Zp43E Operating Manual

Transportation Systems
Operating and Service Manual
ZP 43 E
Wheel Detection Equipment
Operating and Service Manual M0110055889 Rev: C Seq: 1

Zählpunkt ZP 43 E A25063-B217-H21-3-76N9
0000H06B.doc Date: 2003-08-10
=SBP&EDC015 Page 1 of 97
Copyright © Siemens AG 2001 All Rights Reserved
Confidentiality level:
Issuing department: TS RA SD 7
Author of Heuer TS RA SD 7,
German 3126
document
Translation Heuer TS RA SD 7, 2003-08-15 sgd. Heuer

released by 3126
Translation Müller TS RA SD 75, 2003-08-14 sgd. Müller
checked by 3219
Translation Argiel TS RA SD 75, 2003-08-10 sgd. Argiel
prepared by 3136
Name Org. unit, tel. Date Signature
For the original signatures, see the Verification Record.
NOTE
The contents of this translation correspond to the German document with the
Siemens code number A25063-B217-H21-3-N9.

0000H06B.doc Date: 2003-08-10
Table of Contents
1 Purpose of this Document .................................................................................................. 7
2 Customer Service................................................................................................................. 8
3 Safety Information................................................................................................................ 9
3.1 Symbols and Pictograms ....................................................................................................... 9
3.2 Operator and System Safety.................................................................................................. 9
3.2.1 Qualified Personnel.............................................................................................................. 10
3.2.2 Preparing for the Work ......................................................................................................... 10
3.2.3 Performing the Work ............................................................................................................ 10
3.2.4 Completing the Work............................................................................................................ 11
3.2.5 General ................................................................................................................................ 11
3.3 Interference, Immunity ......................................................................................................... 12
3.3.1 Immunity to Magnetic Rail Brakes ....................................................................................... 12
3.3.2 Immunity to Eddy-current Brakes......................................................................................... 12
3.3.3 Immunity to Balise Vehicle Antennas................................................................................... 13
3.4 Handling the Circuit Boards ................................................................................................. 13
3.5 Measures during Work on the Track Bed ............................................................................ 14
4 Mode of Operation of the ZP 43 E Wheel Detection Equipment ................................... 15

4.1 Basic Configuration .............................................................................................................. 15
4.2 Application Variants of the ZP 43 E Wheel Detection Equipment ....................................... 17
4.2.1 Double Usage of the Wheel Detection Equipment .............................................................. 18
4.2.2 External Supply of the Wheel Detection Equipment ............................................................ 18
4.2.3 Remote Transmission with Isolating Transformer or Broadband Transformer.................... 18
4.2.4 Typical Configurations ......................................................................................................... 19
5 Cabling between Evaluation Unit and Wheel Detection Equipment............................. 25

5.1 Earthing and Shielding......................................................................................................... 25
5.1.1 General ................................................................................................................................ 25
5.1.2 Application in Railways with AC Traction and in Non-Electrified Railways.......................... 25
5.1.2.1 Length of Tail Cable up to 250 m......................................................................................... 25
5.1.2.2 Length of Tail Cable over 250 m.......................................................................................... 25
5.1.3 Application in Railways with DC Traction and with Mixed Traction on one Line ................. 25
5.2 Limiting the Control Distance ............................................................................................... 26
5.2.1 General ................................................................................................................................ 26
5.2.2 Cable Capacitance............................................................................................................... 26
5.2.3 DC Resistance of the Feeder Cable .................................................................................... 27
5.2.4 Interference Voltages ........................................................................................................... 27
5.2.5 Attenuation Specifications.................................................................................................... 27
6 Components of the ZP 43 E Wheel Detection Equipment ............................................. 29
6.1 DEK 43 Double Wheel Detector .......................................................................................... 29
6.2 Connecting Cables............................................................................................................... 29
6.3 ZP 43 E Trackside Connection Box ..................................................................................... 29
6.4 Transformers for Remote Transmission .............................................................................. 30
6.4.1 Broadband Transformer (BBT) ............................................................................................ 31

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6.4.2 Isolating Transformer (IT) .................................................................................................... 31
6.4.3 Arrangement and Mounting of the Broadband Transformers and the Isolating
Transformers........................................................................................................................ 31
6.4.3.1 Mounting the Transformers in the Signal Box...................................................................... 31
6.4.3.2 Transformer Accommodation on the Line............................................................................ 31
6.4.4 Measures in the Event of External Supply........................................................................... 32
6.4.4.1 Circuit Boards....................................................................................................................... 32
6.4.4.2 Wheel Detection Equipment Signal Transmission and External Supply on one Cable....... 33
7 Installing the ZP 43 E Wheel Detection Equipment ........................................................ 34

7.1 Arrangement of the Components on the Track.................................................................... 34
7.1.1 Standard Scenario ............................................................................................................... 34
7.1.2 Vertical Mounting of the Trackside Connection Box ............................................................ 35
7.2 Tools Required for Installation ............................................................................................. 35
7.3 Installing the Double Wheel Detector................................................................................... 36
7.3.1 Determining the Installation Site .......................................................................................... 36
7.3.2 Preparing the Installation Site .............................................................................................. 37
7.3.3 Drilling the Web Holes.......................................................................................................... 37
7.3.3.1 Installation between Sleepers .............................................................................................. 37
7.3.3.2 Installation above Sleepers.................................................................................................. 39
7.3.4 Installing the Double Wheel Detector................................................................................... 40
7.4 Trackside Connection Box ................................................................................................... 42
7.4.1 Installation on a Pipe Support .............................................................................................. 42
7.4.2 Wall Mounting of the Trackside Connection Box ................................................................. 43
7.4.2.1 Plug Fastening ..................................................................................................................... 43
7.4.2.2 Anchor Fastening ................................................................................................................. 43
7.4.3 Double Wheel Detector – Trackside Connection Box Cable Connection............................ 44
7.4.4 Earthing the Trackside Connection Box............................................................................... 45
7.4.5 Installing the Signalling Cable.............................................................................................. 47
7.5 Permissible Distances between Double Wheel Detectors and other Components ............. 48
7.6 Terminal Assignment in the Trackside Connection Box ...................................................... 53
7.7 Measures when using ATC Track Coupling Coils in the Inter-rail Area, Swiss Federal
Railways (SBB) .................................................................................................................... 54
7.7.1 Distance to ATC Coupling Coils........................................................................................... 54
7.7.2 Transition Area from Station to Open-line Track ................................................................. 54
8 Overvoltage Protection on the ZP 43 E Wheel Detection Equipment........................... 56
8.1 Design .................................................................................................................................. 56
8.2 Installation ............................................................................................................................ 57
8.2.1 Retrofitting Older Wheel Detection Equipment .................................................................... 57
8.2.2 Retrofitting New Wheel Detection Equipment...................................................................... 58
8.3 Configuration Variants ......................................................................................................... 58
8.4 Electrical Connection ........................................................................................................... 58
9 Adjusting the ZP 43 E Wheel Detection Equipment ....................................................... 60

9.1 Tools and Test Equipment Required for Adjustment ........................................................... 61
9.2 Preparatory Work ................................................................................................................. 61
9.3 Preliminary Mechanical Check............................................................................................. 62

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9.4 Electrical Adjustment using the PEGA 1211 Test Set ......................................................... 64
9.4.1 PEGA 1211 Power Supply................................................................................................... 65
9.4.2 Preparatory Work ................................................................................................................. 66
9.4.3 Measuring ............................................................................................................................ 67
9.4.3.1 Checking the Wheel Detection Equipment Supply Voltage U60 ......................................... 67
9.4.3.2 Checking the Wheel Detection Equipment Voltage U24 ..................................................... 67
9.4.3.3 Setting the 43 kHz Transmitter Frequency .......................................................................... 67
9.4.3.4 Setting the Rectified Voltage UR1 ......................................................................................... 68
9.4.3.6 Setting the Signal Frequency f1 ........................................................................................... 69
9.4.3.8 Checking the Receiver Voltages UE1 and UE2 ...................................................................... 69
9.4.3.9 Checking the Transmitter Level UL ...................................................................................... 70
9.5 Probe Adapter Board ........................................................................................................... 71
9.6 Electrical Adjustment using the Wheel Detection Equipment Diagnostic Unit .................... 73
9.6.1 Preparatory Work ................................................................................................................. 74
9.6.2 Measuring Mode ("Messen")................................................................................................ 74
9.6.2.1 Checking the Wheel Detection Equipment Supply Voltage U60 ......................................... 75
9.6.2.2 Checking the Wheel Detection Equipment Voltage U24 ..................................................... 76
9.6.2.3 Setting the 43 kHz Transmitter Frequency .......................................................................... 76
9.6.2.8 Checking the Receiver Voltages UE1 and UE2 ...................................................................... 77
9.6.2.9 Checking the Transmitter Level UL ...................................................................................... 78
9.7 Overview of Electrical Setpoints of the ZP 43 E Wheel Detection Equipment .................... 79
10 Maintenance ....................................................................................................................... 80
10.1 Inspection............................................................................................................................. 80
10.2 Diagnosis and Corrective Maintenance ............................................................................... 80
10.2.1 Locating Faults..................................................................................................................... 81
10.2.2 Single Faults ........................................................................................................................ 82
10.2.2.1 Wheel Detection Equipment Supply Voltage U60 ................................................................. 82
10.2.2.2 Wheel Detection Equipment Voltage U24 ............................................................................. 82
10.2.2.3 Transmitter Frequency fs ...................................................................................................... 83
10.2.2.4 Signal Frequencies f1 and f2 ................................................................................................. 83
10.2.2.5 Receiver Voltages UE1 and UE2 ............................................................................................ 83
10.2.2.6 Transmitter Level UL ............................................................................................................ 84
10.3 Code Numbers for the Wheel Detection Equipment, Parts and Accessories...................... 85
10.3.1 Pre-assembled Wheel Detection Equipment ....................................................................... 85
10.3.2 Parts ..................................................................................................................................... 85
10.3.3 Code Numbers for Broadband Transformer, Isolating Transformer and Accessories ........ 88
10.3.4 Code Numbers for Service Accessories .............................................................................. 89
10.3.5 Code Numbers for Reducing Plates .................................................................................... 89

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11 Technical Data.................................................................................................................... 91
11.1 ZP 43 E ................................................................................................................................ 91
11.2 PEGA 1211 Test Set............................................................................................................ 92
11.2.1 General ................................................................................................................................ 92
11.2.2 ZP 43 Operating Mode......................................................................................................... 92
11.3 Probe Adapter Board (Multimeter Requirements) ............................................................... 93
11.4 WDE Diagnostic Unit............................................................................................................ 93
List of Abbreviations ........................................................................................................................... 95
List of Figures ...................................................................................................................................... 96
List of Tables ........................................................................................................................................ 97

0000H06B.doc Date: 2003-08-10
1 Purpose of this Document

This Operating and Service Manual is to be regarded as a set of regulations. It
gives a summary description of all activities required for installation and mainte-
nance. The operability, reliability and safety of the axle counting system are only
guaranteed if all work described in this document is carried out. This Operating
and Service Manual contains:
• a description of the ZP 43 E Wheel Detection Equipment
• a description of the components
• a description of configurations
• instructions on installation, adjustment and maintenance
The first section contains essential information on the safety of personnel, system
safety and the problem of interference of the electronic wheel detection equip-
ment. If danger to persons and material cannot be ruled out, these hazards are
indicated by means of pictograms. Technical data of the wheel detection equip-
ment is described.
This Operating and Service Manual replaces the ZP 43 E Adjusting Instructions

with the Siemens code numbers A25552-T3-B11-*-30 and A25090-A533-A116-*.
NOTE
If you have any tips, comments or suggestions for improvement regarding this
Operating and Service Manual or have discovered any mistakes, please contact
us directly. All your ideas will be gratefully received.
Siemens AG
TS RA SD 7
P.O. Box 33 27
D-38023 Braunschweig
Germany
Tel. +49 (0) 5 31 2 26-34 52

Fax +49 (0) 5 31 2 26-41 00

0000H06B.doc Date: 2003-08-10
2 Customer Service
Siemens AG
P.O. Box 33 27
D-38023 Braunschweig
Germany
Tel. +49 (0) 5 31 2 26-0
Fax +49 (0) 5 31 2 26-43 98

0000H06B.doc Date: 2003-08-10
3 Safety Information
The following sections contain explanations of the symbols and pictograms used
in the Operating and Service Manual.
3.1 Symbols and Pictograms
DANGER
This pictogram, the signal word "Danger" and the associated text indicate dan-
gers that could cause death or personal injury, as well as safety-related instruc-
tions.
CAUTION
This pictogram, the signal word "Caution" and the associated text indicate dan-
gers that could cause the destruction or damage of components, printed circuit
boards or modules.
NOTE
This pictogram, the signal word "Note" and the associated text give advice and
additional information.
WARNING
This pictogram, the signal word "Warning" and the associated text indicate elec-
trostatic sensitive devices.
Always carry out a charge equalisation before touching a device with this safety
advice.
3.2 Operator and System Safety
The following instructions must be followed in order to avoid personal injury and
damage to equipment. Personnel must be familiar with the sections of this Oper-
ating and Service Manual in order to ensure safe and correct work on the
ZP 43 E Wheel Detection Equipment.

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3.2.1 Qualified Personnel
CAUTION
Maintenance work on the ZP 43 E Electronic Wheel Detection Equipment must
be carried out by specially trained, examined specialist personnel authorised by
the respective railway operator. These qualified personnel are responsible for
operational safety.
3.2.2 Preparing for the Work
DANGER
Only perform maintenance work during intervals between trains. Safety meas-
ures stipulated by the respective railway specifications must be carried out be-
fore commencing work on the track.
All measures must be agreed with the signalman.
3.2.3 Performing the Work
DANGER
All parts of the wheel detection equipment, the signalling cable, the terminal
block of the cable termination rack and the connecting cable to the evaluation
unit as far as the input of the band-pass filter board may be carrying an interfer-
ence voltage.
The trackside connection box must be connected to the railway earth conductor,
structural earth or return system (Section 7.4.4). Only carry out the electrical
adjustment once earthing has taken place.

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DANGER
Carry out all work using only the tools, devices, inspection, measuring and test
equipment and consumables provided for maintenance.
The boards must only be withdrawn and inserted in the de-energised state. For
this reason, before exchanging any boards, always switch off the supply voltage
for the device concerned.
3.2.4 Completing the Work
DANGER
Always wait for the result of a test run after completing modification and mainte-
nance work. The type and speed of the test run are to be stipulated by the sig-
nalman. The test run is successful if a track clear indication is established after
the sections concerned have been cleared. The test runs must pass over the
respective wheel detection equipment of the associated evaluation units.
For the purpose of simplification, in specific circumstances, the correct function
of the evaluation units concerned can also be tested by simulating a passing
wheel, e.g. mock wheel, over the double wheel detector.
3.2.5 General
DANGER
Any method of working that could impair the safety of persons or the function of
the ZP 43 E Wheel Detection Equipment must not be carried out.
The ZP 43 E Wheel Detection Equipment must be operated in perfect condition.

Technical defects must be rectified in accordance with the information in this
document.
Unauthorised modifications and changes to the ZP 43 E Wheel Detection

Equipment are not permissible.

0000H06B.doc Date: 2003-08-10
3.3 Interference, Immunity
DANGER
All parts of the wheel detection equipment, the signalling cable, the terminal
block of the cable termination rack and the connecting cable to the evaluation
unit as far as the input of the band-pass filter board may be carrying an interfer-
ence voltage.
3.3.1 Immunity to Magnetic Rail Brakes
The ZP 43 E is a refinement of the former ZP 70 and is characterised by in-

creased immunity to interference from magnetic rail brakes. The ZP 43 E Wheel
Detection Equipment produces no counting errors even at speed restriction sec-
tions with continual application of magnetic rail brakes.
3.3.2 Immunity to Eddy-current Brakes
Depending on the application, wheel detection equipment must also be immune

to interference from eddy-current brakes. Trouble-free operation of the wheel de-
tection equipment is possible with excited and non-excited eddy-current brakes.
In comprehensive tests conducted as part of a research project “Linear Eddy-
current Brakes”, the properties of the eddy-current brake were optimised so that
the brake could cause neither interference nor the destruction of the ZP 43 E
Wheel Detection Equipment. Operational tests on the ICE 3 have verified that
malfunctions caused by eddy-current brakes can be successfully prevented.
DANGER
The ZP 43 E Wheel Detection Equipment is immune to the eddy-current brakes
on an ICE 3 only if fitted with the S25552-B147-B1 generator board.
Immunity to eddy-current brakes with other properties has not been investigated
yet.

