Track Circuit FOR RAILWAY
Track Circuit FOR RAILWAY
Track Circuit FOR RAILWAY
TEACHING NOTES
ON
TRACK CIRCUITS
1. Introduction 03
2. Principle of working 03
3. Types of track circuits 03
4. Basic components 04
5. Factors affecting working of track circuit 04
6. Insulation joints 09
7. D.C.track circuits
a) In non RE area 11
b) In RE area 12
8. Staggered polarity 14
9. Cut-section track circuits 15
10. Wiring of track circuits 15
11. Dead section 16
12. A.C.track circuits 17
13. Maintenance schedule 20
14. Trouble shooting 22
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Introduction:
RB - Ballast Resistance:
The effective resistance of various leakage paths between the rails caused by
the sleepers and ballast in the track-circuited portion is known as ballast
resistance. It is varying factor as it depends upon weather conditions. It value ins
maximum in summer and minimum in monsoon.
For an ideal Track Circuit, the value of RB of any Track Circuit should be as high
as possible.
It is inversely proportional to the length of the track Circuit.
In order to get high Ballast Resistance:
a) The ballast must be periodically screened.
b) The clearance between Ballast & bottom of rails must be at least 50mm.
c) Drainage should be properly maintained.
NOTE: As per latest Instructions of RDSO’s Circular No. STS/E/DC Track Circuit
dated 25.01.1995, irrespective of type of sleepers used, the minimum Ballast
resistance for DC Track circuits in RE area is 2 ohm/Km.
If the length of Track circuit is L meters and value of ‘RB’ Ballast Resistance
calculated is ‘r’ then
RB/Km = RxL/1000 ohms
Rail Resistance:
The rail bonds are provided to give electrical continuity at the fish plate Rail
Joints. The Rail bonds shall be 8 SWG galvanized Iron wire. These bonds are
inserted into 7mm holes drilled in the web of the rails and secured by tapered
channel pins.
As per latest circular NO. STS/E/DC Track Circuit dated 25/27.1.95, Rail
Resistance shall not be more than 1 ohm/1km 9wtih no reference to length of
Tack Circuit).
TESTING OF TSR:
TSR must be checked:
a) During periodical maintenance.
b) After carrying out any alteration or adjustment in the Track circuit.
c) Not only at relay end but also at all parallel portions of the Track circuit.
Testing of ‘TSR” in parallel portion ensures that parallel portion has not become
dead section.
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INSULATION JOINTS
Insulation joints are provided to isolate the track circuited portion from the
remaining portion of the track OR to isolate one-track circuit from adjacent track
circuit electrically.
TYPES OF INSULATION JOINTS:
1) RDSO
2) Glued Joint - a) 4 bolt type
- b) 6 bolt type
Glued Joints
Two types
1) G3 (L) type having 6 bolt
2) G3 (S) type having 4 bolt
COMPONENT
END Posts - 1 No.
Left hand side channel - 2Nos.
R.H. side channel - 2 Nos.
(fiber glass)
Formulas or Bushes - 6 Nos. for 6 bolt joint & 4 nos. for 4 bolt joint
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D.C.TRACK CIRCUIT
DC Track Circuit is one in which the source of supply is DC. These
Track circuits are commonly used in non-electrified areas and also in
25KV AC electrified areas.
In non-RE Area:
1) 9 ohm DC neutral TR should be used for Track circuit up to 100
metre length and
2) 2.25 ohms DC neutral TR should be used for Track circuit more
than 100mtr length.
3) When track circuits are provided with RCC sleepers in order to
have economical working length of Track circuit equal to Train
length (670M) use of 9 ohms relay is approved by Railway Board.
4) Staggering is done to detect the failure of block joint.
PROCEDURE
1) Note down the TR particulars
a) Pick up value____________
b) Drop away value _________
2) Calculate the following:
a) 250% of P.U. value __________
b) 125% of P.U. value ___________
c) 85% of D.C. value_____________
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3) Disconnect the TR and bring it to the feed end connect it to the feed
through the feed end junction box as shown isolating the rails.
RB is maximum now.
4) Connect a 0.5 ohm TSR across the TR at the track lead JB adjust
the TR voltage to 85% of its DA value. Now the TR should remain
in dropped condition.
5) Disconnect the 0.5 ohm TSR
6) Measure the TR voltage. It should not be more than 250% of P.U.
value. It more, readjust the regulating resistance and bring the TR
voltage exactly to 250% of P.U. value.
7) Now connect the feed and TR to the rails in their respective places
without disturbing the adjustment.
8) Calculate the value of ballast resistance and rail resistance by
using the formula. They must be with in the permissible prescribed
value.
9) Calculate value of an external resistance which when connected
across the rails will bring down it value of ballast resistance to the
minimum permissible value for that length of track circuit.
10) Connect the external resistance across the track. The relay
voltage should not drop below 125% of P.U. value. If it drops, then
check the battery.
IN 25 KV AC RE AREAS:
The following types of Track Circuits are used in 25 KV AC RE area:
1) DC single rail track circuit.
2) 83 1/3 Hz AC single rail/double rail track circuit.
3) AFTC (Audio Frequency Track Circuit).
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TRANSVERSE BONDING
In case of isolated Track Circuit, insulated rail joints are provided on
rails carrying +ve polarity of Track circuit voltage only. The other rail
carrying –ve polarity is not provided with any insulated joints. However
in between two consecutive track circuits, insulated joints are provided
in both the rails so as to be able to maintain “stagger” tack circuit
polarities. Also the negative rails of adjoining track circuits are
provided with a cross connection-bonding strip in between, known as
transverse ‘bond’. This transverse bond:
1) Facilitates; passing of traction return current ahead from one-track
circuit to the other.
