Operation Manual ZP D 43 13-01-2010 - Doc

Mobility
Operating and Service Manual

ZP D 43
Wheel Detection Equipment
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Siemens AG 2010
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All rights reserved. Confidentiality: None
ZP D 43 Wheel Detection Equipment

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Confidentiality:
None
Issuing department:
I MO RA OP IED 5
Author of
German
document
Pohl
I MO RA PC IED 5
Translation
released by
Argiel
I MO RA R&D DOC 5
31.05.2010
See EDM
Translation
prepared by
Dawson
I MO RA R&D DOC 5
2009-11-16
See EDM
Name
Org. unit
Date
Signature
The contents of this translation correspond to the German document with the number
A6Z08110491156
Document history
Version
Release
date
Sections
changed
Reason,
Change Notice if applicable
2007-08-14
All
First issue
2008-03-18
4.3.4; 7.1.1;
7.1.6; 7.1.8;
7.1.11; 7.2.2;
7.5.4; 7.5.5;
8.2; 10.3.2.3,
9.5.5, 9.6
Incorporation of comments by Federal German Railways Office
2008-04-01
5.1, 7.5.4
2008-05-16
6.4.2, 6.4.4,
8.3, 10.1
2009-03-01
All
Various additions
2009-08-03
Cover page
Correction of automatic field entries
2009-08-20
Cover page
5, 6.4.5,
7.2.2, 7.2.3,
7.5.4, 10.3.3,
Insertion of a photograph
Warning modified
Addition in footer
Note deleted (contained in Section 5)
Addition of dimensions
Addition of Siemens code numbers
2009-11-09
Kap. 7.1.11
Note specified
Kap. 7.4.3.2
Note paraphrased for maximum traversal speed
Kap. 7.5.4
Note added
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Contents
1
Purpose of this document
1.1
Referenced Documents for special Applications
Customer service address
10
Safety information
11
3.1
Symbols and pictograms
11
3.2
Operator and system safety
12
3.2.1
3.2.2
3.2.3
3.2.4
3.2.5
3.2.6
3.2.7
3.2.8
Safe state
Usable axle counting systems
Fusing
Qualified personnel
Preparation for work
Performance of work
Completion of work
Storage of ZP D 43
12
13
13
13
14
15
17
17
3.3
Immunity to other components
18
3.4
Handling of circuit boards
18
3.5
Measures during work on track bed
19
Mode of operation of ZP D 43 wheel detection equipment
21
4.1
Basic principle and overview of components
21
4.2
Electrical function
22
4.3
Application variants of ZP D 43 wheel detection equipment
24
4.3.1
4.3.2
4.3.3
4.3.4
Double usage of wheel detection equipment

External supply of wheel detection equipment
Remote transmission with isolating transformer or broadband transformer
Typical configurations
25
25
25
26
Cabling between evaluation computer and wheel detection

equipment
32
5.1
Earthing and shielding
33
5.1.1
5.1.1.1
5.1.1.2
5.1.2
Application on railways with AC traction and on non-electrified railways

Length of tail cable up to 250 m
Length of tail cable over 250 m
Application in railways with DC traction and with mixed traction on one line
33
33
33
33
5.2
Limitation of control distance
34
5.2.1
5.2.2
5.2.3
5.2.4
Cable capacitance
DC resistance of feeder cable
Interference voltages
Attenuation specifications
34
35
35
36
Components of ZP D 43 wheel detection equipment
37
6.1
DEK 43 double wheel detector
37
6.2
Connecting cables
37
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6.3
Trackside connection box
38
6.4
Transformers for remote transmission
38
6.4.1
6.4.2
6.4.3
6.4.3.1
6.4.3.2
6.4.4
6.4.5
Broadband transformer (BBT)

Isolating transformer (IT)
Arrangement and mounting of broadband transformers and isolating transformers
Mounting transformers in interlocking
Transformer accommodation on the line
Measures for external supply
Wheel detection equipment signal transmission and external supply on one cable
39
39
39
39
39
40
41
Installation of ZP D 43 wheel detection equipment
43
7.1
Permissible distances between double wheel detectors and other

components
43
7.1.1
7.1.2
7.1.3
7.1.4
7.1.5
7.1.6
44
45
46
48
49
7.1.15.1
7.1.15.2
Double wheel detectors in the track area

Double wheel detectors in the track area at speeds of up to 120 km/h
Double wheel detectors in the area of rail joints
Double wheel detectors in the area of electrodynamic rail brakes
Double wheel detectors in the area of switches
Double wheel detectors in the area of switches and crossings, distances to adjacent rails
at speeds of up to 120 km/h
Double wheel detectors in the area of switches and crossings, distances between double
wheel detectors at speeds of up to 120 km/h
Double wheel detectors in the area of audio-frequency track circuits
Double wheel detectors in the area of intermittent ATC track magnets
Double wheel detectors in the area of magnetic train stops
Double wheel detectors in the area of balises
Double wheel detectors in the area of a Euroloop S21
Double wheel detectors in the area of loops
Double wheel detectors in the area of wheel detectors for switching and indicating
functions
Measures for ATC track coupling coils in area within track, Swiss Federal Railways
(SBB)
Distance to ATC track coupling coils
Transition from station area to open line
7.2
Arrangement of components on track
58
7.2.1
7.2.2
Standard application
Vertical arrangement of trackside connection box
58
59
7.3
Tools required
60
7.4
Installation of double wheel detector
60
7.4.1
7.4.2
7.4.3
7.4.3.1
7.4.3.2
7.4.3.3
7.4.3.4
7.4.3.5
7.4.3.6
60
63
63
63
65
67
68
69
7.4.4
Determination of installation site

Preparation of installation site
Drilling of web holes
Installation between ties
Installation above ties
Installation on UIC60 rail profile with permanent way W on concrete ties
Installation on S49 or S54 rail profile with permanent ways K and KS on wooden ties
Installation on S49 or S54 rail profile with permanent ways K and KS on concrete ties
Installation on UIC60 rail profile with permanent ways K and KS on wooden and concrete
ties
7.5
73
7.5.1
7.5.2
7.5.2.1
7.5.2.2
7.5.3
7.5.4
7.5.5
Installation and mounting on a pipe support

Wall mounting of trackside connection box
Plug fitting
Anchor fitting
Mounting on signal posts
Double wheel detector trackside connection box cable connection
Earthing of trackside connection box
73
74
74
75
75
76
77
7.1.7
7.1.8
7.1.9
7.1.10
7.1.11
7.1.12
7.1.13
7.1.14
7.1.15
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51
52
53
53
54
55
55
56
56
56
56
70
71

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7.5.6
7.5.7
7.5.7.1
7.5.8
7.5.8.1
Installation of signaling cable

Conversion of ZP 43 E to ZP D 43 wheel detection equipment
Conversion
Replacement of ZP 43 V by ZP D 43 wheel detection equipment
Replacement steps
80
81
81
82
83
7.6
Terminal assignment in trackside connection box
84
Overvoltage protection for ZP D 43 wheel detection equipment
85
8.1
Retrofitting of overvoltage protection
85
8.1.1
8.1.2
Structure and order variants

Installation
85
86
8.2
Electrical connection
87
8.3
Insulation measurement when using overvoltage protection
87
8.4
Terminal assignment in trackside connection box with overvoltage

protection
90
Commissioning of ZP D 43 wheel detection equipment
91
9.1
Required tools
91
9.2
Preliminary testing
92
9.3
Calibration of ZP D 43
94
9.4
Status indication LEDs
95
9.5
Electrical testing
96
9.5.1
9.5.2
9.5.3
9.5.4
9.5.5
Notes on use of PEGA 1211

Preparatory work
Checking of wheel detection equipment supply voltage U60
Checking of 43 kHz transmitter frequency
Checking of receiver voltages UE1 and UE2
9.6
Overview of electrical setpoints of ZP D 43 wheel detection equipment
101
10
Maintenance
102
10.1
Inspection
102
10.2
Diagnostics and corrective maintenance
104
10.2.1
10.2.2
10.2.2.1
10.2.2.2
10.2.2.3
Fault location
Single faults
Wheel detection equipment supply voltage U60
Transmitter frequency fs
Receiver voltages UE1 and UE2
97
98
99
99
100
104
106
106
106
107
10.3
Code numbers for wheel detection equipment parts and accessories
10.3.1
10.3.2
10.3.3
10.3.4
10.3.5
10.3.6
Pre-assembled wheel detection equipment