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3.3.3 Immunity to Balise Vehicle Antennas
Balises from various manufacturers will be used in future. The vehicle antennas
continuously emit to the track. The transmission power used depends on the ma-
nufacturer. The immunity of the wheel detection equipment has been verified by
dynamic tests with a continuous transmission power of 50 W.
DANGER
The wheel detection equipment is immune to the effects of balise vehicle anten-
nas if the following conditions are met:
1) From equipment revision level 7 of the trackside connection box with the rele-
vant circuit boards as per Table 1, page 17
2) Both connecting cables of the double wheel detector are closely held together
by cable straps and are laid in parallel on one side of the sleeper bay (see
Figure 11 on page 44).
3.4 Handling the Circuit Boards
Printed circuit boards marked with the symbol "Electrostatic sensitive devices"
are to be handled with care.
WARNING
"Electrostatic sensitive devices"
⇒ Before touching a board with this sign, always equalise charge by touching
an uninsulated metal part of the trackside connection box or another
earthed structure. This charge equalisation prevents the charge from being
discharged via the components of electronic circuits.
⇒ Only touch the edge, front panel or handle of the boards.
⇒ Only place boards on bases that are or have been made conductive (e.g.
carbonised foam mats).
⇒ Before removing or inserting a board from or into a frame, always equalise

charge by touching an uninsulated metal part of the trackside connection
box or another earthed structure.
⇒ Only remove the board using the handle or the extraction tool provided.

0000H06B.doc Date: 2003-08-10
⇒ Always transport and store uninstalled boards in their packaging.
⇒ If you hand over boards from one person to another with no packaging,
equalise charge before the handover by touching the hands of the other
persons involved.
CAUTION
Do not repair defective boards – only replace them. Send the defective boards to
Siemens AG after replacing them.
3.5 Measures during Work on the Track Bed
CAUTION
Work on the track bed (packing) may damage the double wheel detector and its
associated cables.
Before commencing this work, dismantle the double wheel detector from the rail
and remove it from the ballasted area including cables.
After reinstalling the double wheel detector, check the electrical parameters and
adjust them if necessary (Section 9, Adjusting the ZP 43 E Wheel Detection
Equipment).

0000H06B.doc Date: 2003-08-10
4 Mode of Operation of the ZP 43 E Wheel Detection

Equipment
The ZP 43 E Wheel Detection Equipment is installed at the track section limits. It
consists of a double wheel detector and a trackside connection box, which to-
gether form a single functional unit (counting head). The two are linked by a pair
of connecting cables approx. 5 m long (alternatively 10 m), permanently attached
to the double wheel detector. Details on the components are set out in Section 6,
and the arrangement on the track is set out in Section 7.1.
4.1 Basic Configuration
The ZP 43 E Wheel Detection Equipment operates according to the proven

method of electromagnetic wheel detection. When a wheel enters the detection
area of the double wheel detector, it changes the strength of the alternating elec-
tromagnetic field, thereby generating pulses. These pulses are transmitted via
cable to the evaluation unit located in the signal box.
The electrical functions during the traversal of the wheel detection equipment are
described more precisely by the block diagram below.
Track vacancy detection section
DEK 43 DEK 43
CH 1 CH 2
TCB TCB
Signalling cable, Signalling cable,

paired or paired or
star-quad star-quad
EU
EU Evaluation unit
CH 1/2 Counting head
DEK 43 double wheel detector
TCB Trackside connection box
Figure 1 Overview of ZP 43 E components

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R1 R2
T1 T2
Connecting DEK 43
cables (double wheel
detector)
Generator
43 kHz Receiving amplifier
VDC Filter ZP 43
Amplifier
DC Rectifier
Voltage
DC converter
V V Voltage/frequency
f f
converter
Band-pass filter
V DC
Tr f1 f2
TCB
Signalling cable, VDC
paired or Vf1
star-quad Vf2
Evaluation unit
Key:
ZP 43 = Wheel detection equipment TCB = Trackside connection box
DEK 43 = Electronic double Tr = Transformer
wheel detector VDC = Supply voltage
R1, R2 = Receivers Vf1 = Signal voltage f1
T1, T2 = Transmitters Vf2 = Signal voltage f2
Figure 2 Block diagram of the ZP 43 E
When a wheel enters the effective range of the double wheel detector, the mag-
netic coupling between the transmitter and receiver increases. Consequently, the
induced voltage in the receiving coil increases. The received voltages pass via
the connecting cable to the two receiving amplifiers in the trackside connection
box. Following a filtering, the amplitude of the received signals freed from inter-
ference is increased to an appropriate level in the subsequent amplifier and recti-
fied.
Up to this point the two channels operate identically. The voltage/frequency con-
verter generates a square-wave voltage whose frequency depends on the level
of the rectified received voltages. The subsequent band-pass filters only allow the
fundamental wave of the square-wave voltage to pass through. This corresponds
to the idle state (no wheel in the effective range of the double wheel detector) of
the system.
When a wheel enters the effective range of the double wheel detector, the in-
creased magnetic coupling between the transmitter and receiver causes the re-
ceived voltage to increase beyond the defined quiescent voltage (voltage without

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wheel traversal). The voltage/frequency converter reacts by increasing the fre-
quency beyond the upper band limit of the band-pass filter. The band-pass filter
attenuates the signal. This corresponds to the occupied status of the double
wheel detector.
The downstream transformer (Tr) combines the signals of the two channels and
feeds them into the signalling cable. The transformer also isolates the supply
voltage from the interlocking from the signals to be transmitted to the evaluation
unit.
4.2 Application Variants of the ZP 43 E Wheel Detection

Equipment
Designation Variant 1 Variant 2 Variant 3

(SCN from page 85) (until 2002-03-31) (from 2002-04-01) (from 2003-07-01)
Trackside connection ..T3-B11, ERL 5 ..T3-B11, ERL 6 ..T3-B11, ERL 7
box and older
Generator board ..B147-A1, all ERLs ..B147-B1, ERL 6 ..B147-B1, ERL 7
..B147-B1, ERL 4
..B147-B1, ERL A5
..B147-B1, ERL 6
Band-pass filter board ..B148-A1, ERL 1 ..B148-B1, ERL A1 ..B148-C1, ERL 1
..B148-A1, ERL 2
Band-pass filter board ..B148-A2, ERL 1 ..B148-A2, ERL A3 ..B148-B2, ERL 1
for external supply ..B148-A2, ERL 2
Supplementary board ..B149-A1, ERL 1 ..B149-A1, ERL 1 ..B149-A1, ERL 1
Lightning protection ..B185-A1, ERL 1 ..B185-A1, ERL 1 ..B185-B1, ERL 1
board
Toroidal cores none with none
Table 1 ZP 43 E board arrangement variants
DANGER
Variant 1 does not comply with EMC standards EN 61000-6-2 and -6-4, edition
10/2001.
Variant 2 complies with EMC standards EN 61000-6-2 and -6-4, edition 10/2001.
Variant 3 complies with EMC standards EN 61000-6-2 and -6-4, edition 10/2001,
and is immune to the effects of balise vehicle antennas (Section 3.3.3).
Immunity to the eddy-current brakes on an ICE 3 is only ensured if the S25552-
B147-B1 generator board is used.
Only the same or newer circuit boards are to be used when exchanging boards.

0000H06B.doc Date: 2003-08-10
4.2.1 Double Usage of the Wheel Detection Equipment
With a supplementary board fitted in the trackside connection box in slot 5

(Figure 3, page 30), the ZP 43 E Wheel Detection Equipment can also interoper-
ate with two electronic evaluation units installed at different locations, i.e. be op-
erated as double-usage wheel detection equipment.
4.2.2 External Supply of the Wheel Detection Equipment
The ZP 43 E Wheel Detection Equipment can also be supplied externally with di-
rect voltage or alternating voltage. External supply is necessary if long distances
are to be covered between the evaluation unit and the wheel detection equipment
(further details in Section 5.2). In this case, power for the wheel detection equip-
ment cannot be supplied via the same core pair on which the wheel detection
equipment signals are transmitted. Power must be supplied via a second core
pair or another cable. The power supply must be uninterruptible.
NOTE
An isolating transformer must be used if transient interference voltages exceed
1.5 kVrms and continuous interference voltages exceed 250 Vrms on the supply
line.
Only alternating voltage external supply is possible in this case. Band-pass filter
board SCN S25552-B148-B2 or -A2 must be used for wheel detection equip-
ment with external supply.
4.2.3 Remote Transmission with Isolating Transformer or Broadband Trans-

former
• Broadband transformers (BBT) are required for electrical isolation when

transmitting wheel detection equipment signals if the cable capacitance of a
continuous cable or the interference voltage are too high.
• Isolating transformers (IT) are required in the case of external supply with al-
ternating voltage if interference voltages would be too high with a continuous
cable.
In cable systems and the connected signalling and safety equipment, transient in-
terference voltages of 1.5 kVrms and continuous interference voltages of 250 Vrms
must not be exceeded.
In addition, the cable capacitance of an electrically connected telecommunica-

tions line must not exceed 325 nF. In the event of sporadic intercore short circuits
in the trackside cable, there is the danger that if the cable capacitance is too

0000H06B.doc Date: 2003-08-10
high, counting pulses may be incorrectly simulated as a result of skews between
the two wheel detection equipment information channels. With a maximum cable
capacitance of 325 nF, a typical cable capacitance of 50 nF/km results in a cable
length of 6.5 km.
Consequently, for the Az S M and Az S (M) 350 axle counting systems, it is nec-
essary to isolate the trackside cable between the wheel detection equipment and
the evaluation unit if the maximum permissible cable capacitance is exceeded. A
broadband transformer is used for isolating the wheel detection equipment signal
transmission.
In this case power for the wheel detection equipment cannot be supplied via the
same core pair on which the wheel detection equipment signals are transmitted.
Power must be supplied via a second core pair. This external power can be sup-
plied from a direct voltage situated in the vicinity or by an alternating voltage. The
external power must be uninterruptible.
Also for the supply line, the transient interference voltage must not exceed
1.5 kVrms and the continuous interference voltage must not exceed 250 Vrms. If
necessary, an isolating transformer is also to be inserted there. In this case only
alternating voltage supply is possible.
4.2.4 Typical Configurations
NOTE
Star-quad or paired cables must be used for transmitting information (information
line).
Cables with any stranding can be used for external supply (supply line). If re-
quired, two cores of the supply line each are to be connected in parallel in order
to reduce the direct current resistance.
Configuration example 1:
Standard application
ZP 43
60 V DC
Information and supply line
Interlocking
• Total capacitance of information and supply line ≤ 325nF

0000H06B.doc Date: 2003-08-10
• Transient interference voltage ≤ 1.5 kVrms and continuous interference voltage
≤ 250 Vrms
• Supply (60 V DC) and information transmission via one core pair
• Band-pass filter board in the wheel detection equipment:
SCN S25552-B148-C1, -B1 or -A1 (Table 16, page 87)
Cable capacitance too high, external supply
ZP 43
BBT
Information line
Interlocking
AC/DC
Supply line
• Total capacitance of information line > 325 nF

• Transient interference voltage on the supply line ≤ 1.5 kVrms and continuous in-
terference voltage ≤ 250 Vrms
• External supply from own interlocking (AC/DC)
SCN S25552-B148-B2 or -A2 (Table 16, page 87)
• Broadband transformer (BBT): SCN V25319-Z1-A9
• The effective capacitance of each section of the information line must be
≤ 325 nF. Further BBTs are to be inserted as required.
Interference voltage too high, external supply
ZP 43
BBT
Information line
Interlocking
230 V AC IT
Supply line 230 V/42 V
• Transient interference voltage > 1.5 kVrms or continuous interference voltage

> 250 Vrms
• External supply from own interlocking (AC)

0000H06B.doc Date: 2003-08-10
• Isolating transformer (IT): SCN V25319-Z1-A14
• In each section, the transient interference voltage must be ≤ 1.5 kVrms and the
continuous interference voltage must be ≤ 250 Vrms. Further BBTs and ITs are
to be inserted as required.
• As required, a further isolating transformer is to be provided in the signal box
for electrical isolation of the 230 V AC supply voltage brought out from the in-
terlocking.
Cable capacitance or interference voltage too high, external supply from adjacent
interlocking
ZP 43
BBT
Interlocking Information line Interlocking
A Supply line B
AC/DC
• Total capacitance of the information line > 325 nF or transient interference

voltage on the information line > 1.5 kVrms or continuous interference voltage
on the information line > 250 Vrms
• External supply from adjacent interlocking (AC/DC)
• On the entire line length between the BBT and interlocking B, the transient in-
terference voltage must be ≤ 1.5 kVrms and the continuous interference voltage
must be ≤ 250 Vrms. Otherwise, isolating transformers must be inserted there.
Only alternating voltage supply is possible in this case.
• On each section of the information line, the effective capacitance must be
≤ 325 nF, the transient interference voltage must be ≤ 1.5 kVrms and the con-
tinuous interference voltage must be ≤ 250 Vrms. Further BBTs are to be in-
serted as required.

0000H06B.doc Date: 2003-08-10
Double usage
ZP 43
Interlocking Interlocking
A B
Information and supply line Information line
• The following applies to both information and supply lines:

Effective capacitance ≤ 325 nF, transient interference voltage ≤ 1.5 kVrms and
continuous interference voltage ≤ 250 Vrms
• Supplementary board for double usage in the wheel detection equipment:
SCN S25552-B149-A1
• The two outputs of the wheel detection equipment are isolated from each
other with a dielectric strength of 4 kVrms AC.
Double usage and external supply
ZP 43
BBT
Interlocking Information line Information line Interlocking
A B
AC/DC
Supply line
• The total effective capacitance of the information line to interlocking A is

> 325 nF; after inserting the necessary BBT(s) in the information line to inter-
locking A, the effective capacitance of each section must be ≤ 325 nF.
• Transient interference voltage on the lines to interlocking A ≤ 1.5 kVrms and
continuous interference voltage on the lines to interlocking A ≤ 250 Vrms
• External supply from interlocking A (AC/DC)
• Total effective capacitance of information line to interlocking B ≤ 325 nF and
transient interference voltage on information line to interlocking B ≤ 1.5 kVrms
and continuous interference voltage on information line to interlocking B
≤ 250 Vrms. Otherwise, one or more BBTs must be inserted there.

0000H06B.doc Date: 2003-08-10
• Supplementary board in the wheel detection equipment:
SCN S25552-B149-A1
• The effective capacitance of each section of the information line to interlock-
ing A must be ≤ 325 nF. Otherwise, further BBTs must be inserted.
Double usage and external supply
ZP 43
BBT
Interlocking Information line Information line Interlocking
A 230 V/42 V B
AC IT
Supply line
• Transient interference voltage on the information line to interlocking

A > 1.5 kVrms or continuous interference voltage on the information line to in-
terlocking A > 250 Vrms
• External supply (AC) from interlocking A
• As required, a further isolating transformer is to be provided in the signal box
for electrical isolation of the 230 V AC supply voltage brought out from the in-
terlocking.
• Isolating transformer (IT): SCN V25319-Z1-A14
• Supplementary board in the wheel detection equipment:
SCN S25552-B149-A1
• Total effective capacitance of information line to interlocking B ≤ 325 nF and
transient interference voltage on information line to interlocking B ≤ 1.5 kVrms
and continuous interference voltage on information line to interlocking
B ≤ 250 Vrms. Otherwise, one or more BBTs must be inserted.

0000H06B.doc Date: 2003-08-10
Interference voltage between counting heads too high
Interlocking
Az S M
SV5715C SV5715C
ZAN ZAN
ZP 43 ZP 43
Information and supply line Information and supply line
• Total capacitance of each information and supply line ≤ 325nF

• Transient interference voltage on each information and supply line ≤ 1.5 kVrms
and continuous interference voltage on each information and supply line
≤ 250 Vrms
• Transient interference voltage between the counting heads
between 1.5 kVrms < Vint < 3 kVrms
• Electrically isolated DC supply for each counting head: a separate SV5715C
power supply board for each counting head
NOTE
When mounting the counting heads to the right and left of the interlocking and
the evaluation unit respectively (configuration example 8), the permissible total
interference voltage between the two counting heads must not be exceeded.
For this reason, isolation of the power supply is necessary for the counting
heads concerned. This is effected by connecting each counting head to be iso-
lated to separate 70 V DC (SV5715C) power supplies, which are installed in
groups in the Az S M cabinets.