2) Helps in detecting a block joint (insulation rail joint) failure between
the two track circuits.
CORSS BONDING:
In case there is a break in the traction return path of track circuit as
shown, the heavy traction return current passes through the track feed
source to the insulated rail and returning to the non-insulated rail
through the track relay at the other end to go further ahead. This can
cause unsafe condition in track circuit working. To avoid this, an
alternate path shall be available for traction return current in such
circumstances.
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LONGITUDINAL BONDS:
There are also known as rail Bonds provided to maintain continuity of
track circuit of the rail joint. This continuity is maintained by using 8
SWGGI wire with channel pins.
In DC traction area thick copper wire roles known as rail bonds are
used to maintain electrical continuity of heavy traction return current as
well as track circuit current and these are provided by electrical
department.
STAGGERED POLARITY:
Where continues Track Circuits are installed, the polarity of the adjoining rails of
the adjacent track circuits must be opposite, which is known as “staggered
polarity”.
If the staggered polarity is not maintained and if the insulation joint between the
two adjacent track circuits fails, then there is a possibility of the track relay
associated with an occupied track circuit being energized by the feed of the
adjoining track circuit, especially when the resistance offered by the axle, wheels
and contact resistance of rails is of high order.
If the staggered polarity is maintained and whenever the insulation joint fails,
both the feeds of the adjacent track circuits will get short circuited and track relay
drops.
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Feed End
Relay
Disadvantages:
1) Any disconnection in Jumpers or rails in the parallel portion is not
getting detected as ‘TR’ remains up.
2) If a train occupies the parallel portion with a disconnection in it, then
‘TR’ will remain up which is unsafe.
DEAD SECTION:
It is a portion of track circuit in which occupation of a vehicle cannot be
detected. Due to same polarity on both rails of that portion, it is being
bypassed by the track feed. It is happening due to difficulty in providing
the block joints in square, which are because of engineering
department’ s restrictions in making the cut in rails. Under any
circumstances, the dead section should not be longer than the
minimum distance between the wheels of a four-wheeler vehicle, so
that the vehicle must shunt adjacent live portion of track circuit while
being on dead section.
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A.C.TRACK CIRCUITS:
AC Track circuits are provided exclusively in DC traction areas such as
in Mumbai Division of W.R & C.R. It is possible to work A.C. Track
circuits of frequency 83 1/3 Hz in AC traction area where traction
power frequency is 50Hz.
These Track circuits are of two types:
1) Single rail – Where traction return current is passes through one
rail only.
2) Double Rail – where traction return current passes through both
the rails of the Track circuit.
Single rail Track circuits, as already seen in the case of DC Track
circuits in AC RE area, are those in which traction return current
passes through one of the two-track circuit’s rails. In these, the
traction return current passes from one-track circuit to another through
transverse bond provided by the traction power department.
In DC traction areas, a 440/110-130V-track transformer is provided in
the cabin for this purpose. 130 VAC 50Hz is supplied to the Tr. Relay
as local supply each Tr. Relay having different set of phase allotment
for local supply with reference to control phase.
1/3
In case of 83 AC track circuit 165 VAC is used by local phase. The
phase distribution process is same as above.
Another 110 V 3 Ph. Feed is taken as output from the trans and fed to
a ring mains bus bar taken to various locations in the yard for track
circuit feeding.
The above phase distribution to local & control supplies is made for the
following reasons
1) Load on each phase is to be balanced as far as possible.
2) Staggered phase connection is made on adjacent track circuits rails
to avoid unsafe condition at the time of block joint failure.
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Impedance Bond
It is a device used for bonding the rails of a double rail track circuit with
adjacent track circuit rails for the purpose of conducting traction return
current while blocking the track circuit current to pass with in its relay
coil.
There are two copper cols in the bond wound on shell type core one is
called the Main or buffer coil, which consists of about 8 to 10 turn of a
heavy cross section. This carries the large traction return current when
connected between adjacent rails across block joints at the end of a
track circuit.
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The second winding is called as the “Auxiliary Coils” which has a large
number of turns of a smaller cross section with different tapping for
connection.
A 110/25-75v step down track fed trans draws its input from two
nominated phases of supply in the location box. Its secondary output is
taken on a cable to the impedance bond provided on the tack at feed
end. The supply is connected to suitable tapping on the auxiliary coil of
the bond with series resonating condenser of 10 mfd this condenser
also acts as a regulating device for dropping a large voltage across ti
under track occupation.
The main coil of the Impedance bond is connected across the track
rails with two multi-stand steel wire rope known as “side connections”
of the bond. The voltage is stepped down on the bond at the feed end.
The center tap of the bond main coil is connected to the adjoining track
circuit by means of a neutral connection wire role for traction return
current.
At the relay end of the track, the main coil of another Imp. Bond is
connected across the rails to draw about 1V from the track. This will
be stepped up suitably on the auxiliary coil of the impedance bond.
Also, the phase complying thin voltage gets connected as required by
the connection of 10 uF bond condenser on suitable tapping of it
auxiliary coil this output voltage at a phase angle above 60 degree with
respect to source is fed. To the relay end track lead cable on the band
where is laid up to the cabin relay room. This voltage is applied to the
track relay control.
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