TRAIN CONTROL AND OR SIGNAL SYSTEM FROM INTERFERENCE TRAIN CONTROL AND OR CAB SIGNAL WIRES SHALL BE RUN THROUGH THEIR OWN FERROUS CONDUIT AND BE PHYSICALLY SEPARATEO AS MUCH 8 ENO END AS POSS
17. EVERSER SHIELDED WIRING SHALL ALSO BE USED WHERE INDICATED BFS ALL TRAIN CONTROL AND OR CAB SIGNAL WIRING SHOULD BE ACCORDANCE WITH ASSOCIATION OF AMERICAN RAILROADS OPERATIONS AND MAINTENANCE DEPARTMENT MECHANICAL DIVISION MANUAL OF STANDARDS AND i j RECOMMENDED PRACTICES SECTION F LOCOMOTIVES AND ig ELECTRICAL EQUIPMENT WIRING PRACTICE FOR ROLLING STOCK STANDARD REVISED 1973 THREE WIRE TWISTED ALL RELAYS SHOWN WITH POWER ON AND ACKNOWLEDGEMENT MADE WITH NO CODE BEING RECEIVED ALL TWISTED WIRING TO BE ONE TURN PER FOOT MINIMUM Seiser rastess zo om eee sk 3729 18 TYPE EL CAB SIGNAL AND OVERSPEED pou STANDARD CIRCUITS EINE PROPERTY OF RFS 4 12 75 Thi E x put num Tirso Jae 4272 eee WESTINGHOUSE AM BRAKE COMPANY E p E 14 POR aida ain El ITM Vg Y UNION SWITCH amp SIGNAL prisan PLACES IN fi SERV lt PE Fe Tar RE E 1451276 Standard Circuits EX MU CARS Figure 6 1A Type EL Cab Signal and Overspeed 6071 25 26 1 REVISED PER MARKED PRINT 136926 132 33 2 oboe PAR WABCO STOP IMSURING PRESSURE SW A END CLOSE AT 120 PSI te quim MTM ae ene SECO OPEN AT 80 PSI u c Far TIMING VALVE i A END OSR i SI 3v 1 H 1 7 2L 28 WHISTLE
18. EXTERNAL TO THIS EQUIPMENT SHALL BE RUN SO THAT ISOLATION 7 OBTAINED FROM OTHER LOCOMOTIVE OR CAR WIRING TO PREVENT MIS OPERATION OF THE TR IN CONTROL AND OR CAB SIGNAL SYSTEM FROM INTERFERENCE TRAIN CONTROL AND OR CAS SIGNAL WIRES SHALL 3E RUN THROUGH THEIR DWN FERROUS CONDUIT PIPE AND BE PHY ICALLY SEPARATED AS MUCH AS POSSIBLE FROM MTUER LOCOMOTIVE OR CAR WIRING 18 ORDER TO OBTAIT AXI ISOLATION TWISTCD AND OR SHIELDED WIRING SHALL ALSO DE USED WHERE INDICATED OPTIONAL 3 ALL TRAIN CONTROL AND OR CAS SIGNAL WIRING SHOULD RECORDER IN ACCORDANCE WITH ASSOCIATION OF AMERICAN USE RAILROADS OPERATIONS AND MAINTENANCE DEPARTMENT MECHANICAL DIVISION MANUAL OF STANDARDS AND y TYPE EL CAB SIGNAL AND OVERSPEED STANDARD CIRCUITS MI A WESTINGHOUSE AIR BRAKE COMPANY UNION SWITCH amp SIGNAL ams SUNSSVALE POST MFTO 0 451276 m Figure 6 4B Type El Cab Signal and Overspeed Standard Circuits I i Diesel 2000 series 6071 p 45 46 SHIELDED TWISTED PAIR BELDEN 8408 OR EQUIVALENT SHAPER LIMITER N451 404 6801 JUNCTION SPEEOOME TER INDICATOR BLOCK SAME ONE AS SHOWN ON SH 3607 NOTES 1 l JUNCTION 2 SPEEDOMETER BLOCK 2 Lucas INDICATOR SAME ONE AG SHOWN ON SH 3607 3 he Figure 6 4C Type El Cab Signal and Overspeed Standard Circuits Y Vh
19. I3LE FROM OTHER LOCOMOTIVE OR CAR WIRING IN REVERSER FSSW OROER TO OBTAIN MAXIMUM ISOLATION TWISTED AND OR SHITLOEO WIRING SHALL ALSO BE USED WHERE INDICATED 85 3 90 ell 1 ALL TRAIN CONTROL AND OR CAB SIGNAL WIRING SHOULD BE IN ACCORDANCE WITH ASSOCIATION OF AMERICAN RAILROADS OPERATIONS AND MAINTENANCE DEPARTMENT MECHANICAL DIVISION MANUAL OF STANDARDS AND RECOMMENOEO PRACTICES SECTION LOCOMOTIVES ANO ELECTRICAL EQUIPMENT WIRING PRACTICE FOR ROLLING STOCK STANDARD REVISEO 1573 ALL RELAYS SHOWN WITH POWER ON AND ACKNOWLEDGEMENT MADE WITH NO CODE BEING RECEIVED ALL TWISTEO WIRING TO BE ONE TURN PER FOOT MINIMUM EIA are 13692637 asv Tunassauszeso EE 76595 44 TYPE EL CAB SIGNAL AND OVERSPEED nr Dann wee E 01 STANDARD CIRCUITS menn pb WESTHEHORE AR MAKE CONPANY 2 NS UNION SWITCH amp SIGNAL DIVISION Fe 7 14 Figure 6 3A Type EL Cab Signal and Overspeed Standard Circuits H Diesel 3700 6071 37 38 PER MARKED PRINT 13692 6 132 r s 1 F EQUIPMENT BOX DER 1000MFD J ACK SW OSRP 1 N C OPTIONAL RECORDER USE Type EL Cab Signal and Overspeed Standard Circuits Diesel 3700 TIMING VALVE REND WHISTLE vo us He AIR SUPPLY SUPPLIED BY OTHERS IN WIRING WABCO T
20. IGNAL DIVISION is de 01 451276 eE Diesel 2000 series 6071 p 47 48
21. INIMUM eem m T fom 8 4 0 4 TYPE EL CAB SIGNAL AND OVERSPEED amm STANDARD CIRCUITS ne RPR 5 4 79 Z Z WESTWERIUSE ESE COMPANY T el ASCO AR NAW UNION SWITCH amp SIGNAL DIVISION SURSSVALE POST D 451276 Betz Figure 6 4A Type EL Cab Signal and Overspeed Standard Circuits 1 2000 series 6071 p 43 44 F C mn n z FVr FEST M ux 71MIMS VALVE ace tm A EWEN BOX JU Wet A ENC 1 seco Iva 2 832 5 EPSO mo a 28 ACK Sw B PLO reco B32 va EMT DENT FE 332 ty TO LB AIR SUPPLY RECOMMENDED PRACTICES SECTION F LOCOMOTIVES AND ELECTRICAL EQUIPMENT WIRING PRACTICE FOR ROLLING STOCK STANDARD REVIS D 1973 4 ALL RELAYS SHOWN WITH POWER ON AND ACKNOWLEDGEMENT DF wt cop 1 RECEIVED EE co 2 4 3 STOP CLOSE 1NSURTNG 120 Ps Pad SUBE STITCH I osae 95 oax 5 1 TIMING VALVE 4 4 I I 9 4 a 2 I 1 10 4518 m AIR SUPPLY i 9 I BYG G O 35 pig RN 20 10 osr 1 1 STOP CLOSE AT INSUR ING 120 PSI RE SSURE SWITCH OPEN AT n 60 PSI 1 N HSS us SUPPLIED BY OTHERS IN WIRING WABCD TRAIN CONTROL AND OR CAB SIGNAL EQUIPMENT ALL WIRING