Conversion kits
Parts
Broadband transformers, isolating transformers and accessories
Service accessories
Reducing plates for rail profiles
11
Technical data
115
11.1
ZP D 43
115
11.2
Multimeter requirements
116
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108
109
110
111
112
113

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11.3
PEGA 1211
11.3.1
11.3.2
General
ZP 43 operating mode
117
117
117
Declaration of conformity
118
List of abbreviations
119
List of figures
120
List of tables
122
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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 maintenance. 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 D 43 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 equipment. If danger to
persons and material cannot be ruled out, these hazards are indicated by means of
pictograms. Technical data of the wheel detection equipment is described.
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
P.O. Box 33 27
38023 Brunswick
Germany
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1.1
Referenced Document
SSN
Modification Instruction
ZP 43 E to ZP D 43
A25552-T4100-A1-*-7651
Circuit Diagrams Isolating Transformer

Boards
A25552-T701-C11-*-11 bis ...C15-*-11
Isolating Transformer Boards Installation

Instructions
A25552-T701-C1-*-31
Installation Instructions for Special Rails
A25552-M43-A1-*-31
Installation Instructions for mounting a trackside connection box onto a slim or lattice
post
A25165-A42-B111-*-31
Table 1
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2
Customer service address
Siemens AG
Ackerstrasse 22
38126 Brunswick, Germany
Tel. +49 (0) 5 31 2 26-0
Fax +49 (0) 5 31 2 26-43 98
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3
3.1
Safety information
Symbols and pictograms
If hazards for persons and material cannot be ruled out in the work described, specially
highlighted safety notes draw attention to these hazards. The safety notes used are
classified according to the severity of the hazard involved and have the following
meanings:
Death or severe injury will occur if you do not take the precautions described.
Death or severe injury may occur if you do not take the precautions described.
CAUTION
"CAUTION" and a hazard warning sign indicate that minor injury may occur if
you do not take the precautions described.
Caution
"Caution" without a hazard warning sign indicates that damage to property
may occur if you do not take the precautions described.
Notice
An undesirable event or state may occur if you do not observe the relevant
note.
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CAUTION
This indicates electrostatic sensitive devices.
Before touching a board bearing this sign, always equalize charge.
3.2
Operator and system safety
The following instructions must be followed in order to avoid personal injury and damage
to property. Personnel must be familiar with the sections of this Operating and Service
Manual in order to ensure safe and correct work on the ZP D 43 wheel detection
equipment.
3.2.1
Safe state
Risk of accident
The wheel detection equipment does not guarantee a safe state. Maintaining a
safe state when a wheel detection equipment failure is detected is the
responsibility of the higher-level evaluation unit.
If evaluation computers are used which cannot distinguish the faulty state from
the occupied state, counting errors may arise (valid wheel) in the event of a
failure (e.g. dual-channel hardware reset with jitter).
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3.2.2
Usable axle counting systems
Risk of accident
The ZP D 43 wheel detection equipment may only be operated in conjunction
with the following axle counting systems:
- Az S M (E), (PB), (R)
- Az S 350 U
- Az S (M) 350, Versions B, M, T
- Az S 350
- Az S 350 B1, B5
- Az S M 350
Applications extending beyond this should be checked with the specialist
department on a case-by-case basis.
3.2.3
Fusing
Caution
The power supply of the wheel detection equipment must be limited to 250 mA
by the higher-level supply unit.
3.2.4
Qualified personnel
Maintenance work on the ZP D 43 wheel detection equipment must be carried out by

specially trained and examined personnel authorized by the respective railway operator.
These qualified personnel are responsible for operational
safety.
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3.2.5
Preparation for work
Risk of accident
Hazards to the installation and maintenance personnel
Only perform maintenance work during intervals between trains.
Safety measures stipulated by the respective railway regulations must be
carried out before commencing work on the track. All measures must be
agreed upon with the signalman.
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3.2.6
Performance of work
Risk of electric shock

Hazards to the installation and maintenance personnel
All parts of the wheel detection equipment, the signaling cable, the terminal
block, the cable termination rack and the connecting cable to the evaluation
computer may still be carrying an interference voltage even if the power
supply is off. The corresponding occupational safety and accident prevention
regulations relating to "Working on energized parts" must be noted and
applied.
Trackside connection boxes with a metal cover must be connected to the
railway earthing system, the structure earth and / or the return system (see
Section 7.5.5). Whether earthing is to be performed in the case of trackside
connection boxes with a plastic cover depends on the relevant requirements of
the project. Calibration must only be performed after the trackside connection
box has been earthed.
The rail operators have their own independent rules and regulations for
occupational safety.
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Failure of the wheel detection equipment

Do not perform any work that could restrict the safety of persons or the
function of the ZP D 43 wheel detection equipment. Only use the tools,
fixtures, test equipment and consumables provided for maintenance work.
Only operate the wheel detection equipment if it is in perfect condition.
Eliminate any technical defects in accordance with the details provided in this
document.
Unauthorized modifications and changes to the wheel detection equipment are
not permissible. Replace defective components.
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3.2.7
Completion of work
Notice
Disruption of operations possible

Track sections are not indicated as clear.
Always conduct a test run after completion of all conversion and maintenance
work. This may involve, for example, relocating the wheel detector to another
location, temporary dismantling due to work on the track or resetting the
mounting height.
The type and speed of the test run must be stipulated by the signalman on the
basis of the rail operator's applicable regulations.
The test run is successful if the 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 computers.
For the purpose of simplification, in specific circumstances, the correct
function of the evaluation computers concerned can also be tested by locally
simulating a passing wheel, e.g. mock wheel, over the double wheel detector.
3.2.8
Storage of ZP D 43
Notice

Wheel detection equipment cannot be calibrated.
Put the ZP D 43 into storage without a power supply for a maximum of two
years.
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3.3
Immunity to other components
The ZP D 43 is immune to the following components:
segmented magnetic rail brakes
eddy-current brake of the ICE 3 (Knorr WB 154 R)
vehicle antennas which emit continuously at a transmission power of maximum 50 W
3.4
Handling of circuit boards
Every circuit board is marked with the symbol "Electrostatic sensitive devices" and is to be
handled with care.
CAUTION
This indicates electrostatic sensitive devices.
Before touching a board bearing this sign, always equalize charge.
Before touching the board, always equalize charge by touching an uninsulated

metal part of the trackside connection box or another earthed structure.
This charge equalization prevents the charge from being discharged via the
components of electronic circuits.
Only touch the edge of the board.
Only place the board on bases that are or have been made conductive (e.g.
carbonized foam mats).
Always transport and store uninstalled boards in their packaging.
If you hand over boards from one person to another with no packaging, equalize
charge before handover by touching the hands of the other persons involved.
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Notice
Do not attempt to repair defective boards.
Replace defective boards and send them to Siemens AG for repairs. Secure
the collar screws of the mounting rack with Loctite.
3.5
Measures during work on track bed
Risk of accident
After dismantling a double wheel detector from the rail, the relevant track
section may be inadvertently indicated as clear.
After dismantling a double wheel detector, loosely bolt together the transmitter
and receiver using the associated bolts and nuts.
The railway operator must ensure by suitable measures that there are no
effects on further operation.
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Notice
Damage
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 and its cables from the ballasted area.
After reinstalling the double wheel detector, check the electrical parameters
and adjust them if necessary (see Section 9).
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4
4.1
Mode of operation of ZP D 43 wheel