0000H06B.doc Date: 2003-08-10
5 Cabling between Evaluation Unit and Wheel Detec-

tion Equipment
Different aspects to be observed for the cabling between the evaluation unit and
the wheel detection equipment are described below.
5.1 Earthing and Shielding
5.1.1 General
In cable distribution cabinets, cable distributions boxes and trackside connection

boxes for isolating transformer boards (if present), the cable shields and the ar-
mouring must be electrically joined together in a conductive manner. When stag-
gering cables of different electrical set-up, separate earthing sections must be
provided. Please refer to Section 7.4.4 for notes on the design of the earth con-
ductor.
5.1.2 Application in Railways with AC Traction and in Non-Electrified Railways
5.1.2.1 Length of Tail Cable up to 250 m
The cable shield and cable armouring (if present) are insulated from the trackside
connection box.
5.1.2.2 Length of Tail Cable over 250 m
The cable shield and cable armouring (if present) must be connected to the
trackside connection box of the wheel detection equipment in a well conductive
manner. If the wheel detection equipment is equipped with additional lightning
protection components, observe the information in Section 8.
5.1.3 Application in Railways with DC Traction and with Mixed Traction on one
Line
The cable shield and cable armouring (if present) are insulated from the trackside
connection box.

0000H06B.doc Date: 2003-08-10
5.2 Limiting the Control Distance
5.2.1 General
The cable length between the evaluation unit and the wheel detection equipment
is limited for the reasons set out in Sections 5.2.2 to 5.2.5 below (see also
"Application Variants of the ZP 43 E Wheel Detection Equipment", page 17). The
level of the signal frequencies is predominantly attenuated by the cable capaci-
tance, whereas the range of the wheel detection equipment supply is restricted
by the core cross-section (direct current resistance).
With the cables normally used, a control distance of 6.5 km is typically possible
with direct supply (standard scenario) and a nominal conductor diameter of
1.4 mm.
In individual cases, the maximum possible control distance must be determined

taking into consideration the reasons set out in Sections 5.2.2 to 5.2.5 below.
Under certain conditions, control distances of up to 21 km can be attained if the
cable is segmented into electrically isolated sections (insertion of transformers,
Sections 4.2.3 and 4.2.4) and the necessary external power supply is available.
This must also be taken into consideration when relocating wheel detection
equipment and/or changing the cable routing.
DANGER
Star-quad or paired signalling cables must be used for transmitting information
from the wheel detection equipment to the evaluation unit.
The maximum possible cable length is attained when one of the limiting values
described below is attained.
5.2.2 Cable Capacitance
DANGER
The effective capacitance (core to core) of an electrically connected telecommu-
nications line must not exceed 325 nF. For example, a star-quad signalling cable
according to Dlk 1.013.110 has an effective capacitance of approx. 50 nF/km. In
this case, the length of an electrically connected cable must not exceed 6.5 km.

0000H06B.doc Date: 2003-08-10
5.2.3 DC Resistance of the Feeder Cable
The maximum permissible DC resistance of the feeder cable is determined by the

permissible voltage drop on the supply line and the supply current of the wheel
detection equipment. There must be at least 30 V DC (alternatively, 22 V AC with
external supply) at the wheel detection equipment. The current input of the wheel
detection equipment is 80 mA.
The permissible voltage drop is determined by the difference of the minimum
supply voltage and the minimum required wheel detection equipment voltage.
For instance, when supplying a minimum of 54 V DC (60 V DC – 10%), the
maximum loop resistance is 300 Ω (150 Ω per core).
The laying of the cable (underground/overground) must also be taken into con-
sideration, as it influences the maximum cable temperature and therefore the
maximum core resistance.
5.2.4 Interference Voltages
DANGER
In cable systems and the connected signalling and safety equipment, transient
interference voltages of 1.5 kVrms and continuous interference voltages of
250 Vrms must not be exceeded. For electrified lines in particular, depending on
the cable type (with/without anti-inductive protection) and with maximum contact
line short-circuit current, the electrically connected cable is restricted in length. In
individual cases, this length restriction is to be determined by calculating the
interference voltage.
5.2.5 Attenuation Specifications
As the individual cable types have different electrical properties, it is not possible
to state a distance that applies to all cable types.
The attenuation values listed in the table below apply to the use of the following
band-pass filter boards in the wheel detection equipment (please refer to EMC
note below Table 16, page 87):
• SCN S25552-B148-A1 (standard)

• SCN S25552-B148-B1 (standard)
• SCN S25552-B148-C1 (standard)
• SCN S25552-B149-A1 (double usage)
• SCN S25552-B148-A2 (external supply)
• SCN S25552-B148-B2 (external supply)

0000H06B.doc Date: 2003-08-10
Wheel detection equipment appli- Set transmitting Maximum permissible cable attenuation
cation level (Np) (values in brackets apply to Az S 70)
Np dB
Standard application and double 0 1.51 (1.43) 13.15 (12.44)
usage
0.5 2.01 (1.93) 17.49 (16.79)
0.8 2.31 (2.23) 20.10 (19.40)
External supply 0.4 1.91 (1.83) 16.63 (15.92)
0.9 2.41 (2.33) 20.97 (20.27)
1.2 2.71 (2.63) 23.57 (22.85)
Table 2 Maximum permissible cable attenuation on the information line
NOTE
The values in the table refer to application on evaluation computers of type
Az S 350 and Az S M. The lower values in brackets refer to the Az S 70 axle
counting system.
The data sheet value for the frequency of 6.5 kHz must be used for determining
the cable attenuation. For example, a star-quad signalling cable according to
Dlk 1.013.110 has an attenuation of 1.05 dB/km (nominal conductor diameter of
1.4 mm) and 1.6 dB/km (nominal conductor diameter of 0.9 mm) at 6.5 kHz. If no
data is available for this frequency, the attenuation must be interpolated from the
data for adjacent frequencies. No coil-loaded cables must be used, because the
attenuation is too high at 6.5 kHz.

0000H06B.doc Date: 2003-08-10
6 Components of the ZP 43 E Wheel Detection

Equipment
The components of the ZP 43 E Wheel Detection Equipment are described be-
low.
6.1 DEK 43 Double Wheel Detector
The DEK 43 double wheel detector (called "double wheel detector" below, and
also called "detector unit", "electronic double wheel detector" or "electronic wheel
detector" in other documents) consists of two electronic detectors. Each detector
has a transmitting part and a receiving part. The transmitters of both detectors
and the receivers of both detectors are each combined in one housing. The
transmitter housing is situated on the outer side and the receiver housing on the
inner side of the rail. In order to reduce interference from the rail, e.g. through
traction return currents, the transmitter and receiver are each provided with a re-
ducing plate on the side facing the rail. The reducing plate is matched to the rail
section and reaches from the rail base across the web to underneath the rail
head. Reducing plates are available for all common rail sections. The double
wheel detector is fixed in the neutral zone of the rail web by two mushroom-head
bolts through drill holes.
6.2 Connecting Cables
Screened connecting cables are used to connect the double wheel detector and
the trackside connection box. The connecting cables have a unilateral permanent
connection with the parts of the double wheel detector and form a unit. They are
approx. 5 m long (alternatively 10 m). This results in maximum distances be-
tween the double wheel detector and the trackside connection box of approx. 4.2
m and approx. 9 m respectively.
6.3 ZP 43 E Trackside Connection Box
The trackside connection box of the ZP 43 E Wheel Detection Equipment is

made of cast aluminium. It is moisture-proof (IP 67 rating) and has a removable,
lockable cover. For the trackside mounting, pipe supports of various heights are
available. To allow the entry or passage of cables, cable bushings of various di-
ameters are available.
A mounting rack is installed in the trackside connection box. The electronic com-
ponents required for controlling the double wheel detector and preprocessing the
detector information are accommodated on a number of plug-in circuit boards.

0000H06B.doc Date: 2003-08-10
Frequency tuning board
Slot 1: Connection for WDE service equipment
Slot 2: Lightning protection board (core to core)
or jumper board
Slot 3: Generator board
Slot 4: Band-pass filter board or
band-pass filter board for external supply
f2
6,52 Slot 5: Supplementary board for

WDE double usage
Si1
f1 0,1 A
3,6
Figure 3 ZP 43 E board arrangement
Slot Board Function

1 Plug-in connection for WDE Commissioning and check measurements
service equipment
2 Lightning protection board or Limitation of overvoltages induced into the connecting
jumper board (in older wheel cable to harmless levels (core to core) or replacement for
detection equipment) lightning protection board (without overvoltage protection)
3 Generator board Transmitting generator, conditioning of signals from re-
ceiver
4 Band-pass filter board (with or Band-pass filters, power supply
without external supply)
5 Supplementary board Spare slot for boards in double-usage wheel detection
equipment
Table 3 ZP 43 E board overview
For code numbers, see Table 16 on page 87.
6.4 Transformers for Remote Transmission
Once the maximum permissible interference voltage or the maximum permissible

cable capacitance is attained, it is necessary to electrically isolate the line be-
tween the wheel detection equipment and the evaluation unit. A broadband trans-
former is used for electrically isolating the wheel detection equipment transmis-
sion line. For this reason, the wheel detection equipment must be supplied via a

0000H06B.doc Date: 2003-08-10
second core pair in this case. This "external supply" must be uninterruptible and
can originate from a direct voltage situated in the vicinity or an alternating volt-
age.
On the supply line too, a transient interference voltage may not exceed 1.5 kVrms
and a continuous interference voltage may not exceed 250 Vrms. If necessary, an
isolating transformer must also be used there. In this case only alternating volt-
age supply is possible.
6.4.1 Broadband Transformer (BBT)
The SCN V25319-Z1-A9 broadband transformer is used for electrically isolating

the cable for the wheel detection equipment signal transmission.
6.4.2 Isolating Transformer (IT)
The SCN V25319-Z1-A14 isolating transformer must be used in new systems.

It can power-supply up to three ZP 43 E devices in the ambient temperature
range of -40 °C to +80 °C. The isolating transformer supplies the two output volt-
ages 230 V and 42 V.
6.4.3 Arrangement and Mounting of the Broadband Transformers and the Isolat-
ing Transformers
6.4.3.1 Mounting the Transformers in the Signal Box
The SCN C25320-A37-A1 mounting equipment is used for mounting. This board
has two slots for broadband transformers and isolating transformers.
The mechanical construction of the mounting equipment, subject to correspond-

ing adjustments, also allows for accommodation in other cable termination racks
or cabinets.
6.4.3.2 Transformer Accommodation on the Line
The connection box for the isolating transformer board can be installed directly on
the cable route in the open on a pipe support. The dimensions of the connection
box (without pipe support and cable bushings) are 241 mm x 241 mm x 174 mm
(wxdxh). The different board arrangement variants are set out in Table 17 on
page 88.

0000H06B.doc Date: 2003-08-10
NOTE
The terminal assignment of the isolating transformer boards can be found in the
associated circuit diagrams, SCN A25552-T701-C11-*-11 to ...C15-*-11.
Instructions on mounting can be found in the Connection Box for Isolating Trans-
former Boards Installation Instructions, SCN A25552-T701-C1-*-31.
The variants of the isolating transformer boards can also be used independently
of the connection box and mounted at an appropriate location, e.g. in racks or
cabinets.
6.4.4 Measures in the Event of External Supply
6.4.4.1 Circuit Boards
In the event of external supply, the band-pass filter board for external supply is
used in the ZP 43 E trackside connection box, SCN S25552-T3-B11, instead of
the usual band-pass filter board.
Wheel detection equipment supply type Band-pass filter board

Supply together with the wheel detection SCN S25552-B148-B1
equipment signal on one core pair (observe note below Table 16)
External supply with separate core pair SCN S25552-B148-A2
CAUTION
Observe the EMC note below Table 16.
NOTE
The external supply must be uninterruptible.
The permissible supply voltage range, measured at the trackside connection

box, is between 22 Vrms AC and 50 Vrms AC or 30 V DC and 72 V DC with max.
3% ripple.
The voltage for the external power supply must be connected to terminals 10 and
11 in the trackside connection box.
For more details, refer to block diagram SCN A25552-T3-B11-*-12.

0000H06B.doc Date: 2003-08-10
CAUTION
In the event of use with the Az S 350 or Az S (M) 350, remove the 200 mA fuse
in the evaluation unit mounting frame on the corresponding band-pass filter
board (BAPAS), SCN S25552-B637-A2 or B1, or on the amplifier, trigger and
band-pass filter board (VESBA), SCN S25552-B604-C1.
In the event of use with the Az S M (E) or Az S M (PB), remove the correspond-
ing 200 mA fuse for wheel detection equipment supply on the terminal strips in
the Az S M cabinet.
In the event of use with the Az S M (R), remove the corresponding fuse on the
ZAN board, SCN S25552-B701-A1.
6.4.4.2 Wheel Detection Equipment Signal Transmission and External Supply on

one Cable
A star-quad signalling cable must fulfil the following conditions in the event of ex-
ternal supply with 230 Vrms:
• The cable must be suitable for 230 Vrms with regard to its parameters.
• In its specifications, the railway operator must allow the joint transmission of
230 Vrms and low-level signal voltages on one cable.
• For supply, a different star-quad to that used for the wheel detection equip-
ment signal transmission must be used.
• The cable must only be used for axle counting systems.
• The alternating supply voltage must be a "clean" sinusoidal voltage with no in-
terfering harmonic waves.
NOTE
Equipment for uninterruptible power supply often generates voltages that deviate
from the sinusoidal shape. In this case, interference with the wheel detection
equipment signal transmission must be expected. In such cases, shared use of a
cable is not permissible.
NOTE
External supply via a shared cable is possible with direct voltage of up to 100 V
(ripple ≤ 3%).
However, there must be no more than 72 V DC (ripple ≤ 3%) at the trackside
connection box.
The difference equates to the voltage drop on the supply line.

0000H06B.doc Date: 2003-08-10
7 Installing the ZP 43 E Wheel Detection Equipment

The wheel detection equipment consists of the double wheel detector with con-
necting cables and the trackside connection box.
NOTE
The wheel detection equipment is also available factory-preassembled (com-
pletely fitted with components and with connected double wheel detector). The
code numbers can be found in Table 15 on page 85.
7.1 Arrangement of the Components on the Track
7.1.1 Standard Scenario
The double wheel detector is bolted to the rail web and linked with the trackside
connection box via connecting cables approx. 5 m long (alternatively 10 m). The
maximum possible distance with the standard connecting cables is around 4.2 m,
depending on local conditions. If the 10 m long connecting cables are used in ex-
ceptional cases, the maximum distance can be around 9 m.
Reducing plates Trackside connection box

Transmitter
Receiver
Transmitter and Pipe support
receiver cables with plastic
with flexible tube insulating
sleeve
Flexible tube
for signalling
cable
Figure 4 Arrangement of the wheel detection equipment components on the track
NOTE
Unpack the double wheel detector only after reaching the installation site.