22. LUDE 3 WIRES SHOWN ON SH 3606 AMPLIFIER mapu 0 ana PES zn Cab Signal and Overspeed Standard Circuits Chopper Cars 2N 2R 189 DECODINA UNIT NOTES Atter Al po WESTINGHOUSE AR BRAKE COMPANY HN WARGO Va OR SWITCH SIGNAL DIVISION FREE 6071 p f SUPPLIED BY OTHERS IN WIRING WABCO TRAIN CONTROL AND OR CAB SIGNAL EQUIPMENT ALL WIRING EXTERNAL TO THIS EQUIPMENT SHALL BE RUN SO THAT ISOLATION IS OBTAINEO FROM OTHER LOCOMOTIVE OR CAR WIRING TO PREVENT MIS OPERATION OF THE TRAIN CONTROL AND OR CAB SIGNAL SYSTEM FROM INTERFERENCE TRAIN CONTROL AND OR CAB SIGNAL WIRES SHALL BE RUN THROUGH THEIR OWN FERROUS CONDUIT PIPE AND BE PHYSICALLY SEPARATEO AS MUCH AS POSSIBLE FROM OTHER LOCOMOTIVE OR CAR WIRING IN ORDER TO OBTAIN MAXIMUM ISOLATION TWISTEO AND OR SHIELOEO WIRING SHALL ALSO BE USEO WHERE INDICATED ALL TRAIN CONTROL AND OR CAB SIGNAL WIRING SHOULO BE IN ACCORDANCE WITH ASSOCIATION AMERICAN RAILROADS OPERATIONS AND MAINTENANCE DEPARTMENT MECHANICAL DIVISION MANUAL OF STANDAROS AND RECOMMENDED PRACTIC S SECTION F LOCOMOTIVES ANO ELECTRICAL EQUI PMENT WIRING PRACTICE FOR ROLLING STOCK STANDARD REVIS O 1973 ALL RELAYS SHOWM WITH POWER OM AND ACKNOWLEDGEMENT MADE WITH NO CODE BEING RECEIVED ALL TWISTEO WIRING TO BE ONE TURN PER FOOT MINIMUM REQ 136926 32 T vesc a STANDARD CIRCUITS TYPE EL CAB SIGNAL AND OVERSPEED 31 32
23. MOTIVE OR CAR WIRING IN ORDER TO OBTAIN MAXIMUM ISOLATION TWISTED AND OR SHIELDED WIRING SHALL ALSO BE USEO WHERE INDICATED ALL TRAIN CONTROL AND OR CAB SIGNAL WIRING SHOULO BE IN ACCORDANCE WITH ASSOCIATION OF AMERICAN RAILROADS OPERATIONS AND MAINTENANCE DEPARTMENT MECHANICAL DIVISION MANUAL OF STANDAROS AND RECOMMENDEO PRACTIC S SECTION F LOCOMOTIVES AND ELECTRICAL EQUIPMENT WIRING PRACTICE FOR ROLLING STOCK STANDARD REVISEO i973 ALL RELAYS SHOWN WITH POWER OM ANO ACKNOWLEDGEMENT MADE WITH NO CODE BEING RECEIVED 7602 THE PRI Vi MATEN astra b ox E att uoc eu quen Ae an gt pd ION OF ANY CIR RE Signal and Overspeed Standard Circuits CARS OPTIONAL RECORDER USE TYPE EL CAB SIGNAL AND OVERSPEED STANDARD CIRCUITS Qt Acad es C WESTINGHOUSE AIR BRAKE COMPANY UNION SWITCH amp SIGNAL DIVISION 251216 12 6071 29 30 REVISED AND REDRAWA TRACK RECEIVERS REVERSER TWISTEO PAIR BELDEN 19202 OR EQUIVALENT 64 BATTERY BFEDOMETER INDIGA SELOEM 19207 OR EQUIVALENT THESE Two CABLES Ox THREE WIRE TWISTED MUST IN 5 TWO WIRE TWISTED SEPARATE CONDUIT BELDEN 19202 OR EQUIVALENT TERMINAL POSTS BELOEN 19202 OR EQUIVALENT SPARE WIRES FOR TESTING F48 CONVERTER TWISTEO PAIR OW ee Gjem o CP O o JUNCTION BLOCK MULT CONDUCTOR CABLE INC
24. RAIN CONTROL AND OR CAB SIGNAL EQUIPMENT ALL WIRING EXTERMAL TO THIS EQUIPMENT SHALL BE RUN SO THAT ISOLATION IS OBTAINED FROM OTHER LOCOMOTIVE OR CAR WIRING TO PREVENT MIS OPERATION DF THE TRAIN CONTROL ANO OR CAS SIGNAL SYSTEM FROM INTERFERENCE TRAIN CONTROL AND OR SIGNAL WIRES SHALL BE RUN THROUGH THEIR FERROUS CONDUIT PIPE AND BE PHYSICALLY SEPARATED AS MUCH AS POSSIBLE FROM OTHER LOCOMOTIVE OR CAR WIRING IN ORDER TO OSTAIN MAXIMUM ISOLATION TWISTED AND OR SHIELDED WIRING SHALL ALSO SE USED WHERE INOICATED ALL TRAIN CONTROL AND OR CAB SIGNAL WIRING SHOULD BE IN ACCORDANCE WITH ASSOCIATION OF AMERICAN RAILROADS OPERATIONS AND MAINTENANCE DEPARTMENT MECHANICAL OIVISION MANUAL OF STANDAROS AND RECOMMENDED PRACTICES SECTION F LOCOMOTIVES AND ELECTRICAL EQUIPMENT WIRING PRACTICE FOR ROLLING STOCK STANDARD REVISED 1973 ALL RELAYS SHOWN WITH POWER ON AND ACKNOWLEOGEMENT MADE WITH NO CODE BEING RECEIVED age 136929 37 a TESTES See ED ee ase asv TYPE EL CAB SIGNAL AND OVERSPEED STANDARD CIRCUITS EE e CH cw SA 451276 Tempo 6071 p 39 40 L lt SHIELDED TWISTED PAIR BELDEN 8408 OR EQUIVALENT NETER SPEEDOMETER CAB INDICATOR JUNCTION BLOCK SAME ONE AS SHOWN DN SH 3607 TO METER SPEEDOMETER CAB INDICATOR i I 3 Figure 6 3C SHAPER LIMITER