detection equipment
Basic principle and overview of components
The ZP D 43 wheel detection equipment (counting head) 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 coupling between the double wheel
detector transmitter and receiver, thereby generating pulses. These pulses are transmitted
via cable to the evaluation computer located in the interlocking.
Signaling cable,
star quad
Signaling cable,
star quad
Evaluation computer
EC
CH 1/2 Counting head
Figure 1
Overview of ZP D 43 components
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4.2
Electrical function
The electrical functions during traversal of the wheel detection equipment are described
more precisely by the block diagram below:
Figure 2
Block diagram of the ZP D 43
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Note
The ZP D 43 has been optimized in terms of wheel profile and axle spacing
according to the German Railway Building and Operation Regulations (EBO).
Deviations may be caused by substantially modified rolling stock. In particular
wheel profiles and axle spacings that do not correspond to EBO and special
block-type magnetic rail brakes may result in limitations. Particularly when
converting a network from a heavy rail system to a light rail system, the
special features of the rolling stock must be observed.
Two resonant circuits installed in the double wheel detector transmitter generate a
magnetic alternating field with a frequency of 43 kHz. This alternating field inducts a
receive signal in two resonant circuits installed in the double wheel detector receiver.
When a wheel enters the effective range of the double wheel detector, the magnetic
coupling between the transmitter and receiver increases. Consequently, the induced
voltage in the receiving coils increases. The received voltages pass via the connecting
cable to the two receiving amplifiers in the trackside connection box. Following filtration,
the amplitude of the received signals freed from interference is rectified and increased to
an appropriate level in the subsequent amplifier.
The received voltage of the double wheel detector in its quiescent state, i.e. when there is
no passing wheel, is recorded on the wheel detection equipment board in the trackside
connection box within the context of calibration and converted into two AC voltage signals
with the quiescent frequencies of f1 = 3.60 kHz and f2 = 6.52 kHz.
When a wheel enters the effective range of the double wheel detector, the increased
magnetic coupling between the transmitter and receiver causes the received voltage to
increase beyond the defined quiescent voltage. The wheel detection equipment board
reacts by increasing the frequency of the AC voltage signals. At the same time, the
amplitude of these signals is decreased. This corresponds to the occupied state of the
double wheel detector.
The downstream transformer (Tr) combines the AC voltage signals of the two channels
and feeds them into the signaling cable. The transformer also separates the supply
voltage from the interlocking from the signals to be transmitted to the evaluation computer.
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4.3
Application variants of ZP D 43 wheel detection

equipment
The required application variant of the ZP D 43 is achieved by equipping its board as

necessary.
Trackside
connection box
Wheel detection equipment fully fitted with

metal cover
plastic cover
Standard
S25552-T4100-A3
S25554-A6100-A300
S25554-A6150-A300
Standard with
overvoltage protection
S25552-T4110-A3
S25554-A6110-A300
S25554-A6160-A300
Double usage
S25552-T4100-A2
S25554-A6100-A200
S25554-A6150-A200
Double usage with

S25552-T4110-A2
S25554-A6110-A200
S25554-A6160-A200
External supply with

double usage
S25552-T4100-A1
S25554-A6100-A100
S25554-A6150-A100
External supply with

double usage and
S25552-T4110-A1
S25554-A6110-A100
S25554-A6160-A100
Application variant
Table 2
Application variants
Note
The wheel detection equipment can also be supplied pre-assembled ex works
(completely equipped and with an already connected double wheel detector).
The code numbers are listed in Table 17 on page 109.
Note
Overvoltage protection includes protecting the core to earth.
Note
Reducing plates have to be ordered separately depending on the rail type.
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The switch-on threshold is specified by coding as 1.58 times the basic level. When the
wheel detection equipment is fully fitted, a 500-mm-long pipe support and a wheel
detector with a 5-m-long connecting cable is included. Reducing plates have to be ordered
separately depending on the rail type.
4.3.1
Double usage of wheel detection equipment
The ZP D 43 wheel detection equipment can also interoperate with two evaluation
computers installed at different locations, i.e. it can be operated as double-usage wheel
detection equipment.
4.3.2
External supply of wheel detection equipment
The ZP D 43 wheel detection equipment can also be supplied externally with DC voltage
or AC voltage. An external supply is necessary if long distances are to be covered
between the evaluation computer and the wheel detection equipment (further details in
Section 5.2). 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 or another cable. It 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 an AC external supply is possible in this case. Application variant
S25552-T41**-A1 must be used.
4.3.3
Remote transmission with isolating transformer or

broadband transformer
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 is too high.
Isolating transformers (IT) are required in the case of AC external supply if

interference voltages would be too high with a continuous cable.
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In accordance with EN 50121-4, transient interference voltages of 1.5 kVrms and
continuous interference voltages of 250 Vrms must not be exceeded in cable systems and
the connected signaling and safety equipment.
In addition, the cable capacitance of an electrically connected telecommunications 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 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 all axle counting systems specified in Section 3.2.2, it is necessary to
isolate the trackside cable between the wheel detection equipment and the evaluation
computer if the maximum permissible cable capacitance is exceeded. A broadband
transformer is used for isolating 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 supplied from a DC voltage
situated in the vicinity or by an AC voltage. It 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 AC supply is possible.
4.3.4
Typical configurations
Risk of accident
Wheels are not detected.
The signaling cable described in Section 5 must be used for the transfer of
information.
Cables with any stranding can be used for external supply (supply line). If required, two
cores of the supply line each are to be connected in parallel in order to reduce the direct
current resistance.
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Configuration example 1:
Application variant S25552-T4100-A3
Cable capacitance of information and supply line 325 nF
Transient interference voltage 1.5 kVrms and continuous interference voltage 250
Vrms
Supply and information transmission via one core pair
Interference voltage too high, external supply
Transient interference voltage > 1.5 kVrms or

continuous interference voltage > 250 Vrms
External supply from own interlocking (AC)
Broadband transformer (BBT): SCN V25319-Z1-A9
The cable capacitance of each section of the information line must be 325 nF.
Further BBTs are to be inserted if required.
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 if required.
If required, a further isolating transformer is to be provided in the interlocking for

electrical isolation of the 230 V AC supply voltage brought out from the interlocking.
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Cable capacitance or interference voltage too high, external supply from adjacent
interlocking
Cable 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 the adjacent interlocking (AC/DC)
On each section of the information line, the cable capacitance must be 325 nF, the
transient interference voltage 1.5 kVrms and the continuous interference voltage
250 kVrms. If required, further broadband transformers must be inserted there.
On the entire line length between the wheel detection equipment and interlocking B,
the transient interference voltage must be 1.5 kVrms and the continuous interference
voltage 250 kVrms.
If required, the supply line is to be divided into two or more sections by means of
isolating transformers. The restriction with regard to transient and continuous
interference voltages applies for each section. In this case, only an AC supply is
possible.
Double usage
The following applies to both information and supply lines:

Cable capacitance 325 nF, transient interference voltage 1.5 kVrms and continuous
interference voltage 250 Vrms
The two outputs of the wheel detection equipment are isolated from each other with a
dielectric strength of 4 kVrms AC.
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Double usage and external supply
The cable capacitance of the information line to interlocking A is > 325 nF; after
inserting the necessary BBT(s) into the information line to interlocking A, the cable
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)
The cable capacitance of each section of the information line to interlocking B must
be 325 nF, the transient interference voltage 1.5 kVrms and the continuous
interference voltage 250 Vrms. If required, one or more BBTs must be inserted there.
Double usage and external supply
Transient interference voltage on the information line to interlocking A > 1.5 kVrms or
continuous interference voltage on the information line to interlocking A > 250 Vrms
External supply (AC) from interlocking A
If required, a further isolating transformer is to be provided in the interlocking for

electrical isolation of the 230 V AC supply voltage brought out from the interlocking.
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The cable capacitance of each section of the information line to interlocking A must
be 325 nF, the transient interference voltage 1.5 kVrms and the continuous
interference voltage 250 kVrms. Further BBTs are to be inserted if required.
On the entire length of the supply line to interlocking A, the transient interference voltage must be 1.5 kVrms and the continuous interference voltage 250 Vrms. If required, further isolating transformers are to be inserted.
The cable capacitance of each section of the information line to interlocking B must
be 325 nF, the transient interference voltage 1.5 kVrms and the continuous interference voltage 250 Vrms. If required, further BBTs must be inserted.
Isolating transformer (IT): SCN V25319-Z1-A14
Interference voltage between wheel detection equipment units too high
Cable capacitance of each information and supply line 325 nF
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 wheel detection equipment units between
1.5 kVrms and 3 kVrms
Electrically isolated DC supply for each wheel detection equipment unit: a separate
SV5715C power supply board for each wheel detection equipment unit
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Notice
Interference voltage
When mounting the wheel detection equipment to the right and left of the
interlocking and the evaluation computer respectively (configuration example
7), the permissible total interference voltage between the two wheel detection
equipment units must not be exceeded.
For this reason, isolation of the power supply is necessary for the wheel
detection equipment concerned. This is effected by connecting each wheel
detection equipment unit to be isolated to separate 70 V DC power supply
boards (SV5715C), which are installed in groups in the Az S M cabinets.
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Cabling between evaluation computer and