0000H06B.doc Date: 2003-08-10
7.1.2 Vertical Mounting of the Trackside Connection Box
If the space available is restricted, as in tunnels or on bridges, the trackside con-

nection box can be mounted vertically.
Clamping claw
Figure 5 Vertical mounting of the trackside connection box
7.2 Tools Required for Installation
• Drilling machine or drilling jig, e.g. SCN C25326-A28-A1 (other drilling jigs are
also possible)
• Twist drill, Ø 13 mm
• Countersink, 90°, Ø 25 mm
• Torque spanner, opening 19
• Ring spanner, opening 19
• Open-end, ring or box spanner, opening 13
• Open-end spanner, opening 24
• Open-end spanner, opening 30
• Screwdriver 0.6 x 2.8 as per DIN 7437

0000H06B.doc Date: 2003-08-10
• Cable stripping knife
• Wire brush
• Angle grinder with rough-cutting disc (as required; for grinding inscriptions on
the rail web)
• Drilling machine with 10 mm masonry drill (for wall mounting)
• Hammer (for wall mounting)
7.3 Installing the Double Wheel Detector
7.3.1 Determining the Installation Site
The installation site selected for operational and safety-related reasons is indi-
cated in the track layout diagram.
• Installation in the centre of a sleeper bay (see Section 7.3.3.2 for exception).
• The track must be well packed.
• The connection between the rail and the sleeper must be secure.
• There must be at least four empty sleeper bays between the double wheel de-
tector installation site and a rail joint or a weld.
• Avoid tracks with heavily worn rail sections and gauge widening.
• Install the double wheel detector on straight lines on the right-hand rail in the
main direction of travel and in curves on the outer rail unless there are rea-
sons to the contrary, which are listed below.
• With a permanent way with Y steel sleepers, install the double wheel detector
between two separate sleepers only (not between the two legs of a Y steel
sleeper).
• The length of a section must be longer than the largest axle spacing occurring
in a train, so that there is no track clear indication under the train.
• There must be no cables carrying traction return currents or conductor rails
within the interference suppression areas in accordance with Figure 6 on page
37.
• The vertical extension of the interference suppression area extends 600 mm
upwards and downwards from the centre of the drill hole.
NOTE
On high-capacity lines and with 15 kV suburban trains, cross-bonds must be
installed within the range of 200 m in front of and behind the installation site at
intervals of no more than 75 m.
This must also be observed if the double wheel detector is subsequently
moved to another installation site.

0000H06B.doc Date: 2003-08-10
450 mm 450 mm
Interference
600 mm suppression
area 1
Transmitter
Rail
Receiver
600 mm
Interference
suppression
area 2
Figure 6 Interference suppression areas for double wheel detector installation
The vertical extension of the interference suppression areas is not shown in

Figure 6.
It is permissible to install continuous ATC (LZB) loop cables (in interference sup-
pression area 2) on the rail base below the receiver. When doing this, position
the ATC cable above the reducing plate.
7.3.2 Preparing the Installation Site
⇒ Clean the rail web at the installation site thoroughly using a wire brush.
Grind off any web inscriptions.
⇒ Remove the ballast far enough away to preclude damage to the connecting
cables when the rail is passed over.
7.3.3 Drilling the Web Holes
7.3.3.1 Installation between Sleepers
⇒ To drill the holes using a simple drilling machine, mark the web holes be-
fore drilling in accordance with the dimensions below.
⇒ Punch-mark the markings. When using a suitable drilling jig, this operation
is omitted.

0000H06B.doc Date: 2003-08-10
0
27 135 X
Holes ø 13
Centre of sleeper bay
Dimensions in mm
Figure 7 Drilling dimensions for attaching the double wheel detector
The drilling dimensions of the rail sections with the associated distance dimen-
sions X are listed in Table 19 on page 90. For the distance dimensions X of
unlisted rail sections, please refer to Product List SCN C25326-A21-A3-*-47 or
request them.
Centre of hole
X ± 1.5 mm
Figure 8 Distance dimension X from lower edge of rail base to centre of hole
You may use the drilling jig (SCN C25326-A28-A1) for the web drill holes
(Ø 13 mm). Please indicate the rail section when ordering the drilling jig. Profiled
fishplates are used for adaptation to the various rail sections. They fit into the
web area of the respective rail section and determine the correct distance from
the web holes to the rail base, and thus the mounting position of the equipment.
Profiled fishplates are available for all rail sections.
⇒ Insert the drilling template with the two profiled fishplates matching the rail
section into the web area and fasten the drilling template of the drilling jig
on the rail web with two clamps.

0000H06B.doc Date: 2003-08-10
⇒ Drill the web holes.
DANGER
Countersink the rail web holes on both sides using a countersink (90°, Ø 25 mm)
and an extended drill socket MK2-2 1.5 × 45°. This equates to a countersink
depth of 1.5 mm. It is absolutely essential to chamfer the drill hole in order to
avoid any cracking in the rail originating from the drill hole.
⇒ Remove the ballast far enough away to preclude damage to the connecting
cables when the rail is passed over. With a ballastless track, leave suffi-
cient clearance to allow for routing of the connecting cables including the
flexible tube (avoid crimping).
7.3.3.2 Installation above Sleepers
DANGER
The installation of double wheel detectors above steel sleepers is not permitted,
as it would jeopardise the fault-free operation of the wheel detection equipment.
NOTE
Check with the railway operator whether installation of the double wheel detector
above the sleeper is possible without modifying the existing rail fastening acces-
sories or whether changes are necessary. In the latter case, you also need to
ask the railway operator whether the changes are permitted.
NOTE
Drill the web holes in accordance with the instructions listed in Section 7.3.3.1.
Remove the rail fastening accessories on both sides before drilling.

0000H06B.doc Date: 2003-08-10
0
27 135
X
Holes ø 13
Centre of sleeper
Dimensions in mm
Figure 9 Drilling dimensions for fastening the double wheel detector above the sleeper
⇒ After drilling, install the fastening components for the corresponding per-
manent way approved by the railway operator.
7.3.4 Installing the Double Wheel Detector
The transmitter and receiver of the double wheel detector are bolted to the rail
web after drilling. The procedure for this is as follows:

0000H06B.doc Date: 2003-08-10
1 2
9 3
6 5 4
1 Inner side of rail 5 Spring washer

2 Outer side of rail 6 Square washer
3 Transmitter 7 Mushroom-head bolt
4 M12 hexagon nut 8 Receiver
9 Reducing plates
Figure 10 Double wheel detector components
⇒ Join the appropriate reducing plate (9), together with the receiver (8) and
the mushroom-head bolts (7), to the inside of the rail (1).
⇒ Then place the second reducing plate (9) and the transmitter (3) on the
outside of the rail (2) onto the bolts. The shape of the reducing plates de-
pends on the rail section. Reshaping of or longitudinal changes to the re-
ducing plates in order to adapt them to another rail section or particular
permanent-way types are not permissible.
⇒ Next, slip-fit the square washers (6), the spring washers (5) and the M12
self-locking hexagon nuts (4) onto the bolts.
⇒ Tighten the self-locking hexagon nuts (4) using a torque spanner (tighten-
ing torque of 70 Nm to 80 Nm).
CAUTION
The fastenings will settle after approx. 20 train runs. Retighten the nuts. This is
necessary after each mounting process, i.e. also after exchanging the double

0000H06B.doc Date: 2003-08-10
wheel detector. Measure the signal frequencies again and, if necessary, adjust
them.
Replace the self-locking nuts after dismantling them three to four times at the
latest. See Table 16 on page 87 for the code number for replacement nuts.
7.4 Trackside Connection Box
NOTE
During work on the trackside connection box, no moisture may penetrate the
interior of the trackside connection box.
7.4.1 Installation on a Pipe Support
⇒ Fasten the trackside connection box outside the clearance gauge on a pipe
support.
The conventional distance dimensions are listed below (see also Figure 13 on
page 46):
Distance dimension Typical field of application

1,350 mm Station
2,100 mm Open line
Table 4 Double wheel detector – trackside connection box distance dimensions
⇒ Lay the cables to the trackside connection box outside the clearance gauge
and without loops (risk of tripping).
• The upper side of the trackside connection box should be roughly equal to the
height of the top of the rail.
• The flexible tube for the incoming signalling cable must extend into the ground
or into the ballast.
• Available pipe support heights are 400 mm, 500 mm (standard height),
1,000 mm and 90 mm (on bridges, in tunnels, etc.).

0000H06B.doc Date: 2003-08-10
NOTE
Install the trackside connection box on the pipe support using the insulating
sleeve coming with the trackside connection box.
7.4.2 Wall Mounting of the Trackside Connection Box
The wall surface must be even. Depending on the fastening type, the following
procedures are to be observed (Figure 5 on page 35).
7.4.2.1 Plug Fastening
The following walls are suitable for plug fastening SCN C25165-A63-D4:
Full brick,
sand-lime brick with a strength > 15 N/mm2,
sand-lime ventilated brick with a strength > 15 N/mm2,
vertically perforated brick with a strength > 15 N/mm2 and
concrete with a strength > 25 N/mm2 (property class B 25).
⇒ Drill holes at least 70 mm deep using a 10 mm masonry drill.
⇒ Insert the plugs into the drilled holes.
⇒ Push the clamping claws into the lateral recesses of the trackside connec-
tion box lower section and screw the 13 mm hexagon bolts with washers
into the plugs.
7.4.2.2 Anchor Fastening
NOTE
The temperature of the anchorage base must be at least –5 °C to enable the
adhesive to harden.
The hardening time is temperature-dependent:
300 minutes at -5 °C,
60 minutes at 0 °C,
30 minutes at 10 °C and
20 minutes at over 20 °C.
Walls of natural stone and concrete with a strength > 25 N/mm2 (property class
B 25) are suitable for the anchor fastening SCN C25165-A63-B30.

0000H06B.doc Date: 2003-08-10
⇒ Drill holes at least 80 mm deep using a 10 mm masonry drill.
⇒ Insert the bonded anchor cartridges into the drilled holes.
⇒ Drive the anchor bars into the holes using a hammer.
⇒ Once the released adhesive has hardened, push the clamping claws into
the lateral recesses of the trackside connection box lower section and
screw the hexagon nuts with washers to the anchor bars.
7.4.3 Double Wheel Detector – Trackside Connection Box Cable Connection
⇒ Connect the double wheel detector to the trackside connection box by

means of the shielded connecting cables. On delivery, these connecting
cables are already connected to the transmitter and receiver of the double
wheel detector and provided with a flexible tube.
NOTE
The connecting cables must not be laid together with cables that carry traction
current, traction return current or heavy current (230/400 V AC) in a cable route
or cable trough.
The connecting cables must be laid in parallel, closely held together by cable
straps, at the edge of the sleeper bay.
Cable straps TCB
Connecting
cables
Figure 11 Laying of connecting cables in a sleeper bay

0000H06B.doc Date: 2003-08-10
⇒ Shorten the flexible tubes at the installation site to the required length
(Figure 12 on page 45). The flexible tubes are somewhat longer than the
connecting cables. The position of the cable recess can be felt through the
flexible tube. Shorten the flexible tube around 60 mm away from this re-
cess. Take care not to damage the connecting cables.
⇒ Place one tube clip on each of the free ends.
⇒ Next, insert the two connecting cables into the trackside connection box.
Fix the flexible tubes with the tube clips.
⇒ For trackside connection boxes with ERL 6 (application with toroidal

cores) only:
Insert each cable through the toroidal core halves of a toroidal core that are
held by a plastic clip. The four free ends of the two plastic clips must point
upwards, so that a cable strap can be pulled through the holes at the ends
and a cable strap can be pulled around the connecting cable both in front
and behind the toroidal core. This will fix the toroidal cores in their final po-
sition directly behind the cable entry in the box.
⇒ Connect the individual cores in accordance with Figure 20 on page 53 or

Figure 25 on page 59 (with lightning protection modules).
60 mm
Figure 12 Shortening the flexible tube
7.4.4 Earthing the Trackside Connection Box
The earthing terminal must be connected to
• the railway earth conductor in railways with AC traction and non-electrified

railways
• structural earth or the return system in railways with DC traction or with
mixed traction (AC/DC).

0000H06B.doc Date: 2003-08-10
If present, the lightning protection module board must always be connected to the
earthing terminal. The following cross-sections are recommended for the earth
conductor:
• 50 mm2 for contact line short-circuit current ISC = 25 kA NYY-O Cu wire

• 70 mm2 for contact line short-circuit current ISC > 25 kA NYY-O Cu wire
• 25 mm2 on non-electrified lines NYY-O Cu wire
The hole for connecting the earth conductor to the rail must comply with the con-
ditions listed below:
• drilled in the neutral zone of the rail (corresponds to dimension X in Table 19
on page 90 for mounting the double wheel detector)
• distance of at least 500 mm from any other rail web hole
DANGER
Countersink the rail web holes on both sides using a countersink (90°, Ø 25 mm)
and an extended drill socket MK2-2 1.5 × 45°. This equates to a countersink
depth of 1.5 mm. It is absolutely essential to chamfer the drill hole in order to
avoid any cracking in the rail originating from the drill hole.
CAUTION
The trackside connection box must first be connected to earth before any electri-
cal adjustment.
1350 mm or 2100 mm
Trackside
connection box
Receiver Transmitter
Railway earth conductor Earth conductor
Figure 13 Example of earthing the trackside connection box

0000H06B.doc Date: 2003-08-10
7.4.5 Installing the Signalling Cable
⇒ Strip 25 cm of the signalling cable (35 cm when using toroidal cores so that
the cores can be drawn through the toroidal core as described below).
⇒ Fasten the flexible tube using a tube clip after introducing the signalling ca-
ble.
⇒ Tail cable length < 250 m: Insulate the cable shield and armouring from the
trackside connection box.
⇒ Tail cable length > 250 m with AC traction and on non-electrified lines:
Connect the cable shield and armouring with the earthing terminal of the
trackside connection box.
⇒ Tail cable length > 250 m with DC traction and mixed operation (AC and
DC on one line): Insulate the cable shield and armouring from the trackside
connection box.
⇒ For trackside connection boxes with ERL 6 (application with toroidal

cores) only:
Before connecting, insert both cores of each connecting cable through the
associated toroidal core sleeve without the shield and the armouring. Wrap
the cores around, then insert them through the sleeve again. The cores
then form a loop with the sleeve. The connecting cables are fixed to the
plastic clip using a cable strap before them being inserted into the toroidal
core sleeve.
In the case of double usage and/or external supply, each core pair is given
a separate toroidal core sleeve (Figure 20 on page 53). There are three tor-
oidal core sleeves mounted on a bracket.
⇒ Connect the individual cores in accordance with Figure 20 on page 53 or

Figure 25 on page 59 (with lightning protection modules).

0000H06B.doc Date: 2003-08-10
7.5 Permissible Distances between Double Wheel Detectors

and other Components
NOTE
These distances apply regardless of the axle counting system. The double wheel
detector must not be installed on the moveable parts of points.
The double wheel detector must not be installed in the area of check rails. A
minimum distance of 0.3 m to check rails must be observed.
DEK 43 DEK (10 kHz)

double wheel double wheel
detector detector
DEK (10 kHz)

double wheel
detector
DEK 43 double
wheel detector
Figure 14 Minimum distances between double wheel detectors of different designs

0000H06B.doc Date: 2003-08-10
>5m
DEK 43 double DEK 43 double

wheel detector wheel detector
>1m
DEK 43 double DEK 43 double

Figure 15 Distances between double wheel detectors of the same design
Distances between double wheel detectors and an electrodynamic retarder:
Electrodynamic retarder Bonds
DEK 43 double
wheel detector
> 10 m
Figure 16 Distance from double wheel detector to an electrodynamic retarder
The distance between a double wheel detector and an electrodynamic retarder

must not be less than 10 m. The bonds are necessary in order to keep rail cur-
rents generated when switching the retarder on and off apart from the double
wheel detector.

0000H06B.doc Date: 2003-08-10
Distances between double wheel detectors in point areas:
> 1m > 1m
> 1m
> 1m
Case 1 Case 2 Case 3

> 1m
or > 1m or or
a
> 1m b
or
or
DEK 43 double
wheel detector
2m<a<3m measured between
b>3m the rail heads
Figure 17 Distances of double wheel detectors on points
Case 1: One of the two double wheel detectors may be installed in this area if the
stated minimum dimension of one metre is adhered to.
Case 2: With distance (a) between the rail heads and simultaneous offset of at
least one metre in the longitudinal direction, one double wheel detector may be
installed on one, freely selectable side only of each track.
Case 3: With distance (b) between the rail heads, one double wheel detector may
be installed on one, freely selectable side only of each track.