25. TRICAL EQUIPMENT WIRING PRACTICE FOR ROLLING 44 STANDARD REVISED 1973 5 ALL RELAYS SHOWN WITH PORER ON AND hin Be 2 ee MADE WITH NO CODE BEINS RECEIVED UN451489 z290 o d 98 301807 I nsn C EL CAB SIGAL AND OVERSPEED over TT STANDARD CIRCUITS WABCO WESTINGHOUSE COMPANY Union SWITCH amp SIGNAL Llao saree fal 0 451276 1 52 Figure 6 1 Type EL Cab Signal and Overspeed Standard Circuits EX MU CARS 6071 p 27 28 y TWISTED SHIELDED PAIR BELDEN 8408 OR EQUIVALEMT SPEEDOME TER L SAB INDICATOR BEND SPEEDOMETER L INDICATOR Figure 6 1C JUNCTION BLOCK Ye JUNCTION BLOCK Type EL Cab SHAPER LIMITER N451 404 6801 EQUIPMENT BOX SPEEO GOVERNOR N451 404 4 ii JJ 6 S TRAIY LIME JUMPER MOTOR CAR TO TRAILER c IN pY 6 DENOTES TRAIN LINE JUMPER MOTOR CAR TO TRAILER B PIN 4 SUPPLIED BY OTHERS IN WIRING WABCO TRAIN CONTROL AND OR CAB SIGNAL EQUIPMENT ALL WIRING EXTERNAL TO THIS EQUIPMENT SHALL BE AUN SO THAT ISOLATION IS OBTAINED FROM OTHER LOCOMOTIVE OR CAR WIRING TO PREVENT MIS OPERATION OF THE TRAIN CONTROL AND OR CAB SIGNAL SYSTEM FROM INTERFERENCE TRAIN CONTROL AND OR CAB SIGNAL WIRES SHALL BE RUN THROUGH THEIR OWN FERROUS CONDUIT PIPE AND BE PHYSICALLY SEPARATED AS MUCH AS POSSIBLE FROM OTHER LOCO
26. X I2 NOM 0 NOM 10 I MINE MING PERENNE 3 q 7 VIEW B EXISTING DIESELS AND MU NARROW GAUGE Figure 2 Typical EL Cab Signal System Receiver Set Up 6071 6 3 4 5 6 7 8 9 WABCO Tg The equipment box is of welded steel construction and is dirtproof and watertight when closed The speedometer is cabin mounted so that its readings are plainly visible to the vehicle crew when in their accustomed positions The acknowledging switch is located within convenient reach of the engineman A change in cab signal indication is acknowledged by pressing the button and allowing it to return to normal For operation outside of a cab signal territory the acknowledging switch cut out relay and EPCO are used when passing out of signal territory The speed control and cab signal is cutout by operating the acknowledging switch while passing over a Circuit carrying high current at 180 code DC Power 32V is supplied from the F42 Converter to the cab signal equipment by way of a 64 Volt battery The timing valve OSRP which is controlled through con tacts of the OSR and OSPP relays forms a link between the electrical and pneumatic equipment When de energized it causes the warning whistle to blow and if appropriate action is not taken within a specified delay timing of 6 seconds a train control brake application will take place Air pressure is provided to the 6 secon
27. YS INDICATORS DECODING RECEIVER WHEELS E amp AXLE SPEED SENSOR SPEED COMPARISON AUDIBLE ALARM AXLE DRIVEN SPEEDOMETER BRAKE amp THROTTLE CONTROL Figure 3 EL Cab Signal Speed Control System Block Diagram 6071 p 11 WABCO Way Acknowledgement applies 32 volt power to the RP relay over the following path B32 acknowledging switch in the acknowledge position terminal post 27 1 back contact of relay CO to the pick up coil of the RP Stick energy for the RP relay coil is supplied from B32 1 back contact of A front contact of RP stick coil of relay RP to C When the acknowledging switch is returned to the normal position energy for the timing valve magnet is supplied over the same path as described earlier for the VMA signal The OSRP being energized from B32 1 back of the A relay 1 front contact of the L relay front contact of RP back contact of LP terminal post 32 acknowledging switch to term 29 i NOTE i The speed for VL must be below the speed allowable for that aspect in order that relay OSR will be energized On a code change from 75 to no code the L relay will release and the RP relay remains energized The release of the L relay breaks the circuit to the timing valve magnet causing the whistle to blow The VR cab signal will be lighted over B32 back contacts of A and L relays VR Lamp to C If the speed is below that of a VR signal ackno