wheel detection equipment
Different aspects to be noted for the cabling between the evaluation computer and the
wheel detection equipment are described below.
Risk of accident
Star-quad signaling cables must be used for transmitting information from the
wheel detection equipment to the evaluation computer.
Taking into account other services that do not exceed a maximum interference
level of 9 mVrms, a paired signaling cable may also be used.
The connecting cable of the wheel detection equipment must not be laid
together with cables that carry traction current or traction return current in a
cable route or cable trough.
A 400 Vrms heavy-current supply must not be routed together with the signal
cores of the ZP D 43 in one and the same cable, unless the cable design ensures sufficient electrical isolation.
The conditions specified in Section 6.4.5 are to be observed for routing signal
cores together with cores carrying a voltage of 230 Vrms.
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5.1
Earthing and shielding
In cable distribution cabinets, cable distribution boxes and trackside connection boxes for
isolating transformer boards (if present), the cable shields must be electrically joined
together in a conductive manner.
Please refer to Section 7.5.5 for notes on the design of the earth conductor.
5.1.1
Application on railways with AC traction and on nonelectrified railways
5.1.1.1
Length of tail cable up to 250 m
The cable shield and cable armoring (if present) are isolated from the trackside
connection box.
5.1.1.2
Length of tail cable over 250 m
The cable shield must be connected to the earthing terminal of the trackside connection
box in a highly conductive manner. If the wheel detection equipment is fitted with extra
overvoltage protection elements, the notes in Section 8 must be observed.
5.1.2
Application in railways with DC traction and with mixed

traction on one line
The cable shield and cable armoring (if present) are isolated from the trackside
connection box.
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5.2
Limitation of control distance
The cable length between the evaluation computer and the wheel detection equipment is
limited for the reasons set out in Sections 5.2.1 to 5.2.4 below (see also Section 4.3). The
level of the signal frequencies is predominantly attenuated by the cable capacitance,
whereas the range of the wheel detection equipment supply is restricted by the core
cross-section (direct current resistance).
With the paired and star-quad signaling cables used, a control distance of 6.5 km is
typically possible with a direct supply (standard scenario) and a nominal core 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 5.2.1 to 5.2.4 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, see Sections 4.3.3 and 4.3.4) 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.
The maximum possible cable length is always attained when one of the limiting values
described below is attained.
5.2.1
Cable capacitance
Risk of accident
The cable capacitance (core to core) of an electrically connected
telecommunications line must not exceed 325 nF. Star-quad signaling cable
according to Dlk 1.013.110 has, for example, a cable capacitance of approx.
50 nF/km. In this case, the length of an electrically connected cable must not
exceed 6.5 km.
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5.2.2
DC resistance of 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, 26 V AC with external supply) at the wheel
detection equipment. The current consumption of the wheel detection equipment is 80
mA.
The permissible voltage drop is the difference between the minimum supply voltage and
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 (150 per core).
The cable laying mode (underground / overground) must also be taken into consideration,
as it influences the maximum cable temperature and therefore the maximum core
resistance.
5.2.3
Interference voltages

In accordance with EN 50121-4, transient interference voltages of 1.5 kVrms
and continuous interference voltages of 250 Vrms must not be exceeded in
cable systems and the connected signaling and safety equipment. For
electrified lines in particular, depending on the cable type (with / without antiinductive 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.
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5.2.4
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 following
table apply.
Wheel detection
equipment
application
Set transmission
level (Vrms)
Maximum permissible cable attenuation

Np
dB
and double usage
1.75
2.31
20.10
External supply
2.60
2.71
23.57
Table 3
Maximum permissible cable attenuation on the information line
Note
The values in the table refer to application on evaluation computers of types
Az S 350 and Az S M.
The data sheet value for the frequency of 6.5 kHz must be used for determining the cable
attenuation. Star-quad signaling cable according to Dlk 1.013.110 has, for example, an
attenuation of 1.05 dB/km (core diameter 1.4 mm) or 1.6 dB/km (core diameter 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 their
attenuation is too high at 6.5 kHz.
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Components of ZP D 43 wheel detection

equipment
The ZP D 43 wheel detection equipment is installed at the track section limits. It consists
of a double wheel detector and a trackside connection box, which together form a single
functional unit (wheel detection equipment unit). The two are linked by a pair of
connecting cables approx. 5 m long (alternatively 10 m or 15 m), permanently attached to
the double wheel detector.
Details on their arrangement on the track are provided in Section 7.2.
6.1
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 detector systems. Each system has a transmitting
part and a receiving part. The transmitter and receiver of both detector systems are each
fitted in a common plastic housing. The transmitter housing is situated on the outer side
and the receiver housing on the gage side of the rail. In order to reduce interference from
the rail, e.g. by traction return currents, the transmitter and receiver are each provided
with a reducing plate on the side facing the rail. The reducing plate is matched to the rail
profile and reaches from the rail base across the web to underneath the rail head.
Reducing plates are available for all conventional rail profiles (see Table 22). 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
Shielded 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, 10 m or
15 m long. This results in maximum distances of approx. 4.2 m, 9.2 m and 14.2 m
between the double wheel detector and the trackside connection box respectively.
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6.3
The trackside connection box of the ZP D 43 wheel detection equipment is moisture-proof

(IP67 rating) and has a removable, lockable cover. For trackside mounting, pipe supports
of various heights are available. To allow the entry or passage of cables, cable bushings
of various diameters are available.
Figure 3
6.4
Diagnostics, channel 2
Diagnostics, channel 1
In the trackside connection box, the board is fitted on an adapter plate.
ZP D 43 board layout
Transformers for remote transmission
Once the maximum permissible interference voltage or the maximum permissible cable
capacitance is reached, it is necessary to electrically isolate the line between the wheel
detection equipment and the evaluation computer. A broadband transformer is used for
electrically isolating the wheel detection equipment transmission line. For this reason, the
wheel detection equipment must be supplied via a second core pair in this case. This
external supply must be uninterruptible and can originate from a DC voltage situated in
the vicinity or an AC voltage. 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 an AC
power supply is possible.
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6.4.1
Broadband transformer (BBT)
The SCN V25319-Z1-A9 broadband transformer is used for electrically isolating the cable
for 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 up to three ZP D 43 wheel detection equipment units in the ambient temperature
range of -40C to +80C. The isolating transformer supplies the two output voltages of
230 V and 42 V.
The isolating transformer is to be protected by a 100 mA slow-acting fuse on the interlocking side (in the cable termination cabinet).
6.4.3
Arrangement and mounting of broadband transformers

and isolating transformers
6.4.3.1
Mounting transformers in interlocking
The SCN C25320-A37-A1 mounting equipment is used for mounting. This unit has two
slots for broadband transformers or isolating transformers. The mechanical construction of
the mounting equipment, subject to corresponding 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 (w x d x h). The different board arrangement variants are set out
in Table 20 in Section 10.3.4.
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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 for mounting can be found in the Connection Box for Isolating
Transformer 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 for external supply
Application variant S25552-T4100-A1 is used.
Note
The external supply must be uninterruptible.
If the 230 V AC external supply is from the interlocking, it has to be nonearthed. This can be done by using a 230 / 230 V isolating transformer, SCN
V25319-Z1-A14, in the cable termination rack if an earthed voltage is used or by
using the non-earthed signal voltage supply network.
If isolating transformers are used, it is to be noted that, for power reasons, max.
three such transformers may be connected in series.
The permissible supply voltage range, measured at the trackside connection
box, is between 26 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 the FS terminals in the
trackside connection box. For details, see Figure 3.
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Risk of accident
In the event of use with the Az S 350 or Az S (M) 350 systems, remove the
200 mA fuse in the evaluation computer mounting frame on the corresponding
bandpass filter board (Bapas), SCN S25552-B637-A2 or B1, or on the
amplifier, trigger and bandpass filter board (Vesba), SCN S25552-B604-C1.
In the event of use with the Az S M (E) or Az S M (PB) systems, remove the
corresponding 200 mA fuse for wheel detection equipment supply on the
terminal strips in the Az S M cabinet or on the ZAN board.
In the event of use with the Az S M (R) system, remove the corresponding
fuse on the Zan board, SCN S25552-B701-A1.
6.4.5
Wheel detection equipment signal transmission and

external supply on one cable
The signaling cable must fulfil the following conditions in the event of external supply with
230 Vrms:
The cable must be suitable for 230 Vrms with regard to its parameters.
In its regulations, 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 wheel detection equipment signal
transmission must be used.
The cable must only be used for axle counting systems.
The AC supply voltage must be a "clean" sinusoidal voltage1 with no interfering