0000H06B.doc Date: 2003-08-10
Distances of double wheel detectors with audio-frequency track circuits:
S bond
f f
1 2
>1m TU >1m
>5m
Shunt bond
>1m
f1 >1m f2
TU
>5m
Terminal bond
f1 f2
>1m TU >1m
>5m
TU Tuning unit Installation not permitted in this area

f1 Frequency of track section 1
f2 Frequency of track section 2 Installation of double wheel detectors permitted,
frequency selection of AF track circuit unrestricted
DEK 43 double
wheel detector
Figure 18 Distances of double wheel detectors with audio-frequency track circuits

0000H06B.doc Date: 2003-08-10
The illustrations refer only to the necessary minimum distances between compo-
nents in the track. Further conditions for determining the installation site that can
arise for other reasons must also be noted (e.g. the overlapping of the vacancy
detection sections of the track circuits and the axle counting system for continu-
ous detection of tracks).
NOTE
No track magnet for intermittent automatic train control (intermittent ATC) may
be installed in the interference suppression area of the double wheel detector.
The distance between the DEK 43 double wheel detector and the intermittent
ATC track magnet is at least one empty sleeper bay when installing them on a
common rail. Both components can be situated in the same sleeper bay when in-
stalling them on opposing rails.
The following minimum distances between the DEK 43 double wheel detector
and the track magnets of the magnetic train stop must be adhered to:
DEK 43 double Track magnet DEK 43 double

> 0.7 m > 0.7 m
Figure 19 Minimum distance between the DEK 43 double wheel detector and the track
magnets of the magnetic train stop
NOTE
The minimum distance of 0.7 m applies to the following track magnets only:
SCN S25000-Q5697-A5
SCN S25000-Q5697-A6
SCN S25000-Q5697-B5
SCN S25000-Q5697-B6
SCN S25000-Q5697-C5

0000H06B.doc Date: 2003-08-10
7.6 Terminal Assignment in the Trackside Connection Box
bl
1
gn
2
ye TC C: Double wheel detector, receiver
3
rd
4
5 rd
ye
6
rd
7 C: Double wheel detector, transmitter
gn TC
8
bl
9
10 S: External supply (option)
TC Any polarity with DC supply
11
12 + S: WDE signal transmission
TC
13 and supply (standard)
-
14
15 + S: WDE signal transmission (and
TC - current sink for the old Az S 70)
16 - WDE double usage (option)
17
C Connecting cable
18 S Signalling cable
19 TC Toroidal core
Cable shield
Figure 20 Terminal assignment
NOTE
In trackside connection box SCN S25552-T3-B11, ERL 6, only, the relevant tor-
oidal cores (TC) must be fitted onto the individual cables before the cable cores
are connected to the terminal strip to comply with EMC standards EN 50121-4
(09/2000), EN 61000-6-2 (10/2001) and EN 61000-6-4 (10/2001).
Observe the instructions in Sections 7.4.2 and 7.4.5 in this respect.

0000H06B.doc Date: 2003-08-10
7.7 Measures when using ATC Track Coupling Coils in the

Inter-rail Area, Swiss Federal Railways (SBB)
NOTE
This section only applies when the track coupling coil is installed between the
rails
7.7.1 Distance to ATC Coupling Coils
The distance between the double wheel detector and ATC coupling coils must be
two sleeper bays, but at least 1 m.
7.7.2 Transition Area from Station to Open-line Track
The following must be carried out if vacancy detection faults occur frequently:
• Ensure that the cable shields and the trackside connection box are properly
connected to the railway earth conductor.
This measure is required in any case as per Sections 5.1 and 7.4.4.
• Unless there are important reasons not to do so, the double wheel detector
should be installed on the insulated rail.
• The minimum distance between the double wheel detector and a rail joint
must be 5 m.
• The two non-insulated rails in sections of open-line track must be additionally
connected to the railway earth conductor about 2 m from the rail joint in whose
vicinity a double wheel detector has been installed.

0000H06B.doc Date: 2003-08-10
Open line Station
2 m 5 m
DEK
ZP 43 E
Cable distribution box
TCB
to
interlocking
Key:
DEK Double wheel detector

ZP 43 E ZP 43 E wheel detection equipment
Railway
earth Connection to earth conductor or to earthed
conductor catenary support or signal post
Figure 21 Distances and earthing measures when using ATC coupling coils in the inter-
rail area, Swiss Federal Railways (SBB)

0000H06B.doc Date: 2003-08-10
8 Overvoltage Protection on the ZP 43 E Wheel Detec-

tion Equipment
For some axle counting system operators, the effect of electromagnetic interfer-
ence (atmospheric effects such as thunderstorms and technical influences such
as traction currents) is particularly great. In these cases, additional lightning pro-
tection measures beyond the lightning protection units on the lightning protection
board SCN S25552-B185-B1 or -A1 are necessary.
8.1 Design
The additional lightning protection components are accommodated in the type 4

lightning protection module SCN V25131-A1-A282 and in the block varistor SCN
V25131-A1-A403. These lightning protection modules are plugged into basic
terminal blocks SCN C25165-A63-B70. The entire structure forms the lightning
protection unit SCN C25165-A63-B69 (Figure 22, page 56). The basic terminal
blocks are snap-fitted to a mounting rail, which is attached via a module support
to the carrier rail in the ZP 43 E trackside connection box (Figure 24, page 57).
Lightning protection
module 4
V25131-A1-A282
Block varistor
V25131-A1-A403
Retaining clip
Basic terminal block

C25165-A63-B70
Mounting rail
Module support
Figure 22 Lightning protection unit SCN C25165-A63-B69

0000H06B.doc Date: 2003-08-10
8.2 Installation
8.2.1 Retrofitting Older Wheel Detection Equipment
⇒ To retrofit a lightning protection unit to wheel detection equipment, two

4.8 mm holes must be drilled 56 mm apart in the carrier rail to the left of the
terminal strip (Figure 23, page 57).
⇒ The module support is then fixed to the carrier rail by means of cheese-
head screws, spring washers and M4 nuts (Figure 24, page 57). In order to
tighten the screws and nuts effectively, the mounting rack in the trackside
connection box must be detached from the lower part of the box. The stan-
dardised parts come with the module support.
4.8
11.2
96 56±0.2
Figure 23 Drilling dimensions in the carrier rail SCN C25300-A15-C6
Lightning protection unit

C25165-A63-B69
Carrier rail
C25300-A15-C6
Figure 24 Lightning protection unit with carrier rail

0000H06B.doc Date: 2003-08-10
8.2.2 Retrofitting New Wheel Detection Equipment
Since the introduction of the lighting protection unit SCN C25165-A63-B69 for the
ZP 43 E, the carrier rail has been supplied with pre-drilled, pre-threaded mount-
ing holes. No nuts are required and there is therefore no need to detach the
mounting rack in order to install the module support.
8.3 Configuration Variants
In the standard configuration, the lightning protection unit SCN C25165-A63-B69

is supplied with a block varistor, one type 4 lightning protection module and two
basic terminal blocks. This configuration allows the cable to the evaluation unit
that carries the WDE signals and supplies power to the WDE to be connected.
If cables for external supply and/or WDE double usage are to be connected, one
or two additional type 4 lightning protection modules with the associated basic
terminal blocks must be installed. To do this, release the retaining clip and snap-
fit the one or two additional basic terminal blocks onto the mounting rail.
In addition to the lightning protection unit SCN C25165-A63-B69 (standard con-
figuration), the following components must be ordered for each additional cable
that is to be connected:
• one basic terminal block

• one type 4 lightning protection module
• one connecting cable
The code numbers can be found in Table 16 on page 87.
8.4 Electrical Connection
The lightning protection unit SCN C25165-A63-B69 is connected as shown in

Figure 25 on page 59. The figure illustrates the maximum configuration level ena-
bling the connection of a first evaluation unit (BLAZ 1, terminals 12/13), an exter-
nal power supply (BLAZ 2, terminals 10/11) and permitting double usage of the
WDE by a second evaluation unit (BLAZ 3, terminals 15/16). The actual number
of lightning protection modules, basic terminal blocks and associated connecting
cables required will depend upon the configuration variant used.
The earth conductor (gn/ye) coming with the lighting protection unit SCN C25165-
A63-B69 must be connected under the clip (earth terminal in the lower part of the
box).

0000H06B.doc Date: 2003-08-10
bl
1
gn
2
ye TC
C: Double wheel detector, receiver
4 3
rd
rd
6 5
ye
rd
C: Double wheel detector, transmitter
8 7
gn TC
bl
16 15 14 13 12 11 10 9
Lightning protection unit

SCN C25165-A63-B69
Screw
5 4
1 2 3
terminal Block varistor

Earth or railway earth
6
strip + conductor
5 4
1 2 3
S: WDE signal transmission

BLAZ (1)
- and supply (standard)
5 46
1 2 3
S: External supply (option)

BLAZ (2)
Any polarity with DC supply
6
+ S: WDE signal transmission

1 2 3
5 4
BLAZ (3) (and current sink for the

-
6
old Az S 70 system)
TC WDE double usage (option)
C Connecting cable
S Signalling cable
TC Toroidal core
Cable shield
Figure 25 Terminal assignment for ZP 43 E with lightning protection modules and block
varistor (plan view)
NOTE
In trackside connection box SCN S25552-T3-B11, ERL 6, only, the relevant tor-
oidal cores (TC) must be fitted onto the individual cables before the cable cores
are connected to the terminal strip to comply with EMC standards EN 50121-4
(09/2000), EN 61000-6-2 (10/2001) and EN 61000-6-4 (10/2001).
Observe the instructions in Sections 7.4.2 and 7.4.5 in this respect.

0000H06B.doc Date: 2003-08-10
9 Adjusting the ZP 43 E Wheel Detection Equipment
CAUTION
The MOS components mounted on the circuit boards of the wheel detection
equipment can be damaged by electrostatic discharge from charged persons or
equipment.
When handling these boards, the following rules must be observed:
⇒ Hold the boards only by the long sides (guide edges), front panel, locking or
designation plate holder.
⇒ Keep the boards in their original protective packaging until they are in-
stalled in the wheel detection equipment.
⇒ Do not touch circuit board terminals, conductors, components or plug con-

nectors.
⇒ The boards in slot 2 (Figure 3, page 30) must always be inserted last
when commissioning the wheel detection equipment, and must be the
first to be removed when shutting the equipment down (disconnection
of wires leading to the interlocking and, thus, the operating voltage and
possible interference voltage).
NOTE
On the lightning protection board SCN S25552-B185-B1 or -A1 overvoltages
induced into the cables are limited to harmless levels. Checking and exchange
of the lightning protection board is only required in the event of visible damage or
discolouration on the circuit board.
NOTE
In all adjustment work, the double wheel detector must be in the uninfluenced
state (no wheels or other metal objects in the vicinity).
When the test equipment described in Sections 9.4 to 9.6 is handled correctly, it
has no outward effect on the wheel detection equipment. Functional checks can
therefore be carried out in brief out-of-service periods. Some of the wheel detec-
tion equipment check measurements are also possible on the evaluation unit.

0000H06B.doc Date: 2003-08-10
9.1 Tools and Test Equipment Required for Adjustment
• Open-end, ring or box spanner, opening 13

• Screwdriver 0.6 x 2.8 as per DIN 7437 for terminal strip
Alternatively, the following are required as test equipment:
• FTGS/GLS/AZS test set (PEGA 1211)

• Probe adapter board and multimeter with measuring ranges as per Section
11.3
• WDE diagnostic unit with TAKOPA probe adapter board (no longer available)
9.2 Preparatory Work
⇒ Connect all cables (from the double wheel detector, the interlocking and, if
applicable, the earthing system) in the wheel detection equipment in accor-
dance with the configuration data and insert the circuit boards into the pre-
scribed slots in the mounting rack.
⇒ The wheel detection equipment must be connected to the evaluation unit

via the signalling cable, and the evaluation unit must be connected to the
interlocking power supply (battery) and switched on.
⇒ Set the level switch on the band-pass filter board and supplementary board
to +0.8 Np (normal setting) and 0 Np respectively (Figure 26, page 62).
The intermediate value of + 0.5 Np can be set by setting sliding-dolly switch
1 to "ON" and sliding-dolly switch 2 to "OFF".
CAUTION
Check that the insulation resistance between the mounting rack and the track-
side connection box is min. 10 MO.
NOTE
The band-pass filter board for external supply SCN S25552-B148-B2 or -A2
generally has an amplification level that is 0.4 Np higher.
The adjusting values are therefore +0.4 Np, +0.9 Np or +1.2 Np (normal setting).

0000H06B.doc Date: 2003-08-10
Sliding-dolly switch set to + 0.8 Np Sliding-dolly switch set to 0 Np
(normal setting) (for joint transmission of axle counting
information and message signals
2d/2z on a single cable)
ON
1 2 ON
1 2
B3 B4
B1 B2
32d/32z
Figure 26 Level switch setting on the band-pass filter board
NOTE
After changing the level switch setting, the voltages on the associated amplifier,
VESTI, VESBA or ZAN boards in the evaluation unit must be readjusted.
NOTE
If the wheel detection equipment is connected to one or two Az S 70 evaluation
units, the current in the evaluation unit on the amplifier board SCN S25000-
Q1738-B60 must be adjusted to the following value using the cube plug:
To 80 mA if the wheel detection equipment (with the band-pass filter board SCN
S25000-B148-A1/B1) is connected to the evaluation unit via WDE terminals
12/13.
To 50 mA if the wheel detection equipment (with the supplementary board SCN
S25552-B149-A1) is connected to the evaluation unit via WDE terminals 15/16.
9.3 Preliminary Mechanical Check
DANGER
Is the trackside connection box connected to the railway earth conductor, struc-
tural earth or return system (Section 7.4.4)?
Are both ends of the earth conductor mechanically securely connected?
If there is no earth connection, life-threatening high voltage may be applied to
the signalling cable if the overhead line ruptures and touches the trackside con-
nection box.

0000H06B.doc Date: 2003-08-10
⇒ Check the installation site of the double wheel detector according to the
track layout diagram and the conditions described in Sections 7.3.1, 7.4.1
and 7.5 of the Operating and Service Manual.
⇒ Check whether there is any visible damage on the double wheel detector
and on the connecting cables.
⇒ Check whether the reducing plates are mounted on the double wheel de-
tector under the transmitter and receiver.
⇒ Check whether the fastening bolts of the double wheel detector are tight
(tightening torque of 70 Nm to 80 Nm).
⇒ Check whether the cables are connected to the right terminals (see Sec-
tions 7.6 and 8.4).
CAUTION
The signalling cable must be connected with the right polarity (see Figure 20 on
page 53 or Figure 25 on page 59).
⇒ Check whether the screws of the terminal strip are tight.
CAUTION
Do not overwind the screws! Only use screwdriver 0.6 x 2.8 mm for the screws
of the terminal strip.
⇒ Check whether the requisite boards are inserted in the mounting rack and
locked.
NOTE
The circuit boards are equipped with a coding comb and only fit into the plug-in
connection at the right location.
⇒ Check whether there is a blue-coloured desiccant bag in the trackside con-

nection box. If the bag is pink-coloured, it must be changed or dried at ap-
prox. 100 °C.

0000H06B.doc Date: 2003-08-10
9.4 Electrical Adjustment using the PEGA 1211 Test Set
The FTGS/GLS/AZS test set, SCN V25921-Z1-A19 (PEGA 1211), is used for
performing adjustments, check measurements and tests on the ZP 43 E Wheel
Detection Equipment. The test set must be calibrated once a year. This calibra-
tion must be documented. The WDE adapter coming with the test set is used for
connection to the wheel detection equipment.
The WDE adapter is a supplementary board that performs the connection of the
measuring points in the trackside connection box of the wheel detection equip-
ment depending on the function selected on the test set. Both the power and con-
trol information supply of the adapter and the transmission of the measuring sig-
nals are effected via a four-core line between the adapter and the test set.
NOTE
See "Operating Instructions for FTGS/GLS/AZS Test Set (PEGA 1211)“, SCN
A25921-Z1-A19-*-19, for further details.
For later fault location or diagnostics, it is beneficial to note down the measured
values indicated on an adhesive label beside the table of measured values in the
trackside connection box or on a test record.
An alternative to the electrical connection of the FTGS/GLS/AZS test set to the

wheel detection equipment via the WDE adapter is to use the supplied laboratory
leads (e.g. for measurements at the output to interlocking B with double-usage
wheel detection equipment, Section 4.2.4). The two 4 mm safety measuring
sockets on the side of the test set are used for inserting 4 mm safety laboratory
connectors. On the side of the equipment to be adjusted/tested, the electrical
contact can be produced either by means of 4 mm or 2 mm connectors or with
clamp probes, depending on the situation. For direct voltage measurements, en-
sure that the measuring leads are correctly assigned to the sockets. The positive
input is indicated by the red socket.
DANGER
The voltage at the two 4 mm sockets is also present at contacts of the multipole
round socket and vice versa. When using the 4 mm sockets for measuring, the
WDE adapter must not be connected. The two 4 mm sockets must not be used
when measuring with the WDE adapter (no shock-hazard protection).
To ensure shock-hazard protection, the round connector must be connected to
the test set before the adapter card is inserted into the wheel detection equip-
ment.