28. ch establishes the allowable speed limit The circuitry on the speed governor board compares the speed established by the signal in the rails and the actual speed as indicated by the signal derived from the axle generator At any time the actual speed exceeds that allowed by the signal in the rails the overspeed relay will be de energized The speed governor board characteristics are modified slightly by the wheel wear switch so that compensation may be made in the speed signal as the diameter of the wheel is reduced by its wear or grinding Frequency of the speed signal from the axle generator required for the various speeds are shown in the following table 6071 p 15 WABCU CLASS OF SIGNAL WHEEL SPEED FREQUENCY HZ VEHICLE ASPECT DIAHETER HM KM H MAX MIN MU VL amp 75 895 CHOPPER CODE 376 1 so 1214 1 202 dm HU S VR loma 1 20 89 NO 895 CODE 876 3700 VL 1050 DIESEL 75 1029 LOCOHOTIVES CODE 1003 vA 1050 NO 1029 20 79 69 CODE 1003 2000 1118 DIESEL 1048 LOCOHOTIVES 980 24 1118 20 1048 20 78 68 6071 FREQUENCIES FOR THE ABOVE TABLE MAY BE CALCULATED FROM THE FORMULA FREQ HZ 3 237 X SPEED IN Km h WHEEL DIAMETER IN METERS The checking of the overspeed system may be done with the locomotive stationary An artifical speed signal may be fed into the system by connecting an audio oscillator to terminal p
29. d of the track circuit as the medium for continuously trans mitting indications of trackway conditions to the moving train This AC track circuit current is the trackway element of the system The two proceeding cab signal indications are obtained by interrupting this alternating current at regular intervals each proceed indication having its own distinctive code or rate of interruption These codes may be measured by their number of interruptions per minute and the values employed are as follows Cab Signal Indication Code VMA 180 per minute VL 75 per minute VR No Code SV Overspeed The VR indication the most restrictive indication of the system is obtained not only when the AC track circuit current is cut off but also in any track circuit in which the alternating current is steady in value and is not interrupted at a code rate The system inherently provides immunity from interference of an unsafe character by foreign current because the engine carried apparatus is designed to respond selectively to the alternating track current periodically interrupted at the code frequencies and to this character of current only 6071 p 1 WABCO Vy Voltages of the same frequency and code rate as the rail current are induced in receiver coils carried on the locomotive and these voltages after being amplified are used to operate a code following type relay called the master relay This relay in turn governs two decodin
30. d delay horn by way of a reducing valve at a pressure of 3 16 Kg per Sq cm An electronic governor which has a magnetic pick up mounted on the joukrnal box controls the overspeed relays which impose the appropriate speed limit as required A frequency change over switch located in the cab is used to select either the 60 or 90 Hz amplifier depending on the territory over which operation is desired NOTE In some cases the change over switch directly controls the amplifier selection while in other cases the change over switch controls the FS Frequency Selection relay that in turn selects the amplifier to be used 6071 p 7 WASCO 10 6071 p 8 All of the functional elements the amplifiers the master relay the two decoding units the one PL 59 relay and the three PN 59 relays are separately detachable by means of plug connector terminal boards Each unit is enclosed in a dustproof case equipped with a convenient handle for removal and carrying of the unit The amp lifier unit and each decoding unit are held in position by a latch and thumb screw Each PN 59 relay and PL 59 relay is mounted on a base permanently attached to the rack in the equipment box and is held securely in position by hexagonal nuts applied to the threaded ends of the two guide rods on the mounting base These guide rods also serve to align the relay so that its plug connectors vill properly engage the recept acles on the mou
31. e located in the 32VDC supply circuit and can readily be extracted from their holders for examination by unscrewing the threaded cap marked Fuse WABCO UJ71163 CAUTION All amplifiers and decoding units are drawn tightly into position with a hardened locking screw Care must be given to see that all units are pulled up tight before closing the equipment doors otherwise equipment may be damaged Relays PN 59 and PL 59 are held in their fully inserted place by means of elastic stop nuts which engage the threaded ends of the relay guide rods These relays anyone of which may be removed by first removing the two elastic stop nuts and pulling directly on the handle of the relay To insert a relay on the rack it should be started by first bringing it up slowly to the point where the relay plug connectors begin to engage the spring receptacles in the mounting bases When it is determined that the plug connectors and receptacles are in proper alignment the relay should then be pushed to its final position The primary purpose of the guide rods is to support the relay and provide a means of tightly clamping it against its mounting base 6071 13 WABCO Way Do not push relays into plug connectors from end of guide rods receptacle or relay damage may occur if proper alignment is not obtained Pickup adjustment is made by use of a variable resistor with a slotted top and located on top of the amplifiers and marked pickup adj