harmonic waves.
The rms value of the interference voltages caused by other signals (including the 230 V external supply) in
the same cable must not exceed 9 mV. This corresponds to a harmonic distortion of 3%. For the purpose of
measuring the interference voltage, the wheel detection equipment is to be de-energized (remove the fuse
from the evaluation computer).
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Note
Equipment for uninterruptible power supply often generates voltages that
deviate from the sinusoidal shape. In this case, interference with wheel
detection equipment signal transmission must be expected. In such cases, the
shared use of a cable is not permissible.
Note
External supply via a shared cable is also possible with a DC 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 drop in
voltage on the supply line.
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7
Installation of ZP D 43 wheel detection

equipment
Risk of accident
If the wheel detection equipment is used at a location with ambient conditions
that deviate greatly from the permissible operating environment, it must not be
used without the approval of the specialist department.
The wheel detection equipment consists of the double wheel detector with connecting
cables and the trackside connection box.
Note
The wheel detection equipment is also available factory-preassembled
(completely fitted with components and with connected double wheel
detector). The code numbers can be found in Table 17 in Section 10.3.1.
7.1
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 movable parts of a switch.
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.
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7.1.1
Double wheel detectors in the track area
DEK 43
double wheel
detector
DEK (10 kHz)

double wheel
detector
DEK (10 kHz)

double wheel
detector
DEK 43 double
wheel detector
Figure 4
Double wheel detectors in the track area, different types can be mounted directly
adjacent to each other
>5m
DEK 43 double
wheel detector
DEK 43 double
wheel detector
>1m
DEK 43 double
wheel detector
Figure 5
DEK 43 double
wheel detector
Double wheel detectors in the track area, same type
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7.1.2
Double wheel detectors in the track area at speeds of

up to 120 km/h
The following minimum distances must be observed when installing double wheel
detectors on the same track:
1.2 m
DEK 43 double
wheel detector
DEK 43 double
wheel detector
0.6 m
DEK 43 double
wheel detector
Figure 6
DEK 43 double
wheel detector
Note
The following minimum distances between two double wheel detectors (center
to center) must be observed:
1.2 m when installing them on the same rail
0.6 m when installing them on different rails
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7.1.3
Double wheel detectors in the area of rail joints
In contrast to the minimum distance of four tie cribs between double wheel detector and
rail joint as indicated in Section 7.4.1, shorter distances are permitted if the following
speed restrictions are observed:
Figure 7
Speeds with double wheel detectors in the area of rail joints
Maximum
speed
Rail joint (single- or two-rail) with

non-insulated or insulated fish-plates
(insulated rail joint)
Welded rail joint
No restriction
Installation of the double wheel

detector from the fifth tie crib before
or after the rail joint
Installation of the double wheel detector

from the fifth tie crib before or after the rail
joint
60 km/h

detector in the adjacent tie crib
(distance from the rail joint to the
center of the double wheel detector
approx. 0.6 m) or on the second tie
before or after the rail joint; applies
to installation on both rails
Installation of the double wheel detector in

the adjacent tie crib (distance from the rail
joint to the center of the double wheel
detector approx. 0.6 m) or on the second
tie before or after the rail joint; applies to
installation on welded rails
120 km/h

detector from the second tie crib to
the fifth tie before or after the rail
joint; applies to installation on both
rails
Installation of the double wheel detector

from the second tie crib to the fifth tie
before or after the rail joint; applies to
installation on welded rails
Table 4
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Note
The restrictions specified in Table 4 do not apply for the installation of a
double wheel detector on a continuously welded rail opposite a welded rail
joint.
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7.1.4
Figure 8
Double wheel detectors in the area of electrodynamic

rail brakes
Double wheel detector in the area of electrodynamic rail brakes
The distance between a double wheel detector and an electrodynamic rail brake must not
be less than 10 m. The bonds are necessary in order to keep rail currents generated when
switching the rail brake on and off away from the double wheel detector.
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7.1.5
Figure 9
Case 1: One of the two double wheel detectors may be installed in this area if the stated
minimum dimension of 1 m is adhered to.
Case 2: With distance (a) between the rail heads and a simultaneous offset of at least
1 m 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.
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7.1.6
Double wheel detectors in the area of switches and

crossings, distances to adjacent rails at speeds of up
to 120 km/h
The following minimum distances must be observed:
0.3 m
0.3 m
0.3 m
Figure 10
0.3 m
Double wheel detectors in the area of switches and crossings, minimum

distances to adjacent rails at speeds of up to 120 km/h
Note
The distance between the rail head carrying the double wheel detector and the
adjacent rail may not be less than 0.3 m, measured from the center of the
double wheel detector.
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7.1.7
Double wheel detectors in the area of switches and

crossings, distances between double wheel detectors
at speeds of up to 120 km/h
A maximum speed of 120 km/h must be observed for the reduced distances between
double wheel detectors specified in this section and deviating from the standard design
documents. The following minimum distances must be observed for installation in switch
and crossing areas:
1.2 m
0.6 m
Figure 11
Double wheel detectors in the area of switches and crossings at speeds of up to

120 km/h
Note
The distance (center to center) between two double wheel detectors mounted
on adjacent rails must be min. 1.2 m in the longitudinal rail direction if the
transverse distance between the rails is less than the standard gage.
If the transverse distance is more than the standard gage, the longitudinal
distance between the double wheel detectors may be reduced to 0.6 m.
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7.1.8
Double wheel detectors in the area of audio-frequency

track circuits
Figure 12
Double wheel detectors in the area of audio-frequency track circuits
A distance of 1 m must be observed to all bonds of the audio-frequency track circuits.

The illustrations refer only to the necessary minimum distances between components in
the track. Further conditions for determining the installation site that can arise for other
reasons must also be noted (e.g. overlapping of the vacancy detection sections of the
track circuits and the axle counting system for continuous detection of tracks).
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7.1.9
Double wheel detectors in the area of intermittent ATC

track magnets
When installing double wheel detectors and track magnets for intermittent automatic train
control (intermittent ATC) on the same rail, the intermediate distance must be at least one
empty tie crib. Both components can be situated in the same tie crib when installing them
on opposing rails.
Note
Track magnets for intermittent ATC may not be installed in the interference
suppression area of the double wheel detector.
7.1.10
Double wheel detectors in the area of magnetic train

stops
The following minimum distances between double wheel detectors and the track magnets
of the magnetic train stop must be observed:
Figure 13
Double wheel detectors in the area of magnetic train stops
Note
The minimum distance of 0.7 m applies to the following track magnets:
SCN S25000-Q5697-A5; SCN S25000-Q5697-A6
SCN S25000-Q5697-B5; SCN S25000-Q5697-B6
SCN S25000-Q5697-C5
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7.1.11
Double wheel detectors in the area of balises
The following minimum distances must be observed between double wheel detectors and
balises:
Figure 14
Double wheel detector in the area of a balise
Note
The minimum distance of >1.0 m applies for the Eurobalise S21 in the following
specification:
Fixed balise:
SCN S25421-A1-B100 and variants -B110 to -B190
Transparent balise:
SCN S25421-A1-B200 and variants -B205 and -B210 to -B290
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7.1.12
Double wheel detectors in the area of a Euroloop S21
the leaky feeders of a Euroloop S21:
Figure 15
Double wheel detector in the area of the leaky feeder of a Euroloop S21
Note
The minimum distance of >1.0 m applies for the leaky cables of a Euroloop S21.
The rail opposite the leaky feeder of a Euroloop S21 is not subject to any restrictions for the installation of double wheel detectors.
7.1.13
Double wheel detectors in the area of loops
loops:
Figure 16
Double wheel detector in the area of the FSS vehicle sensor system
Note
The minimum distance of >1.0 m applies for Siemens FSS loops and Scheidt &
Bachmanns FSSB loops.
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7.1.14
Double wheel detectors in the area of wheel detectors

for switching and indicating functions
Between double wheel detectors and the wheel detectors listed below, a minimum
distance (center to center) of 0.5 m (or one tie crib) must be observed:
S44 rail treadle
MK magnetic wheel detector
WSSB-Impulsgeber pulse generator
RSE 45, WSR, WSS , WSD and WSD-E electronic wheel detector
All other detectors have to be located at a distance of min. five tie cribs.
7.1.15
Measures for ATC track coupling coils in area within

track, Swiss Federal Railways (SBB)
Note
This section does not apply if the ATC track coupling coil is fitted in the area
outside the track.
7.1.15.1
Distance to ATC track coupling coils
The distance between the double wheel detector and ATC track coupling coils must be
two tie cribs, but min. 1 m.
7.1.15.2
Transition from station area to open line
If problems with track clear indications occur frequently, the following measures must be
taken:
Consistent connection of cable shields and the trackside connection box to the
railway earth conductor.
This measure is also stipulated in Section 5.1 or 7.5.5.
Fit the double wheel detector to the insulated rail if possible unless there are
compelling reasons to the contrary.
Minimum distance of 5 m between the double wheel detector and the rail joint.
Additional rail earthing of the two non-insulated rails on the open line at a distance of
approx. 2 m from the rail joint, in whose vicinity a double wheel detector is fitted.
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Open line
Station area
2m
5m
DEK
ZP D 43
Cable distributor
TCB
To the
interlocking
Key:
DEK
TCB
ZP D 43
Double wheel detector