0000H06B.doc Date: 2003-08-10
CAUTION
The maximum permissible input voltage is 280 Vrms.
Prüfgerät FTGS / GLS / AZS

Display
kHz
V
Measuring socket, mV
positive input Next function/
Measuring socket, next-higher frequency
Sach-Nr. V25921-Z1-A19
negative input
Previous function/
next-lower frequency
Round socket for
WDE adapter mode
Confirmation
(back with )
on/off OK
Display illumination Mode/function

on/off display Mode
(value displayed again selection
with OK )
Figure 27 PEGA 1211 test set
9.4.1 PEGA 1211 Power Supply
The PEGA 1211 test set is operated with two NiCd batteries, model C (baby bat-
tery). Alternatively, primary batteries can also be used.
DANGER
Primary batteries must not be charged, as they may explode!
Before opening the battery compartment, disconnect the WDE adapter or the
measuring leads from the wheel detection equipment.
If the display "Lo bAt" appears after switching on, the batteries must be replaced.

0000H06B.doc Date: 2003-08-10
9.4.2 Preparatory Work
⇒ Remove all stray metal parts (e.g. tools) within a radius of 50 cm of the
double wheel detector.
⇒ The wheel detection equipment adapter is inserted into the location pro-
vided on the wheel detection equipment and is ready for operation immedi-
ately. The wheel detection equipment adapter automatically performs the
connection of the correct measuring points according to the function se-
lected. The PEGA 1211 test set is connected to the wheel detection equip-
ment adapter via its four-pole round socket on the front panel.
⇒ If there is double usage of the wheel detection equipment, carry out the
supply voltage and level measurement of the second wheel detection
equipment lead (terminals 15 and 16) with measuring leads via the measur-
ing sockets of the PEGA 1211 test set.
NOTE
The toggle switch of the wheel detection equipment adapter must be set to
"ZP 43 E/M" for measurements on the ZP 43 E.
These measuring operations have no outward effect on the wheel detection

equipment.
DANGER
First insert the round connector and then the adapter card. Once measuring is
finished, remove the adapter card first followed by the round connector (shock-
hazard protection).
DANGER
Never connect the wheel detection equipment adapter and the 4 mm measuring
leads to the test set simultaneously (shock-hazard protection and avoidance of
incorrect measurements).

0000H06B.doc Date: 2003-08-10
9.4.3 Measuring
⇒ Select mode ZP 43 using the Mode key.
⇒ Confirm using the OK key.
The parameter U60= to be measured flashes in the display.
For the complete adjustment or testing of wheel detection equipment, the meas-
urements must be carried out in the correct sequence. The correct sequence re-
sults from the details on actuating the keys ("Next function" or "Previous func-
tion") in the sections below. When only some of the measurements are carried
out (e.g. for diagnostics), the keys must be actuated until the parameters to be
measured appear in the display.
9.4.3.1 Checking the Wheel Detection Equipment Supply Voltage U60
⇒ Confirm using the OK key.
The voltage displayed must be between 30 V DC and 72 V DC.
⇒ If "-POL" is displayed, the two cores of the signalling cable are reversed.
Connect the cable cores correctly!
The next parameters to be measured can be called up using the "Next function"
or "Previous function" keys. They appear flashing in the display.
9.4.3.2 Checking the Wheel Detection Equipment Voltage U24
⇒ Press the "Next function" key once.
"U24" flashes in the display.
⇒ Press the OK key.
The voltage displayed must be between 21.3 V DC and 22.4 V DC. This is the in-
ternal, stabilised supply voltage of the wheel detection equipment.
9.4.3.3 Setting the 43 kHz Transmitter Frequency

0000H06B.doc Date: 2003-08-10
"FS" flashes in the display.
NOTE
The following frequency adjustment is used for adapting the double wheel detec-
tor to the installation site.
⇒ Set the transmitter frequency using the sliding-dolly switch on the frequency
tuning board to 43 kHz as precisely as possible.
It must be within the tolerance range of 42.8 kHz to 43.2 kHz.
9.4.3.4 Setting the Rectified Voltage UR1
⇒ Press the "Next function" key three times.
"UR1" flashes in the display.
⇒ Adjust the potentiometer f1 on the front of the generator board (slot 3) using
a 0.6 x 2.8 mm screwdriver until a voltage of approx. 5.5 V DC is reached
(tolerance 5.3 V DC to 6.0 V DC). The coarse adjustment of signal fre-
quency f1 is thus effected internally.
"UR2" flashes in the display.

0000H06B.doc Date: 2003-08-10
9.4.3.6 Setting the Signal Frequency f1
⇒ Press the "Previous function" key three times.
"f1" flashes in the display.
⇒ Slowly adjust the potentiometer f1 on the front of the generator board (slot
3) to the signal frequency of 3.60 kHz using a 0.6 x 2.8 mm screwdriver
(tolerance range 3.55 kHz to 3.65 kHz).
"f2" flashes in the display.
⇒ Slowly adjust the potentiometer f2 on the front of the generator board (slot
3) to the signal frequency of 6.52 kHz using a 0.6 x 2.8 mm screwdriver
(tolerance range 6.42 kHz to 6.62 kHz).
9.4.3.8 Checking the Receiver Voltages UE1 and UE2
NOTE
The level of the receiver voltages depends on the rail section used.
⇒ Press the "Next function" key three times.
"UE1" flashes in the display.
Receiver voltage UE1 is displayed.
"UE2" flashes in the display.

0000H06B.doc Date: 2003-08-10
Receiver voltage UE2 is displayed.
The voltage indicated is the voltage which is coupled into the receiver coils of the
receiver by the 43 kHz transmitter via the rail. For the rail sections listed in Table
19 on page 90, this voltage ranges from 60 mV AC to 150 mV AC. For smaller
rail sections (e.g. S33), the receiver voltage can be up to 200 mV.
DANGER
The receiver voltage should be no lower than 60 mV.
When using the double wheel detector with very high rail sections, it is tolerable
for this value to be undershot by up to 10% if the installation of the double wheel
detector has been checked again (drilling dimensions, secure fit of the bolts, no
stray metal parts in the vicinity) and if the required values of signal frequencies f1
and f2 can be adjusted (Sections 9.4.3.6 and 9.4.3.7).
9.4.3.9 Checking the Transmitter Level UL
"UL" flashes in the display.
The voltage displayed is the aggregate level of the two signals with the frequen-
cies f1 and f2 on the line. The aggregate level can be in the range from 0.48 V AC
to 1.80 V AC when using the band-pass filter board SCN S25552-B148-A1, -B1
or -C1 (observe note below Table 16, page 87) and between 0.7 V AC and 2.7 V
AC when using the "external supply" band-pass filter board SCN S25552-B148-
A2 or-B2. Whenever possible, it should be above 1.00 V AC.
NOTE
With double usage of wheel detection equipment, measure the values "U60" and
"UL" at terminals 15 and 16 using the supplied laboratory leads.

0000H06B.doc Date: 2003-08-10
9.5 Probe Adapter Board
The probe adapter board SCN S25552-B43-D1 can be used during commission-
ing and maintenance for testing and adjusting work on the ZP 43 E Wheel Detec-
tion Equipment. Adjusting work (voltage and frequency measurements) can be
performed using a commercially available multimeter. Measuring sockets ar-
ranged in pairs are provided on the front. The multimeter is connected to them.
The external constructional shape of the probe adapter board for the ZP 43 E is
the same as that of the probe adapter (TAKOPA) of the WDE diagnostic unit.
DANGER
All parts of the wheel detection equipment may be carrying an interference volt-
age. Therefore, always connect the measuring leads for connecting the probe
adapter board and the measuring equipment to the measuring equipment first
and then insert them into the measuring sockets of the probe adapter board.
Do not touch any metal parts of the measuring leads when they are connected to
the wheel detection equipment.
NOTE
When using the probe adapter board, the instructions in Section 9.4 "Electrical
Adjustment using the PEGA 1211 Test Set“ apply to the sequence of tests and
adjustments, the adjustment work and the setpoints.
Table 5 on page 79 contains an overview of all electrical setpoints.
The polarity of the voltage at socket pair UR1 and UR2 is reversed with some
probe adapter boards in relation to the front panel lettering.

0000H06B.doc Date: 2003-08-10
U60
+ UL
U24
+
fS
f1
f2
UR1
+
UR2
+
UE1
UE2
Figure 28 Front panel of the probe adapter board
DANGER
For measurements with the probe adapter board, only measuring equipment
with a verifiable, annual calibration may be used.
For further requirements of the measuring equipment, see Section 11.3 "Probe
Adapter Board (Multimeter Requirements)“.

0000H06B.doc Date: 2003-08-10
9.6 Electrical Adjustment using the Wheel Detection Equip-

ment Diagnostic Unit
NOTE
The wheel detection equipment diagnostic unit is no longer available.
The wheel detection equipment diagnostic unit does not perform any vital func-
tions in signal engineering terms.
Provided the diagnostic unit is properly connected, no pulses will be detected by
the wheel detection equipment, irrespective of the model, as long as the measur-
ing mode ("Messen") is on. The switches in the diagnostic section must not be
activated in this process. In the diagnostic mode ("Diagnose") a test program is
executed, triggering a transient occupied signal of the track vacancy detection
section.
NOTE
In conjunction with the TAKOPA probe adapter board (SCN S25552-B43-A1),
the wheel detection equipment diagnostic unit SCN S25552-H11-A1 is suitable
for all adjustments on the ZP 43 E Wheel Detection Equipment.
Detailed instructions on handling the wheel detection equipment diagnostic unit
can be found in the Operating Instructions, SCN A25000-X22-Q35-*-19.
Check the battery voltage before taking the measurements. Precise measure-
ments are not possible below a battery voltage of 9.2 V.
The wheel detection equipment diagnostic unit must be calibrated after an oper-
ating period of twelve months.
DANGER
All boards/components may be carrying interference voltages. In order to avoid
touching parts under interference voltage unintentionally, always insert the con-
nector of the adapter board into the wheel detection equipment diagnostic unit
first, then insert the adapter card into the mounting rack of the wheel detection
equipment. Follow the sequence in reverse after the measurements have been
completed.
You must observe the following points when using the measuring sockets: When
using the separate measuring sockets, you must not connect the TAKOPA probe
adapter to the diagnostic unit.
When measuring by means of the TAKOPA probe adapter, you must not con-
nect any measuring leads to the measuring sockets (interference voltage may be
present).

0000H06B.doc Date: 2003-08-10
Measuring voltages > 72 V (peak value) may destroy the WDE diagnostic unit.
Frequency Displays Range Pulse code LED Pulse duration

selector switch selector preselection preselection
switch
kHz V~
– 4-2 -4 2-4-2
6
3,60 2
ms ms
f1 UR1 UR2 A usgangsim puls Prüfim puls
f
f2 UE1 Diagnose
fs f (MZ)
UE2 Messen
UL U ~ Aus Diagnose
U24
(L-BG)
U = U60 U12
UV2 UV1
1 2 Diagnose 1 2
DEK-MZ
E1 E2 Schaltpunkt Programmstart
Simulate Illumination/ Mode selector Real

train battery test switch train run
run (set to Messen)
Light grey elements not required for ZP 43 E
Figure 29 Front panel of the WDE diagnostic unit
9.6.1 Preparatory Work
⇒ Remove all stray metal parts (e.g. tools) within a radius of 50 cm of the
double wheel detector.
⇒ If there is double usage of the wheel detection equipment, carry out the
supply voltage and level measurement of the second wheel detection
equipment lead (terminals 15 and 16) with measuring leads via the red and
blue sockets of the WDE diagnostic unit.
⇒ Plug the TAKOPA probe adapter board into slot 1 and connect it to the
WDE diagnostic unit.
9.6.2 Measuring Mode ("Messen")
⇒ Set the mode selector switch of the WDE diagnostic unit to "Messen".

0000H06B.doc Date: 2003-08-10
In the position "Messen" of the mode selector switch, the diagnostic unit is
switched on and ready to measure immediately.
For measuring, each lead must be connected to the corresponding measuring
points (terminals or circuit board connections).
When TAKOPA is used, all measuring points are simultaneously connected with
the diagnostic unit. They are connected in pairs by means of the range selector
switch.
DANGER
TAKOPA and individual measuring leads must not be used simultaneously, as
dangerous voltages may be present on both and there is no shock-hazard pro-
tection.
NOTE
The range selector switch settings "U12", "UV1" and "UV2" are not required for
adjusting the ZP 43 E Wheel Detection Equipment.
NOTE
The position of the adjusting elements is shown in Figure 3, page 30.
9.6.2.1 Checking the Wheel Detection Equipment Supply Voltage U60
⇒ Set the range selector switch of the WDE diagnostic unit to "U60".
The voltage displayed must be between 30 V DC and 72 V DC.
⇒ If a negative voltage is displayed, the two cores of the signalling cable are
reversed. Connect the cable cores correctly!

0000H06B.doc Date: 2003-08-10
9.6.2.2 Checking the Wheel Detection Equipment Voltage U24
⇒ Set the range selector switch of the WDE diagnostic unit to "U24".
The voltage displayed is the internal, stabilised supply voltage of the wheel detec-
tion equipment, and must be between 21.3 V DC and 22.4 V DC.
9.6.2.3 Setting the 43 kHz Transmitter Frequency
⇒ Set the range selector switch of the WDE diagnostic unit to "f".
⇒ Set the frequency selector switch to "fs".
NOTE
The following frequency adjustment is used for adapting the double wheel detec-
tor to the installation site.
⇒ Set the transmitter frequency using the sliding-dolly switch (switch positions
0 to F) on the side of the mounting rack to 43 kHz as precisely as possible.
The frequency must be within the tolerance range of 42.8 kHz to 43.2 kHz.
⇒ Set the range selector switch of the WDE diagnostic unit to "UR1".
⇒ Set the range selector switch of the WDE diagnostic unit to "UR2".

0000H06B.doc Date: 2003-08-10
⇒ Set the frequency selector switch of the WDE diagnostic unit to "f1".
⇒ Slowly adjust the potentiometer f1 on the front of the generator board to the
signal frequency of 3.60 kHz using a 0.6 x 2.8 mm screwdriver (tolerance
range 3.55 kHz to 3.65 kHz).
⇒ Set the frequency selector switch of the WDE diagnostic unit to "f2".
⇒ Slowly adjust the potentiometer f2 on the front of the generator board to the
signal frequency of 6.52 kHz using a 0.6 x 2.8 mm screwdriver (tolerance
range 6.42 kHz to 6.62 kHz).
9.6.2.8 Checking the Receiver Voltages UE1 and UE2
NOTE
The level of the receiver voltages depends on the rail section used.
⇒ Set the range selector switch of the WDE diagnostic unit to "UE1" or “UE2”.
The voltage indicated is the voltage which is coupled into the receiver coils of the
receiver by the 43 kHz transmitter via the rail. For the rail sections listed in Table
19 on page 90, this voltage ranges from 60 mV AC to 150 mV AC. For smaller
rail sections such as S33, the receiver voltage can be up to 200 mV.

0000H06B.doc Date: 2003-08-10
DANGER
The receiver voltage should be no lower than 60 mV.
When using the double wheel detector with very high rail sections, it is tolerable
for this value to be undershot by up to 10% if the installation of the double wheel
detector has been checked again (drilling dimensions, secure fit of the screws,
no stray metal parts in the vicinity) and if the required values of signal frequen-
cies f1 and f2 can be adjusted (Sections 9.6.2.6 and 9.6.2.7).
9.6.2.9 Checking the Transmitter Level UL
⇒ Set the range selector switch to "UL".
The voltage displayed is the aggregate level of the two signals with the frequen-
cies f1 and f2 on the line. The aggregate level can be in the range from 0.48 V AC
to 1.80 V AC when using the band-pass filter board SCN S25552-B148-A1, -B1
or -C1 (observe note below Table 16 on page 87), and between 0.7 V AC and
2.7 V AC when using the "external supply" band-pass filter board SCN S25552-
B148-A2 or -B2. Wherever possible, it should be above 1.00 V AC.