32. entical the components inside the case are different To prevent a decoding unit from being inserted in the wrong place in the equipment box the indexing pin and connectors are arranged differently on two units A test jack is provided in each decoding unit to measure the current to the unit The currents tested should conform to the values given in Table B When the decoding current values no longer conform to the values given in Table B the decoding unit involved should be removed and sent to the relay shop for test and inspection 6071 p 14 WABCO SECTION MAINTENANCE AND TESTING OF ONBOARD OVERSPEED EQUIPMENT The axle generator two printed circuit boards and the speedometer are all contained in the overspeed subsystem The axle generator is directly coupled to the axle of the car or locomotive The electrical output from the axle generator is an AC signal with a frequency that is proportional to speed One printed circuit board the Shaper Limiter performs its functions as follows 1 Provides an AC signal to the speed governor that is proportional to speed 2 Provides an output signal when the vehicle is not moving 3 Produces the speedometer drive signal The second printed circuit board Speed Governor receives the speed signal and also a DC signal from the Shaper Limiter printed circuit board The DC signal from the Shaper Limiter is passed through the decoding relay matrix whi
33. g units The 180 decoding unit is responsive to a 180 code rate only and the 75 decoding unit is responsive to any code rate The associated decoding relays in turn control the cab signals and the timing valve magnet The acknowledging relays are also controlled by the decoding relays in such a manner as to require the engineman to acknowledge a change in the cab signal indication when the change is to a more restrictive indication SECTION III SIGNAL INDICATIONS The primary source of speed information is the wayside equip ment and its purpose is to define the stop points and code change points along the track The cab signal conveys to the engineman in advance the condition of the traffic in the area he is approaching Figure 1 shows how the speed limit indication changes as one train closes in upon another train ahead Assume that Train B enters the first of four blocks with the fourth block being occupied by Train A As the engine passes the insulated joints CC for code change the VMA aspect will be maintained and this aspect will persist throughout the first block When the engine passes over the insulated joints entering the second block the cab aspect will immediately change from VMA to limited speed and the warning whistle will sound The engineman must immediately take steps to bring the train speed down below the limited speed When the engine passes into the third block the cab signal a
34. h the wayside will be to point out what must be provided in the track circuits to provide the necessary information the cab The code transmitter located in the wayside portion of the system is the mechanism which interrupts the flow of It consists of contacts actuated by an electrically driven pendulum which is mechanically tuned to the code frequency A separate code transmitter is used for each code frequency Located at the code change points are the instrument housings Inside the housings are relays that continuously detect track conditions on either side of these locations Then by proper circuiting through the various relay contacts the following types of energy can be fed into the track rails 1 With no train approaching steady 60 or 90 Hz energy is fed into the rails 2 With a train approaching a wayside location and the track conditions ahead permit VMA speed 60 or 90 Hz energy interrupted at a rate of 180 times a minute will be fed to the rails 3 With a train approaching a wayside location and the track conditions ahead permit operation at VL speed 60 or 90 Hz energy interrupted at a rate of 75 times a minute will be fed to the rails 4 With a train approaching a wayside location and track conditions ahead permit operation at VR speed only no energy will be fed to the rails As mentioned earlier the rail energy as provided under 2 3 and 4 above will provide cab signal aspects of VMA VL