Wheel detection equipment
Railway earth
conductor
Figure 17
Connection to earthing conductor and/or

earthed contact line or signal post
Distances and earthing measures for ATC track coupling coils in the area within
the track as for example on Swiss Federal Railways (SBB)
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7.2
Arrangement of components on track
7.2.1
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 or 15 m). The
maximum possible distance with the standard connecting cables is around 4.2 m,
depending on local conditions. If the 10 m or 15 m long connecting cables are used in
exceptional cases, the maximum distance can be around 9.2 m or 14.2 m respectively.
Reducing plates

Transmitter
Receiver
Transmitter and
receiver cables
with flexible tube
Pipe support
with plastic
insulating
sleeve
Flexible tube
for signaling
cable
Figure 18
Arrangement of the wheel detection equipment components on the track
Note
Unpack the double wheel detector only after reaching the installation site to
prevent any damage beforehand.
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7.2.2
Vertical arrangement of trackside connection box
The trackside connection box can also be arranged vertically in tunnels or on bridges
where there is little space. Since only a PG16 gland is available for inserting the trackside
cable in this setup, an appropriate flexible tube must be ordered. A cable distribution box
must be provided for the external supply, double usage and double usage with external
supply application variants.
Clamping claw
Figure 19
Vertical arrangement of the trackside connection box
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7.3
Tools required
Drilling machine or drilling jig, e.g. SCN C25326-A28-A1 (other drilling jigs are also
possible)
Twist drill, 13 mm
Countersink, 90, 25 mm
Torque wrench, width across flats 19 and 18
Open-end, ring or box wrench, width across flats 13
Open-ended wrench, width across flats 24 and 30
Torx T20 screwdriver
0.6 x 2.8 screwdriver as per DIN 7437
0.6 x 3.5 screwdriver as per DIN 7437
Cable stripping knife
Wire brush
Angle grinder with rough-cutting disc (if required; for grinding off inscriptions on the
rail web)
Drilling machine with 10 mm masonry drill (for wall mounting)
Hammer (for wall mounting)
7.4
7.4.1
Determination of installation site
The installation site selected for operational and safety-related reasons is indicated in the
track layout diagram.
Installation in the center of a tie crib (see Section 7.4.3.2 for exception).
The track must be well tamped.
The connection between the rail and the tie must be secure.
There must be at least four empty tie cribs between the double wheel detector
installation site and a rail joint or a weld (see Section 7.1.3 for exceptions).
Install the double wheel detector on straight lines on the right-hand rail in the main
direction of travel, in curves with a radius of 180 m on the outer rail and with a
radius of < 180 m on the inner rail, unless there are reasons to the contrary (see
Section 7.1).
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With a permanent way with Y steel ties, install the double wheel detector between two
separate ties only (not between the two legs of a Y steel tie).
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 a minimum distance of 6 m to the clearance marker and a section

must be at least 30 m in length.
There must be no cables carrying traction return currents, cables carrying heavy
current (e.g. switch heaters) and cables emitting 43 kHz or conductor rails within the
interference suppression areas in accordance with Figure 20.
The vertical extension of the interference suppression area extends 600 mm upwards
and downwards from the center of the drill hole.
Note
The above-mentioned points must also be observed if the double wheel
detector is subsequently moved to another installation site.
The vertical extension of the interference suppression areas is not shown in Figure 20.
450 mm
450 mm
Interference
suppression
area 1
600 mm
Transmitter
Rail
Receiver
600 mm
Interference
suppression
area 2
Figure 20
Interference suppression areas for double wheel detector installation
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Note
On high-speed lines and rapid transit railways with 15 kV, cross bonds must
be installed within 200 m of the installation site at a distance of no more than
75 m. This is also to be observed if the double wheel detector is later
relocated to a different installation site.
On lines where track-to-track bonds and rail-to-rail cross bonds are installed,
the interference suppression areas of the double wheel detectors (see
Figure 20) must be observed.
Risk of accident
This interference suppression area also applies for the installation of
continuous ATC loop cables.
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7.4.2
Preparation of installation site
Clean the rail web at the installation site thoroughly using a wire brush. Grind off any web
inscriptions.
7.4.3
Drilling of web holes
7.4.3.1
Installation between ties
To drill the holes using a simple drill, punch-mark the web holes before drilling in
accordance with the dimensions below.
When using a suitable drilling jig, this operation is omitted.
270 135
Figure 21
Drilling dimensions for attaching the double wheel detector
The drilling dimensions of the rail profiles with the associated distance dimensions X are
listed in Table 22 in Section 10.3.6. Please refer to Product List SCN C25326-A21-A3-*-47
for the distance dimensions X for unlisted rail profiles or request them.
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Centre of hole
X 1.5 mm
Figure 22
Distance dimension X from the lower edge of the rail base to the center of the
hole
You may use the drilling jig (SCN C25326-A28-A1) for the web drill holes ( 13 mm).
Please indicate the rail profile when ordering the drilling jig. Profiled fishplates are used for
adaptation to the various rail profiles. They fit into the web area of the respective rail
profile 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 profiles.
Step 1
Insert the drilling template with the two profiled fishplates matching the rail
profile into the web area and fasten the drilling template of the drilling jig on
the rail web with two clamps.
Step 2
Drill the web holes.
Cracking
Cracking in the rail originating from the drill hole is possible at a later stage if
you do not take the following action.
Countersink the rail web holes on both sides using a countersink (90,
25 mm) and an extended drill socket MK2-2 1.5 45. This corresponds to
a countersink depth of 1.5 mm. It is absolutely essential to chamfer the drill
hole to prevent cracking in the rail originating from the drill hole.
Step 3
Remove the ballast far enough to preclude damage to the connecting cables
when the rail is traversed. With a ballastless track, leave sufficient clearance to
allow for routing of the connecting cables including the flexible tube (avoid
crimping).
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7.4.3.2
Installation above ties
The double wheel detector may be installed above ties in the following cases:
Table 1: Overview of tie mounting
Rail profile
S49
S54
UIC60
Others
Permanent way W
Not permitted
Not permitted
See Section
7.4.3.3
Not permitted
Permanent ways K
and KS on wooden
ties
See Section
7.4.3.4
See Section
7.4.3.4
See Section
7.4.3.6
Not permitted
Permanent ways K
and KS on
concrete ties
See Section
7.4.3.5
See Section
7.4.3.5
See Section
7.4.3.6
Not permitted
Other types of
permanent way
Not permitted
Not permitted
Not permitted
Not permitted
Note
A special reducing plate is required when installing the DEK 43 double wheel
detector above ties (see Table 22).
Notice
Functional impairment of double wheel detector
The installation of double wheel detectors above steel ties could affect faultfree operation of the wheel detection equipment.
The installation of double wheel detectors above steel ties is not permitted.
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Caution
Damage to double wheel detector
Excessive traversal speeds may damage double wheel detectors installed
above ties (in accordance with Sections 7.4.3.5 and 7.4.3.6).
Adhere to the maximum permissible traversal speed of 160 km/h.
Drill the web holes in accordance with the instructions in Section 7.4.3.1.
Remove the rail fastening accessories on both sides before drilling.
Figure 23
Drilling dimensions for fastening the double wheel detector above the tie
After drilling, install the fastening components for the corresponding permanent
way approved by the railway operator.
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7.4.3.3
Installation on UIC60 rail profile with permanent way W on