0000H06B.doc Date: 2003-08-10
9.7 Overview of Electrical Setpoints of the ZP 43 E Wheel De-

tection Equipment
Display Measured quantity Setpoint Tolerance range

U60= WDE voltage 60 V DC 30 V to 72 V
U24= Operating voltage 24 V DC 21.3 V to 22.4 V
FS Transmitter frequency of the 43 kHz 42.8 kHz to 43.2 kHz
double wheel detector
F1 Signal frequency 1 3.60 kHz 3.55 kHz to 3.65 kHz
F2 Signal frequency 2 6.52 kHz 6.42 kHz to 6.62 kHz
Ur1= Rectified voltage 1 5.5 V DC 5.3 V to 6.0 V
Ur2= Rectified voltage 2 5.5 V DC 5.2 V to 5.9 V
uE 1 Receiver voltage 1 AC 60 mV to 150 mV;
observe note in Sections 9.6.2.8
and 9.4.3.8
uE 2 Receiver voltage 2 AC 60 mV to 150 mV;
observe note in Sections 9.6.2.8
and 9.4.3.8
UL WDE output voltage
with direct supply ≥ 1.0 V AC 0.48 V to 1.80 V
with external supply ≥ 1.0 V AC 0.70 V to 2.70 V
Table 5 Overview of electrical setpoints of the ZP 43 E Wheel Detection Equipment
The information in the "Display" column refers to the PEGA 1211 test set.

0000H06B.doc Date: 2003-08-10
10 Maintenance
10.1 Inspection
The following intervals are recommended for wheel detection equipment inspec-
tions:
• 12 months for densely trafficked lines

• 18 months for other lines
NOTE
Additional regulations of the operator and requirements relating to the configura-
tion of the overall system must also be observed.
Scope of inspection:
• Visual inspection of all parts for damage and secure fitting
• Check of electrical adjusting values as per Operating and Service Manual,
Sections 9.4 to 9.6
NOTE
Only perform electrical readjustment if the values are out of the tolerance ranges
indicated in the Operating and Service Manual, Section 9.7.
On infrequently travelled secondary tracks, perform a simulation of a train run by

means of a test plate. A ferromagnetic sheet-steel plate (e.g. St 37 or similar)
with a minimum size of 350 mm x 150 mm has an effect similar to that of a wheel
on the wheel detection equipment. The plate is placed horizontally onto the rail
and moved across the double wheel detector in the longitudinal direction.
Please note: As a result of this, occupied indications are issued for adjacent sec-
tions.
10.2 Diagnosis and Corrective Maintenance
Use the PEGA 1211 test set, the probe adapter board or the WDE diagnostic unit
for all adjustments, check measurements and tests on the ZP 43 E Wheel Detec-
tion Equipment. For fast and precise error location in the event of faults, these
devices have the advantage that the function can be performed without interven-
tion in parts of the axle counting system, i.e. without the disconnection of cables
or the removal of circuit boards.
Functional checks can therefore be carried out in brief out-of-service periods.

0000H06B.doc Date: 2003-08-10
10.2.1 Locating Faults
The cause of faults (counting errors or untimely occupied indication of sections) is

located by remeasuring the signal frequencies f1 and f2 on the evaluation unit at
measuring sockets "F" and the voltages U1 and U2 at the measuring sockets "U"
of the WDE interface boards concerned (e.g. VESTI, ZAN or VESBA), depending
on the type of evaluation unit.
If the signal frequencies f1, f2 and the voltages U1, U2 are within the permissible
tolerances, the cause of the fault is highly likely to be in the area of the evaluation
unit.
⇒ Check the wheel detection equipment if the voltages U1 and/or U2 have

fallen by more than 20% below the original value. If the wheel detection
equipment is fault-free, the cable is defective.
⇒ Check the input boards in the evaluation unit (band-pass filter, amplifier,
BAPAS, VESTI, VESBA or ZAN boards) and the wheel detection equip-
ment if the voltages U1 and/or U2 are above the tolerance range. If the
boards and the wheel detection equipment are fault-free, the attenuation of
the cable has reduced. The cause may be a changed cable routing.
⇒ Check the wheel detection equipment if the signal frequencies f1 and/or f2

are out of the tolerance range.
Replace defective boards. Have faulty boards of the wheel detection equipment
repaired in a Siemens service centre.
NOTE
Use the WDE service equipment (probe adapter board, PEGA 1211 test set or
WDE diagnostic unit) in accordance with the instructions in the Operating and
Service Manual.

0000H06B.doc Date: 2003-08-10
10.2.2 Single Faults
NOTE
After replacing the generator board, the transmitter frequency fs, rectified volt-
ages UR1 and UR2 as well as the signal frequencies f1 and f2 must be adjusted.
After replacing the band-pass filter board, the signal frequencies f1 and f2 must
be adjusted and the transmitter level UL must be adjusted using the level switch
on the band-pass filter board.
After replacing the supplementary board for double usage, the transmitter level
UL must be adjusted at output B (terminals 15 and 16) using the level switch on
the supplementary board.
10.2.2.1 Wheel Detection Equipment Supply Voltage U60
Fault: The wheel detection equipment supply voltage is below 30 V DC or above

72 V DC.
Cause of fault Measure

Break in the signalling cable Check signalling cable
Wheel detection equipment connected with re- Check polarity
verse polarity
Short-circuit or interruption in the lightning protec- Replace lightning protection or jumper board
tion or jumper board
Voltage controller defective Replace band-pass filter board
Generator board defective Replace generator board
No supply voltage from the indoor equipment Fault locating in the indoor equipment:
Defective fuse: Check the signalling cable and
interface boards in the evaluation unit for short-
circuit of the WDE supply voltage
Table 6 U60 fault
10.2.2.2 Wheel Detection Equipment Voltage U24
Fault: The internal wheel detection equipment voltage is lower than 21.3 V DC or
higher than 22.4 V DC.

Voltage controller defective Replace band-pass filter board
Fuse on the band-pass filter board defective Replace fuse
Table 7 U24 fault

0000H06B.doc Date: 2003-08-10
10.2.2.3 Transmitter Frequency fs
Fault: Transmitter frequency fs is out of the tolerance range. A frequency adjust-

ment to the setpoint as per Section 9.7 is not possible.

Generator defective Replace generator board
Lightning protection elements defective Replace lightning protection board
Frequency tuning board defective Replace mounting rack
Double wheel detector (transmitter) defective Replace double wheel detector (transmitter)
Table 8 fs fault
10.2.2.4 Signal Frequencies f1 and f2
Fault: Signal frequency f1 or f2 is out of the tolerance range.

Double wheel detector is loose Firmly tighten the fastening bolts
Readjust transmitter frequency fs and signal fre-
quencies f1 and f2
Double wheel detector is installed incorrectly Install double wheel detector correctly (Section 7)
Table 9 f1 and f2 faults
10.2.2.5 Receiver Voltages UE1 and UE2
Fault: Receiver voltages UE1 and/or UE2 are less than 60 mV.

Double wheel detector is defective or loose Firmly tighten the fastening bolts or replace the
double wheel detector
The double wheel detector is installed on a very Install double wheel detector correctly (drilling
high rail section dimensions, secure fit of the screws, no stray
metal parts in the vicinity); Section 7
If UE1 and UE2 are at least 54 mV and it is possible
to adjust the signal frequencies to the setpoint, no
further measures are necessary.
Table 10 UE1 and/or UE2 < 60 mV fault

0000H06B.doc Date: 2003-08-10
Fault: Receiver voltages UE1 and/or UE2 are higher than 150 mV.

The double wheel detector is installed on a very If the double wheel detector is installed correctly,
small rail section no further measures are necessary
Table 11 UE1 and/or UE2 > 150 mV fault
Fault: The difference between UE1 and UE2 is higher than 10 mV.

The double wheel detector is defective Replace transmitter or receiver part of the double
wheel detector
Table 12 Difference between UE1 and UE2 > 10 mV
10.2.2.6 Transmitter Level UL
Fault: Transmitter level too low

Band-pass filter board defective Replace band-pass filter board
Band-pass filter board, external supply, defective Replace band-pass filter board, external supply
Generator board defective Replace generator board
Double-usage supplementary board defective Replace double-usage supplementary board
Table 13 Transmitter level UL too low
Fault: Transmitter level too high

Band-pass filter board defective Replace band-pass filter board
Band-pass filter board, external supply, defective Replace band-pass filter board, external supply
Double-usage supplementary board defective Replace double-usage supplementary board
Still no positive outcome: Possible interference Check cables by measurement
frequencies on the cables
Table 14 Transmitter level UL too high

0000H06B.doc Date: 2003-08-10
10.3 Code Numbers for the Wheel Detection Equipment, Parts

and Accessories
(see also Supplementary Parts List SCN S25552-T3-B11-*-22 for ZP 43 E)
10.3.1 Pre-assembled Wheel Detection Equipment
Designation Siemens code no. Comments

ZP 43 E Wheel Detection Equipment, stan- S25117-A9919-Z999 Including double wheel de-
dard, no external supply, no double usage tector and 500 mm pipe
support; no reducing plates
ZP 43 E Wheel Detection Equipment, with S25117-C9919-Z999 Including double wheel de-
external supply, no double usage tector and 500 mm pipe
ZP 43 E Wheel Detection Equipment, no ex- S25117-A1919-Z999 Including double wheel de-
ternal supply, with double usage tector and 500 mm pipe
ZP 43 E Wheel Detection Equipment, with S25117-C1919-Z999 Including double wheel de-
external supply, with double usage tector and 500 mm pipe
Table 15 Code numbers for pre-assembled wheel detection equipment
10.3.2 Parts

Double wheel detector (complete) S25552-M43-A1 With approx. 5 m cable
Transmitter (for subsequent delivery) V25552-M43-A2 With approx. 5 m cable
Receiver (for subsequent delivery) V25552-M43-A3 With approx. 5 m cable
Double wheel detector (complete) S25552-M43-A6 With approx. 10 m cable
Transmitter (for subsequent delivery) V25552-M43-A4 With approx. 10 m cable
Receiver (for subsequent delivery) V25552-M43-A5 With approx. 10 m cable
Hexagon nut, self-locking; for double wheel C25123-Z11-C363 Spare part, two per double
detector wheel detector
Reducing plate C25326-A21-C... See Table 19
Trackside connection box S25552-T3-B11
Generator board S25552-B147-A1 Observe EMC note below
the table

0000H06B.doc Date: 2003-08-10

Generator board S25552-B147-B1 Compatible with eddy-
current brakes
Observe EMC note below
the table
Band-pass filter board S25552-B148-A1 Not EMC-proof
S25552-B148-B1 EMC-proof
the table
S25552-B148-C1 EMC-proof
the table
Band-pass filter board, external supply S25552-B148-A2 For external supply
the table
S25552-B148-B2 For external supply

the table
Lightning protection board S25552-B185-A1 Overvoltage protection, core
to core
S25552-B185-B1 EMC-proof
the table
Supplementary board S25552-B149-A1 For double usage
Lightning protection unit C25165-A63-B69 Optional: Overvoltage pro-
tection, core to earth
Basic terminal block C25165-A63-B70 Quantity see Section 8.3
Lightning protection module, type 4 V25131-A1-A282 Quantity see Section 8.3
Connecting cable V25137-A19-A2 Quantity see Section 8.3
Flexible tube for signalling cable V25131-U-A3 For outer cable diameter of
8 to 16 mm (PG16)
16 to 21 mm (PG21)
Tube clip for flexible tube D3017-S9023-Z3
Pipe support (90 mm, goudron) C25165-A42-B47
Pipe support (400 mm, galvanised) C25165-A42-B51
Pipe support (1,000 mm, goudron) C25165-A42-B68
Fastening for trackside connection box C25165-A63-D1
Tube clip for trackside connection box D3017-S9050-Z3

0000H06B.doc Date: 2003-08-10

Wall fixing accessories for trackside connec- C25165-A63-D4 For insulated wall mounting
tion box: set with bolts and plugs (vertical mounting of track-
side connection box)
Wall fixing accessories for trackside connec- C25165-A63-B30
tion box: set with anchors
Protective device ("deflector") C25326-A8-B101 Two per double wheel de-
tector (option)
0.1 A fuse D41571-M100-C
Toroidal core (with plastic clip) V25910-Z2-A50 Two per counting head; for
cables to the double wheel
detector
Toroidal core (sleeve shape) V25910-Z2-A54 One per core pair of the
trackside cables
Table 16 Code numbers for parts
CAUTION
Compliance with EMC standards EN 61000-6-2 (10/2001), EN 61000-6-4
(10/2001) and EN 50121-4 (09/2000) only exists when the following boards are
used and measures are applied:
• generator board SCN S25552-B147-B1
• band-pass filter board SCN S25552-B148-B2 or SCN S25552-B148-C1
• lightning protection board SCN S25552-B185-B1
or
• generator board SCN S25552-B147-B1
• band-pass filter board SCN S25552-B148-B1 or SCN S25552-B148-A2,
from equipment revision level A3
• additional toroidal cores on all cables, as described in Sections 7.4.3 and
7.4.5
These measures are mandatory for all sets of wheel detection equipment in-
stalled after 1 April 2002.

0000H06B.doc Date: 2003-08-10
10.3.3 Code Numbers for Broadband Transformer, Isolating Transformer and Ac-
cessories

Connection box for isolating transformer S25552-T701-C1
board
Isolating transformer board S25552-T701-C11 With one broadband trans-
former; for installation in
connection box
SCN S25552-T701-C1
Isolating transformer board S25552-T701-C12 With two broadband trans-
formers; for installation in
connection box
SCN S25552-T701-C1
Isolating transformer board S25552-T701-C15 With one broadband trans-
former and one isolating
transformer; for installation
in connection box
SCN S25552-T701-C1
8 mm to 16 mm (PG16)
16 mm to 21 mm (PG21)
Tube clip for flexible tube D3017-S9023-Z3
Pipe support (90 mm, goudron) C25165-A42-B47
Pipe support (1,000 mm, goudron) C25165-A42-B68
Tube clip for connection box D3017-S9050-Z3 For fastening the box on the
pipe support
Fastening C25320-A37-A1 For installing broadband
transformers and/or isolat-
ing transformers in cable
distribution cabinets, cable
termination racks, etc.
Broadband transformer for wheel detection V25319-Z1-A9
equipment signal transmission
Isolating transformer for wheel detection V25319-Z1-A14 230 V AC/230 V AC and
equipment supply 42 V AC
Table 17 Code numbers for broadband transformer, isolating transformer and accesso-
ries

0000H06B.doc Date: 2003-08-10
10.3.4 Code Numbers for Service Accessories
Service accessories Siemens code no. Comments

FTGS/GLS/AZS test set V25921-Z1-A19
LD3 battery charger for FTGS/GLS/AZS test V25921-Z1-A21
set
Probe adapter board S25552-B43-D1
WDE diagnostic unit S25552-H11-A1 No longer available
TAKOPA probe adapter for WDE diagnostic S25552-B43-A1
unit
LD2 battery charger for WDE diagnostic unit V25921-Z1-A20
Spare battery for WDE diagnostic unit V25921-Z1-A7
Table 18 Code numbers for service accessories
10.3.5 Code Numbers for Reducing Plates
Rail section Dimension X Reducing plate (SCN)

C.F.L.S 33 / U33 65 mm C25326-A21-C146
NP 46, Rotterdam 62.5 mm C25326-A21-C142
VSt 36 with separating layer 54 mm C25326-A21-C144
SBB I 62.5 mm C25326-A21-B78
ÖBB, Form C 71.5 mm C25326-A21-B74
ÖBB, Form B 62.5 mm C25326-A21-B71
ÖBB, Form A 59.5 mm C25326-A21-C116
Rail Xa/Xa 10 53 mm C25326-A21-C162
Bayern IX 58 mm On request
Underground S 34 52 mm On request
Underground S 27 49.5 mm On request
125/36.8 d.HHA 53 mm On request
UIC 60 85 mm C25326-A21-B72
UIC 54 72 mm C25326-A21-B74
UIC 50 66 mm On request
Form 17 62.5 mm On request
Form 8 62.5 mm C25326-A21-B75
Form 6 (S 33) 58 mm C25326-A21-B76
S 64 85 mm C25326-A21-C118
S 54 67 mm C25326-A21-B71