35. he EPCO will move The cab indicators lights will go dark and the 6071 p 12 WABCO Z CO relay will be energized Energy will be delivered to the timing valve magnet over contact 10 9 of the EPCO and the whistle will stop blowing When the end of the cutout loop has been reached the acknowledging switch may be released and the cut out will be sealed in Automatic cut in will occur anytime either decoding relay is energized for at least 4 seconds When signal territory is re entered and the track receivers are over a track circuit carrying coded cab signal energy the warning whistle will start to blow and the cab signal indicator will light and display the then applicable cab signal indication If 180 code is received an acknowledgement is not required and the whistle will not blow However if 75 code is received then an acknowledgment must be made and the speed must be within that imposed by the cab signal SECTION VIII MAINTENANCE AND TESTING OF ONBOARD EQUIPMENT 8 1 FIELD MAINTENANCE For testing the onboard equipment the main power switch must be closed and the voltage measured between the B32 and C terminals on the equipment box terminal board should lie between the limits of 30 and 34 volts Circuit protection is provided by two 5 ampere fuses of the glass enclosed removable cartidge type in tubular holders flush mounted on the support bracket along with the power and wheel wear switches These fuses ar
36. he voltage applied to its associated decoding unit has a frequency of 180 cycles per minute 3 cycles per second A secondary winding on the decoding transformer is connected through a reactor to a rectifier which feeds to 6071 p 9 WABCO the L relay This is an untuned decoding circuit and the L relay will respond to any coding action by the master relay The contacts of the decoding relays are used to supply 32 volt energy to the proper lamp in the cab indicator to energize the whistle magnet and to control the acknowledging relays and other various control functions required in the cab signal system The acknowledging relays are energized directly whenever the acknowledging switch is pressed Releasing the acknowledging switch will de energize the relays unless power is supplied TED over the stick circuit for each relay Thus when in 180 code no acknowledging relays are held in the energized position In 75 code the RP is energized In no code the RP and LP relays are energized Since the L relay is energized on both code frequencies on a charge from 180 code to 75 code the cab signal will change directly from VMA to VL 180 code it does not matter if the L relay is up since energy is cut off from its contact fingers by the open back contacts of the A relay With the relay picked up the VMA cab signal is lighted over the following circuit B32 contact 8 7 on the EPCO contact 2R 1R on the SECO
37. nting base when the relay is plugged into position Each PN 59 relay is identical and therefore completely interchangeable The PL 59 relay is indexed by indexing pins so that it cannot be interchanged vith a PN 59 relay The GJ relays are front mounted and may easily be replaced by removal of the two mounting bolts and pulling off the push on wire terminals The printed circuit boards are plug connected and retained in their card file by a hold in bar WABCO SECTION VII CIRCUIT OPERATION OF ONBOARD EQUIPMENT Refer to Figure 3 The input signal for the onboard equipment is picked up from the rails by two receiver coils that are mounted over the rails in front of the lead axle These two coils are connected in series so that the signals induced into them by the rail current are additive A two stage circuit filter and amplifier is located between the track receiver and the master relay This filter tuned for 60 Hz or 90 Hz provides the required rejection of noise that would interfere with the proper operations of the Cab Signal System Following the filter is a Darlington connected pair of transistors that amplify the output of the filter The out put of this pair is transformer connected to a fullwave bridge rectifier The DC from the rectifier bridge is a pulsed signal that is used to turn on and off alternately two Darlington pairs so that the current flowing in the master relay coil reverses in step with