concrete ties
Parts required for installation of the DEK 43 double wheel detector on UIC60 rail profile
with permanent way W on concrete ties:
Use tie bolt Ss 350 with a shortened bolt head (17 mm instead of 35 mm) on the gage
side of the rail (under the double wheel detector receiver, see Figure 25).
Use a reducing plate with a notch (SCN C25326-A21-B86).
3 Tie bolt with

shortened bolt
head
Figure 24
Installation on UIC60 rail profile with permanent way W on concrete ties
Figure 25
Tie bolt Ss 350 with a shortened bolt head (17 mm instead of 35 mm)
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7.4.3.4
Installation on S49 or S54 rail profile with permanent ways K

and KS on wooden ties
Parts required for installation of the DEK 43 double wheel detector on S49 or S54 rail
profile with permanent ways K and KS on wooden ties:
reducing plate with a notch (SCN C25326-A21-B85)
hardwood peg K2, EMA no. 00499974, according to drawing Iotkh 63
shortened fishtail bolt with a flat nut (EMA no. / material no. 117 846)
flat clamp (SCN C25326-A21-C71)
set of fastening material including clamp, hexagon nut, fishtail bolt and locking washer
(SCN C25326-A21-D1)
The tie bolt on the gage side of the rail (Figure 25) under the cable entry of the double
wheel detector receiver is not required any longer.
Step 1
Close the open bolt hole with the hardwood peg.
Step 2
Check the other three tie bolts as to whether they are force-locked.
The clamp and fishtail bolt including nut and locking washer (spring washer)
are not required any longer on the gage side of the rail (under the double
wheel detector receiver).
Step 3
On the outer side of the rail, install the shortened fishtail bolt with a flat nut
instead of fishtail bolt Hs 26-65.
Step 4
On the outer side of the rail, install the flat clamp (SCN C25326-A21-C71)
instead of clamp Kpo 6 or Kpo 9.
Position above wooden tie

(Rotated by 90)
Bolt removed
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Figure 26
Installation with permanent way K on wooden ties (according to BZA document

S 8690.20.1 *)
7.4.3.5
Installation on S49 or S54 rail profile with permanent ways K

and KS on concrete ties
Parts required for installation of the DEK 43 double wheel detector on S49 or S54 rail
profile with permanent ways K and KS on concrete ties:
reducing plate with a notch (SCN C25326-A21-B85)
shortened fishtail bolt with a flat nut (EMA no. / material no. 117 846)
flat clamp (SCN C25326-A21-C71)
set of fastening material including clamp, hexagon nut, fishtail bolt and locking washer
(SCN C25326-A21-D1)
The clamp and fishtail bolt including nut and locking washer (spring washer) are not
required any longer on the gage side of the rail (under the double wheel detector
receiver).
Step 1
On the outer side of the rail, install the shortened fishtail bolt with a flat nut
instead of fishtail bolt Hs 26-65.
Step 2
On the outer side of the rail, install the flat clamp (SCN C25326-A21-C71)
instead of clamp Kpo 6 or Kpo 9.
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Position above concrete tie
Figure 27
7.4.3.6
Installation with permanent way K on concrete ties (in accordance with

approved BZA document S 8690.20.1 *)
Installation on UIC60 rail profile with permanent ways K and KS

on wooden and concrete ties
Reducing plates with a notch (SCN C25326-A21-B86) must be used when installing the
DEK 43 double wheel detector on UIC60 rail profile with permanent ways K and KS on
wooden and concrete ties.
Other measures are not required.
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7.4.4
The transmitter and receiver of the double wheel detector are bolted to the rail web after
drilling. The procedure for this is as follows:
Figure 28
Double wheel detector components
Step 1
Grease the threads of the mushroom-head bolts (6) with "Molykote
G-n plus"
or "Molykote G-Rapid plus" to ensure that the nuts (4) can easily be undone
at a later date.
Step 2
Fit the appropriate reducing plate (8), together with the receiver (7) and the
mushroom-head bolts (6) with the square washer (9), to the gage side of the
rail (1).
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Step 3
Then place the second reducing plate (8) and the transmitter (3) on the outer
side of the rail (2) onto the bolts. The shape of the reducing plates depends on
the rail profile. Reshaping of or longitudinal changes to the reducing plates in
order to adapt them to another rail profile or particular permanent-way types
are not permissible.
Step 4
Next, slip-fit the plain washers (5) and the M12 self-locking hexagon nuts (4)
onto the bolts.
Note
Make sure that the reducing plates are flush with the edges of the double
wheel detector before tightening the hexagon nuts.
Step 5
Tighten the self-locking hexagon nuts (4) using a torque wrench (tightening
torque of 40 Nm to 50 Nm).
Risk of accident
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
wheel detector. Recalibrate the wheel detection equipment (see Section 9.3).
Self-locking nuts with an external locking element (Vargal nuts) can be reused
after each dismantling operation.
Whenever installing or re-installing a double wheel detector, grease the
threads of the mushroom-head bolts with "Molykote G-n plus" or "Molykote

G-Rapid plus" to ensure that the nuts can easily be undone at a later date.
Molykote G-n plus can be ordered under material no. A2V00000327988.
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7.5

Caution
Damage possible
Moisture may damage the electronics in the trackside connection box.
Work in a manner ensuring that no moisture can penetrate the interior of the
trackside connection box.
7.5.1
Installation and mounting on a pipe support

Fasten the trackside connection box outside the clearance gage on a pipe support.
The following distance dimensions apply to usage of the ZP D 43 wheel detection

equipment on German Railways and are standard for other railway operators too (also
see Figure 32):
Distance dimension
Typical application area
1,350 mm
Station
2,100 mm
Open line
Table 5
Double wheel detector trackside connection box distance dimensions
Lay the cables to the trackside connection box outside the clearance gage 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 signaling 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.).
Note
Fasten the box on the pipe support with the enclosed insulating sleeve.
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Note
The trackside connection box can be moved within the specified distances in
parallel to the track axis and can be rotated 90 so that the connecting cables
do not form rings or loops.
Note
The screws of the trackside connection boxs cover may be tightened with a
maximum torque of 10 Nm.
7.5.2
Wall mounting of trackside connection box
The wall must have an even surface. Depending on the type of fastening, the following
procedures must be observed (Figure 19).
7.5.2.1
Plug fitting
The following walls are suitable for the SCN C25165-A63-D4 plug fitting:
solid stone
sand-lime brick with a strength of > 15 N/mm2
perforated sand-lime brick with a strength of > 15 N/mm2
vertically perforated brick with a strength of > 15 N/mm2
concrete with a strength of > 25 N/mm2 (strength class B 25)
Step 1
Use a 10 mm masonry drill to drill holes at least 70 mm in depth.
Step 2
Insert the plugs into the drilled holes.
Step 3
Slide the clamping claws into the side recesses of the lower part of the
trackside connection box and screw the hexagon screws (width across flats
13) and washers into the plugs.
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7.5.2.2
Anchor fitting
Note
The temperature of the anchoring base must not fall below -5C to allow the
adhesive to harden.
The hardening time depends on temperature:
300 minutes at -5C
60 minutes at 0C
30 minutes at 10C
20 minutes at more than 20C
Walls of natural stone and concrete with a strength of > 25 N/mm2 (strength class B 25)
are suited to anchor fitting SCN C25165-A63-B30.
Step 1
Use a 10 mm masonry drill to drill holes at least 80 mm in depth.
Step 2
Insert the composite anchor cartridges into the holes.
Step 3
Use a hammer to drive the anchor rods into the holes.
Step 4
Once the exposed adhesive has hardened, slide the clamping claws into the
side recesses of the lower part of the trackside connection box and screw the
hexagon nuts and washers to the anchor rods.
7.5.3
Mounting on signal posts
The procedure for mounting a trackside connection box onto a slim or lattice post is explained by Installation Instructions A25165-A42-B111-*-31 (available as from October
2009) (see also Section Error! Reference source not found.).
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7.5.4
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 at the double wheel detector must not be shortened.
The wheel detection equipment's connecting cables must not be laid together
with cables carrying traction current, traction return current or heavy current
(230/400 V AC) in a cable route or cable trough. Routing in the rail base is not
permitted, either.
The connecting cables must be laid in parallel, closely held together by cable
straps, on the edge of the sleeper bay. The connecting cables must not be
fixed.
Trackside connection
box
Cable straps
Connecting cables
Figure 29
Laying of connecting cables in a tie crib
Step 1
Shorten the flexible tubes at the installation site to the required length
(Figure 30). 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 by around 60 mm away from this recess. Take care
not to damage the connecting cables.
Step 2
Place one tube clip on each of the free ends.
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Step 3
Next, insert the two connecting cables into the connection box. Use the tube
clips to secure the flexible tubes.
Step 4
Connect the individual cores in accordance with Figure 33 and Figure 37 (with
overvoltage protection module).
60 mm
Figure 30
7.5.5
Shortening of the flexible tube
Earthing of trackside connection box

Note
Note the project-related earthing diagram.
The trackside connection box is fitted with a metal cover
The trackside connection box must always be earthed.
The trackside connection box is fitted with a plastic cover
The trackside connection box need not be earthed.