0000H06B.doc Date: 2003-08-10
Rail section Dimension X Reducing plate (SCN)

S 49 62.5 mm C25326-A21-B71
S 45 62.5 mm C25326-A21-B75
S 41 62.5 mm C25326-A21-B75
95 RBH Bull-Head 58.5 mm C25326-A21-C179
BS 113 A 72.5 mm C25326-A21-C177
K 43 S 62.5 mm C25326-A21-B75
VA 71 B (Austria) 82 mm C25326-A21-B82
63 T 67.5 mm C25326-A21-B80
50 T 67.5 mm C25326-A21-B79
R 65 / R 75 93.5 mm / 105 mm C25326-A21-B81
100 Pound A.R.A.-B. 63.7 mm C25326-A21-C163
AREA 115 RE 82.55 mm C25326-A21-C148
100 LB AREA 68.7 mm C25326-A21-C143
100 LB ARA-A 69.85 mm C25326-A21-C143
U 50 66 mm C25326-A21-C130
P 50 68.5 mm C25326-A21-C129
Tipo 4 63.5 mm C25326-A21-B71
50.6 kg/m (Buenos Aires underground) 66 mm On request
49.6 kg/m (Buenos Aires underground) 63.7 mm On request
100 RE 64 mm On request
Appendix I / Pak.India 67.5 mm C25326-A21-B80
45 kg R.R. 67 mm C25326-A21-C139
S-60 SAR 85 mm C25326-A21-C106
SAR 57 kg/m 77.5 mm C25326-A21-C113
SAR 48 kg/m 63.5 mm C25326-A21-B73
50 kg 66.5 mm C25326-A21-C139
91 LB N.Z.R. 66.5 mm C25326-A21-C139
60 kg A.S. 83.5 mm C25326-A21-C141
53 kg A.S. 70.6 mm C25326-A21-B77
94 A.S.-47 62 mm C25326-A21-C132
Table 19 Code numbers for reducing plates

0000H06B.doc Date: 2003-08-10
11 Technical Data
11.1 ZP 43 E
ZP 43 E trackside connection box Dimensions:

360 mm x 360 mm x 210 mm
Weight: approx. 11.5 kg
Double wheel detector Dimensions:
Receiver: approx. 316 mm x 119 mm x 55 mm
Transmitter: approx. 316 mm x 119 mm x 90 mm
Weight: (total) approx. 10 kg
Double wheel detector mounting On the rail web in space between sleepers,
holes in the rail web:
diameter 13 mm, distance 270 mm
Double wheel detector connecting cable length Approx. 5 m (option 10 m)
IP rating as per DIN EN 60529 Double wheel detector: IP 68
Trackside connection box: IP 67
Ambient temperature range –40 °C to +80 °C
EMC interference immunity test EN 61000-6-2 (10/2001)
EN 50121-4 (09/2000)
EMC interference emission test EN 61000-6-4 (10/2001)
EN 50121-4 (09/2000)
Rail sections See Table 19; others on request
Sleeper material Wood, steel, concrete
Ballast resistance Any
Wheel width = 115 mm
Wheel diameter = 300 mm
Train speed = 450 km/h *) with wheel diameter ≥ 865 mm
Test voltage 10 kV to rail
Cable type Paired or star-quad signalling and telecom. cable
Operating frequency 43 kHz
WDE power consumption Approx. 2.5 W (without cable losses)
Transmitting level on the wheel detection equip- 0 Np; +0.5 Np; +0.8 Np
ment
Transmitting level on the wheel detection equip- +0.4 Np; +0.9 Np; +1.2 Np
ment with external supply
Signal frequency f1 (detector not traversed) 3.60 kHz
Signal frequency f2 (detector not traversed) 6.52 kHz
Control distance with remote supply (standard) Up to 6.5 km with core diameter of 1.4 mm
Control distance with external supply (option) Up to 21 km with insertion of broadband and iso-
lating transformers (Section 4.2.3)

0000H06B.doc Date: 2003-08-10
External supply of the wheel detection equipment 30 V DC to 72 V DC

22 V AC to 50 V AC
Table 20 Technical data of ZP 43 E
*) For the maximum speed, refer to the user documentation of the relevant axle
counting systems.
11.2 PEGA 1211 Test Set
11.2.1 General
Input resistance 200 kO

Operating time without illumination > 8 h (at 20 °C, 2 NiCd batteries, 1.2 V/2200 mAh)
Operating temperature range -20 °C to +55 °C
Storage temperature range -25 °C to +60 °C
Protection class II
Dielectric strength to conductive housing parts 2.5 kV
IP rating IP 54
Weight with batteries Max. 1.5 kg
Dimensions with handle (wxhxd) 170 mm x 145 mm x 155 mm
Table 21 Technical data of PEGA 1211 test set, general
11.2.2 ZP 43 Operating Mode
Range selection Automatic, for all measuring ranges

DC measuring range 280 mV to 280 V,
measuring error ≤ 0.5%
(for Vmeas ≥ 100 mV)
AC measuring range 40 mVrms to 200 Vrms,
measuring error = 1%
(for fmeas = 43 kHz ± 10%, Vmeas ≥ 50 mV)
Frequency measuring range 0.1 kHz to 99.99 kHz,
measuring error = ± 0.5%
(for fmeas > 3 kHz, Vmeas = 30 mV)
Broadband AC measuring range 300 mV to 160 Vrms
measuring error ≤ 2%
Table 22 Technical data of PEGA 1211, ZP 43 operating mode

0000H06B.doc Date: 2003-08-10
11.3 Probe Adapter Board (Multimeter Requirements)
A multimeter for testing and adjusting the ZP 43 E Wheel Detection Equipment

using the probe adapter board must meet the following requirements:
• DC measuring range: 300 mV to 100 V

Permissible measuring error: = 0.5%
Internal resistance: = 200 kΩ
• AC measuring range: 40 mV to 100 V

Permissible measuring error: = 0.5% at 2.5 kHz to 45 kHz
Permissible measuring error: = 2% at line frequency
• Frequency measuring range: 2.5 kHz to 45 kHz

Permissible measuring error: = 0.5%
11.4 WDE Diagnostic Unit
• Mechanical construction
− Plastic housing 240 mm x 120 mm x 100 mm
− Display and operating elements on upper side, splash-proof
− Measuring sockets, diagnostic connector terminal and compartment for re-
chargeable battery on the rear
• Possible connections
− Sockets, 4 mm, red and blue, for individual measuring leads
− Female connector, 26-pole, for connecting the TAKOPA
− Female connector, 26-pole, for connection via diagnostic connector
• Power supply
− NiCd battery block, rechargeable, type 8/452 RS, nominal voltage 9.6 V
• Measuring section
− Voltage:
72 V DC, 2 V AC in the frequency range from 2.5 kHz to 45 kHz (using the
TAKOPA), measuring accuracy ≤ 0.5% ±1 digit
− Frequency:
Display range up to 45 kHz, measuring accuracy ≤ 0.5% ±1 digit

0000H06B.doc Date: 2003-08-10
• Operation and display
− Control panel marking: white lettering on black background
− Two four-digit LCD displays for voltage and frequency
− Display illumination can be switched on as required, switches off automati-
cally

0000H06B.doc Date: 2003-08-10
List of Abbreviations
AC Alternating current, alternating voltage
ATC Automatic train control
Az S M Multiple-section axle counting system
Az S 70 Siemens toroidal-core axle counting system
Az S 350 Siemens microcomputer axle counting system
BBT Broadband transformer
BLAZ 1, 2, 3 Lightning protection modules (type 4) for axle counting systems
DC Direct current, direct voltage
DEK 43 Electronic double wheel detector
DIN German Institute for Standardisation
EMC Electromagnetic compatibility
ERL Equipment revision level
EU Evaluation unit (collective term for evaluation computer and older
evaluation equipment with electronic axle counting units)
FTG S Remote-fed audio frequency track circuit
GLS Track circuit
IT Isolating transformer
LZB Continuous automatic train control system from Siemens
MOS Metal oxide semiconductor
nF Nanofarad
Np Neper; 1 Np = 8.68 dB
RA Rail Automation
SCN Siemens code number
TAKOPA Probe adapter board
TC Toroidal core
TS Transportation Systems
VESBA Amplifier, trigger and band-pass filter board
(in the Az S 350 U evaluation computer)
VESTI Amplifier and trigger board
(in the Az S (M) 350 evaluation computer, versions B, M and T as
well as Az S 350 B1 and B5)
WDE Wheel detection equipment
ZAN WDE interface board (in the Az S M evaluation computer)
ZP 43 E Electronic wheel detection equipment with 43 kHz operating fre-
quency, model with aluminium housing

0000H06B.doc Date: 2003-08-10
List of Figures
Figure 1 Overview of ZP 43 E components.............................................................. 15
Figure 2 Block diagram of the ZP 43 E..................................................................... 16
Figure 3 ZP 43 E board arrangement....................................................................... 30
Figure 4 Arrangement of the wheel detection equipment components on the
track............................................................................................................ 34
Figure 5 Vertical mounting of the trackside connection box..................................... 35
Figure 6 Interference suppression areas for double wheel detector installation ...... 37
Figure 7 Drilling dimensions for attaching the double wheel detector...................... 38
Figure 8 Distance dimension X from lower edge of rail base to centre of hole ........ 38
Figure 9 Drilling dimensions for fastening the double wheel detector above
the sleeper.................................................................................................. 40
Figure 10 Double wheel detector components ........................................................... 41
Figure 11 Laying of connecting cables in a sleeper bay ............................................ 44
Figure 12 Shortening the flexible tube........................................................................ 45
Figure 13 Example of earthing the trackside connection box .................................... 46
Figure 14 Minimum distances between double wheel detectors of different
designs ....................................................................................................... 48
Figure 15 Distances between double wheel detectors of the same design ............... 49
Figure 16 Distance from double wheel detector to an electrodynamic retarder......... 49
Figure 17 Distances of double wheel detectors on points.......................................... 50
Figure 18 Distances of double wheel detectors with audio-frequency track
circuits ........................................................................................................ 51
Figure 19 Minimum distance between the DEK 43 double wheel detector and
the track magnets of the magnetic train stop ............................................. 52
Figure 20 Terminal assignment .................................................................................. 53
Figure 21 Distances and earthing measures when using ATC coupling coils in
the inter-rail area, Swiss Federal Railways (SBB) ..................................... 55
Figure 22 Lightning protection unit SCN C25165-A63-B69 ....................................... 56
Figure 23 Drilling dimensions in the carrier rail SCN C25300-A15-C6 ...................... 57
Figure 24 Lightning protection unit with carrier rail..................................................... 57
Figure 25 Terminal assignment for ZP 43 E with lightning protection modules
and block varistor (plan view)..................................................................... 59
Figure 26 Level switch setting on the band-pass filter board ..................................... 62
Figure 27 PEGA 1211 test set.................................................................................... 65
Figure 28 Front panel of the probe adapter board ..................................................... 72
Figure 29 Front panel of the WDE diagnostic unit...................................................... 74

0000H06B.doc Date: 2003-08-10
List of Tables
Table 1 ZP 43 E board arrangement variants ......................................................... 17
Table 2 Maximum permissible cable attenuation on the information line ............... 28
Table 3 ZP 43 E board overview ............................................................................. 30
Table 4 Double wheel detector – trackside connection box distance
dimensions ................................................................................................. 42
Table 5 Overview of electrical setpoints of the ZP 43 E Wheel Detection
Equipment .................................................................................................. 79
Table 6 U60 fault....................................................................................................... 82
Table 7 U24 fault ....................................................................................................... 82
Table 8 fs fault .......................................................................................................... 83
Table 9 f1 and f2 faults.............................................................................................. 83
Table 10 UE1 and/or UE2 < 60 mV fault ...................................................................... 83
Table 11 UE1 and/or UE2 > 150 mV fault .................................................................... 84
Table 12 Difference between UE1 and UE2 > 10 mV.................................................. 84
Table 13 Transmitter level UL too low ....................................................................... 84
Table 14 Transmitter level UL too high ...................................................................... 84
Table 15 Code numbers for pre-assembled wheel detection equipment.................. 85
Table 16 Code numbers for parts.............................................................................. 87
Table 17 Code numbers for broadband transformer, isolating transformer and
accessories................................................................................................. 88
Table 18 Code numbers for service accessories ...................................................... 89
Table 19 Code numbers for reducing plates ............................................................. 90
Table 20 Technical data of ZP 43 E .......................................................................... 92
Table 21 Technical data of PEGA 1211 test set, general ......................................... 92
Table 22 Technical data of PEGA 1211, ZP 43 operating mode .............................. 92

0000H06B.doc Date: 2003-08-10

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Transportation Systems

Operating and Service Manual

Operating and Service Manual M0110055889 Rev: C Seq: 1

Translation Heuer TS RA SD 7, 2003-08-15 sgd. Heuer

For the original signatures, see the Verification Record.

Operating and Service Manual M0110055889 Rev: C Seq: 1

4 Mode of Operation of the ZP 43 E Wheel Detection Equipment ................................... 15

5 Cabling between Evaluation Unit and Wheel Detection Equipment............................. 25

Operating and Service Manual M0110055889 Rev: C Seq: 1

7 Installing the ZP 43 E Wheel Detection Equipment ........................................................ 34

9 Adjusting the ZP 43 E Wheel Detection Equipment ....................................................... 60

Operating and Service Manual M0110055889 Rev: C Seq: 1

Operating and Service Manual M0110055889 Rev: C Seq: 1

List of Figures ...................................................................................................................................... 96

List of Tables ........................................................................................................................................ 97

Operating and Service Manual M0110055889 Rev: C Seq: 1

1 Purpose of this Document

• a description of the ZP 43 E Wheel Detection Equipment

• a description of the components

• instructions on installation, adjustment and maintenance

This Operating and Service Manual replaces the ZP 43 E Adjusting Instructions

Tel. +49 (0) 5 31 2 26-34 52

Operating and Service Manual M0110055889 Rev: C Seq: 1

Operating and Service Manual M0110055889 Rev: C Seq: 1

3.1 Symbols and Pictograms

3.2 Operator and System Safety

Operating and Service Manual M0110055889 Rev: C Seq: 1

3.2.2 Preparing for the Work

3.2.3 Performing the Work

Operating and Service Manual M0110055889 Rev: C Seq: 1

3.2.4 Completing the Work

The ZP 43 E Wheel Detection Equipment must be operated in perfect condition.

Unauthorised modifications and changes to the ZP 43 E Wheel Detection

Operating and Service Manual M0110055889 Rev: C Seq: 1

3.3 Interference, Immunity

3.3.1 Immunity to Magnetic Rail Brakes

The ZP 43 E is a refinement of the former ZP 70 and is characterised by in-

3.3.2 Immunity to Eddy-current Brakes

Depending on the application, wheel detection equipment must also be immune

Operating and Service Manual M0110055889 Rev: C Seq: 1

3.4 Handling the Circuit Boards

⇒ Only touch the edge, front panel or handle of the boards.

⇒ Before removing or inserting a board from or into a frame, always equalise

Operating and Service Manual M0110055889 Rev: C Seq: 1

⇒ Always transport and store uninstalled boards in their packaging.

3.5 Measures during Work on the Track Bed

Operating and Service Manual M0110055889 Rev: C Seq: 1

4 Mode of Operation of the ZP 43 E Wheel Detection

4.1 Basic Configuration

The ZP 43 E Wheel Detection Equipment operates according to the proven

Track vacancy detection section

Signalling cable, Signalling cable,

Figure 1 Overview of ZP 43 E components

Operating and Service Manual M0110055889 Rev: C Seq: 1

Figure 2 Block diagram of the ZP 43 E

Operating and Service Manual M0110055889 Rev: C Seq: 1

4.2 Application Variants of the ZP 43 E Wheel Detection

Designation Variant 1 Variant 2 Variant 3

Table 1 ZP 43 E board arrangement variants

Operating and Service Manual M0110055889 Rev: C Seq: 1

With a supplementary board fitted in the trackside connection box in slot 5

4.2.2 External Supply of the Wheel Detection Equipment

4.2.3 Remote Transmission with Isolating Transformer or Broadband Trans-