38. or car and can be reached from the ground This location ensures that the locomotive or car is not moving when the switch is operated SECTION VI DESCRIPTION AND LOCATION OF ONBOARD EQUIPMENT The electrical equipment used in the EL Cab Signal System is shown in schematic circuit form in Figure 6 1 through 6 4 1 The Track Receiver is the unit by which the control is transmitted from the rails to the apparatus on the train The receiver is made up of a pair of laminated iron bars on each of which is a molded coil complete with cable molded as an integral part The two coils are connected so that the voltages induced in them by the rail current are additive The receiver is mounted ahead of the front truck and is so located as to have a clearance of from 8 to 12 between the bottom of the bars and the top of the rail and having the center of the coil mounted directly above the rail Figure 2 2 The equipment box houses the amplifiers decoding units control relays and main terminal board All components of the apparatus are shelf mounted and the shelf is supported at the top and bottom on compression type rubber mountings designed to afford maximum protection from shock and vibration 6071 p 5 WABCO Z CABLES TO JUNCTION BOX MAX 12 MAX I2 NOM 10 NOM 10 PI MIN 8 4 MIN PART NO HL f X VIEW C NEW CHOPPER CARS WIDE GAUGE PART NO WABCO AN CABLESTO JUNCTION BOX MAX 12 MA
39. osts 40 and 41 with a 0 5 Hy choke 20 ohms or less DC resistance between the oscillator and the equipment box shelf terminals If the choke is not used then the OSR will not be energized when the frequency of the oscillator is at a frequency of 12 Hz or less Note that the magnetic pickup must be connected for proper operation of the system since the inductance of the pickup is used in the circuitry of the Shaper Limiter board Voltage level out of the audio oscillator should be 0 5 volts RMS for proper operation p 16 WASCO CODE FREQUENCY LIMITS SERVICE LIMITS RELAY MILLIAMPERES 55 55 48 48 55 48 0 TABLE B DECODING RELAY CURRENT NOTE These limits apply with exactly 32 0 volts applied to the equipment and they will vary almost directly with the voltage applied therefore at 30 volts the minimum current at the tuned frequency may be 45 milliamperes Decoding relays Style PN 59 40 ohm slow acting calibration on steady DC Maximum Pickup 37 5 milliamperes o Minimum Release 15 0 milliamperes On code the pickup will be slightly less and the release slightly higher than the steady nc readings 6071 p 17 41109 81 D z gt Z O D lt TABLE A RELAY OPERATION THREE INDICATION SPEED CONTROL FEPASA LOCOMOTIVES AND MU CARS Acknowledge Final Relay Position Position Dec Acknowledge Rey EN Sa OSR OSPR Alarm Name Y O CE
40. spect will change to VR and the train speed must be reduced below the VR speed As for the previous code change the whistle will again sound and the engineman must operate the acknowledging switch to silence the whistle As mentioned previously the train must be operated below the VR speed 2 such a manner as to be able to stop short of any track obstruction While Figure 1 shows a train closing in on another train it should be realized that various wayside conditions will set up any number of variations of the previous analysis As an example instead of having Train A in Figure 1 we can have a controlled signal at the cut section between blocks 3 and 4 If this signal is at VR Train B would operate as previously described since a stop is required at about the same point The SV red lamp is an overspeed indicator and will be illum inated anytime an overspeed condition exists For further information on the overspeed see Service Manual 6082 Overspeed System and Axle Generator 6071 p 2 WABCO Wa o o o SV VR VL VMA VL SV VR VL VMA o o Sv VR VL VMA o o o X SV VR VL VMA Figure 1 Wayside and Cab Signal Aspect Diagram 6071 p 3 WABCO SECTION IV WAYSIDE CONTROL OF CODED RAIL CURRENT The apparatus used for operation of the Coded Continuous Cab Signal system consists of two main parts 1 Wayside Equipment 2 Rolling Stock The main concern wit
41. switch terminal post 18 2 front contact on the A relay terminal post 23 to the VMA lamp in the speedometer Under this condition energy is delivered to the timing valve B32 contacts A and B of the OSR contacts C D on the OSRP terminal post 34 3L and 4L of the SECO switch a closed contact on the stop insuring pressure switch to the TV Magnet Return common is through a second contact on the stop insuring pressure switch De energizing either the OSR or the OSPR relays will de energize the timing valve The OSR relay is controlled by the overspeed detection circuits and the OSPR relay is controlled by the contacts of the acknowledging relays code change from 180 to 75 the A relay will release and the L relay will remain energized The yp cab signal will then be lighted by energy from terminal post 18 2 back of the A relay front contact of L relay VL Lamp to C The circuit of the VMA cab signal will be broken at the 2 front contact of the A relay The OSRP relay circuit will be broken by the opening of 1 front of the A relay De energizing the OSPR relay breaks the power to the timing valve and causes the whistle to sound and if the speed is below the allowable maximum speed for the VL aspect and acknowledgement is made the timing valve magnet will be re energized 6071 10 WABCO fu 5 EQUIPMENT E ee FILTER AMPLIFIER DECODING CAB SIGNAL AND RELA
42. ustment This resistor is equipped with a locking nut for lock down after adjustment is made To check and adjust pickup proceed as indicated in the instruction manual for the test However the track receivers must be positioned directly over the test loop or rails and 8 to 12 inches 203 to 304 mm above the rail or test loop Move code selector switch on test set to the 180 code position and slowly increase rail current until master relay begins to operate uniformly The rail current frequency must agree with that of the amplifier being checked Depress steady current pushbutton switch on test set and read rail current This value of current should not be less than 1 95 amps nor more than 2 4 amps If the pickup is outside these limits it may be raised by turning the pick up shaft adjustment clockwise and lowered by turning in a counterclockwise rotation NOTE Master Relay operates on other codes with 2 4 amps in the rail circuit If the pickup test of the cab signal equipment cannot be brought within limits of 1 95 amps and 2 4 amps by means of the pickup adjustment it may be that the amplifier is defective This should be determined by replacing it with an amplifier known to be in good operating condition and if this results in the pickup being brought within proper limits the defective amplifier should be sent to the repair shop for further test Although the 180 and 75 decoding units appear to id
43. wledgement can be made This energizes the LP relay over the back contacts of the A and L relays The timing valve magnet is re energized and the whistle stops blowing as described earlier A change in code to a less restricting signal for example a higher speed limit does not require acknowledgement Going to a 75 code from no code will pick the L relay breaking the stick circuit to the LP relay The L relay front contact Ll maintains power to the OSPR relay through the front contact of RP and the back contact of LP Since the higher speed limit is not exceeded the timing valve remains energized and the whistle does not blow Similar action occurs on each upward move each time de energizing the appropriate acknowledging relay Operation in non signal territory is accomplished by ack nowledging while passing over the high energy cutout loop at the end of signal territory When this is done the appropriate resistor is connected in series with the track receivers so that a normal signal level is delivered to the input terminals of the amplifier The high energy level in the cutout loop is coded at the 180 rate thus the A relay will become energized Under this condition energy is delivered to the P coil of the EPCO from B32 Acknowledging switch terminal post 27 3 front of A terminal post 35 P coil of EPCO to common Approximately 3 seconds after the P coil on the EPCO has been energized the contact fingers on t
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