Exception:
The tail cable is longer than 250 m must always be earthed.
Overvoltage protection is installed must always be earthed.
The earthing terminal must be connected to:
the railway earth conductor on railways with AC traction and on non-electrified

railways
the railway earth conductor and / or the return system on railways with DC traction
and mixed traction (AC / DC) in accordance with Figure 31
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Signal
Prohibited area
Trackside equipment
Cable trough
for main and
tail cables
Cable trough
for tail cable
Area of return system
Area of railway earth
DC-electrified railway with

overhead line or live rail
AC-electrified railway with overhead line
Insulated installation
Area of return system
Area of railway earth
Figure 31
Track section with earthing areas
The following minimum cross-sections are permissible for the earth conductor:
50 mm2 on non-electrified lines
NYY-O Cu wire
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
The hole for connecting the earth conductor to the rail must comply with the conditions
listed below:
drilled in the neutral zone of the rail (corresponds to dimension X in Table 22 for
mounting the double wheel detector)
distance of at least 500 mm from any other rail web hole
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Cracking
Cracking in the rail originating from the drill hole is possible at a later stage if
you do not take the following action.
Countersink the rail web holes on both sides using a countersink (90,
25 mm) and an extended drill socket MK2-2 1.5 45. This corresponds to
a countersink depth of 1.5 mm. It is absolutely essential to chamfer the drill
hole.
Note
If present, the overvoltage protection board must always be connected to the
earthing terminal.
Notice
If the trackside connection box is to be earthed, calibration may only be
undertaken afterwards.
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7.5.6
Installation of signaling cable
Step 1
Strip 20 cm of the signaling cable.
Step 2
Fasten the flexible tube using a tube clip after introducing the signaling cable.
Step 3
Use of the cable shield in the trackside connection box

a. tail cable length < 250 m: isolate the cable shield and the armoring from the
trackside connection box
b. tail cable length > 250 m with AC traction and on non-electrified lines: connect the cable shield and the armoring to the earthing terminal of the trackside connection box
c. tail cable length > 250 m with DC traction and in mixed operation (AC and
DC traction on one and the same line): isolate the cable shield and the armoring from the trackside connection box
Step 4
Connect the individual cores in line with Figure 33 and Figure 37 (with the
overvoltage protection board).
Step 5
If no overvoltage protection is installed, fix the cores to terminals NS, FS and

DN and the cable shield at the envisaged bracket located at the location of the
overvoltage protection board so that they are mechanically secure.
Step 6
Close the trackside connection box and tighten the hexagon screws on the
cover with a maximum torque of 10 Nm.
1350 mm or 2100 mm
Trackside
connection box
Receiver
Transmitter
Railway earth conductor
Figure 32
Earth conductor
Example of earthing the trackside connection box at a station or on the open

line
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7.5.7
Conversion of ZP 43 E to ZP D 43 wheel detection

equipment
The ZP 43 E can be converted to a ZP D 43. This involves replacing the mounting frame
contained in the ZP 43 E by the ZP D 43 board contained in the conversion kit.
Any additional core-earth overvoltage protection present in the ZP 43 E must again be
mounted in the ZP D 43 after conversion. Even if the existing ZP 43 E does not have any
additional core-earth overvoltage protection, there is the possibility of converting it by ordering a conversion kit with core-earth overvoltage protection.
Table 6 shows the correlations between the existing ZP 43 E variants and the ZP 43 D
conversion kits.
ZP 43 E set up as:
Conversion kit:
Standard
S25552-T4100-U3
Standard with overvoltage protection
S25552-T4110-U3
External supply
S25552-T4100-U1*)
External supply with overvoltage protection
S25552-T4110-U1*)
Double usage
S25552-T4100-U2
Double usage with overvoltage protection
S25552-T4110-U2
External supply and double usage
S25552-T4100-U1
External supply and double usage with

S25552-T4110-U1
*) The connection for double usage remains open.
Table 6
7.5.7.1
ZP 43 E / ZP D 43 application variants
Conversion
Modification Instructions A25552-T4100-A1-*-51 are enclosed with the conversion kit.

Conversion work is to be performed in line with this document.
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7.5.8
Replacement of ZP 43 V by ZP D 43 wheel detection

equipment
The ZP 43 V can be replaced by a ZP D 43 wheel detection equipment unit. For this purpose, the ZP 43 V trackside connection box (including wiring backplane and boards) is
replaced by a ZP D 43 trackside connection box (including board) with a plastic cover.
Any additional core-earth overvoltage protection present in the ZP 43 V must again be
mounted in the ZP D 43 after conversion. Even if the existing ZP 43 V does not have any
additional core-earth overvoltage protection, there is the possibility of converting it by ordering a wheel detection equipment unit with core-earth overvoltage protection.
Table 7 shows the correlations between the existing ZP 43 V variants and the ZP D 43
conversion kits.
ZP 43 V set up as:
ZP D 43 trackside connection
box:
Standard
S25552-T4150-A3
Standard with overvoltage protection
S25552-T4160-A3
External supply
S25552-T4150-A1*)
External supply with overvoltage protection
S25552-T4160-A1*)
Double usage
S25552-T4150-A2
Double usage with overvoltage protection
S25552-T4160-A2
External supply and double usage
S25552-T4150-A1
External supply and double usage with

S25552-T4160-A1
*) The connection for double usage remains open.
Table 7
ZP 43 V / ZP D 43 application variants
Note
Conversion kit C25165-A63-D1 (A2V00000217572) is always to be ordered for
the wheel detection equipment. It includes insulating bushing C25165-A63-C39
(A2V00000315784) and tube clip D3017-S9050-Z3 (A2V00000216357).
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7.5.8.1
Replacement steps
Step 1
Dismantle the entire ZP 43 V wheel detection equipment.

The pipe support and DEK double wheel detector can still be used.
Step 2
Install the trackside connection box according to Section 7.5.
Step 3
Earth the trackside connection box according to Section 7.5.5.
Step 4
First re-establish all connections to the double wheel detector and then the
connections to the interlocking (see Figure 33 and Figure 37, if core-earth
overvoltage protection is fitted).
If the cores of the double wheel detector are not long enough, the flexible tube
has to be shortened.
It is to be noted that the terminal designations of both wheel detection
equipment variants are different (see Table 8).
Step 5
Commission the wheel detection equipment taking the relevant regulations

into account. The procedure is described in Section 9.
Step 6
Close the trackside connection box and tighten the hexagon screws on the
cover with a maximum torque of 10 Nm.
Connection to interlocking
ZP 43 V terminal designation
ZP D 43 terminal designation
12 (+)
NS +
Normal supply +
13 (-)
NS -
Normal supply -
10
FS
External supply
11
FS
External supply
18
DN
Double usage
19
DN
Double usage
Connection to double wheel detector

The terminal designations are identical for both wheel detection equipment units.
Table 8
ZP 43 V / ZP D 43 terminal designations
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7.6
Terminal assignment in trackside connection

box
blue
green
yellow
Double wheel detector, receiver

(optional for GUE function)
red
4
-
blue
green
yellow
Double wheel detector, receiver
red
4
-
red
yellow
red
7
8
blue
red
yellow
red
green
Double wheel detector, transmitter

(optional for GUE function)
blue
Figure 33
Double wheel detector, transmitter
green
DN
Double usage (optional)
FS
External supply (optional)
NS
WDE signal transmission and supply (standard)
Terminal assignment in the trackside connection box
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8
Overvoltage protection for ZP D 43 wheel

detection equipment
For some axle counting system operators, the effect of electromagnetic interference
(atmospheric effects such as thunderstorms and technical interference such as catenary
contact with track and its equipment) is particularly great. In such cases, additional
overvoltage protection measures (core to earth) beyond the existing overvoltage
protection (core to core) are necessary.
8.1
Retrofitting of overvoltage protection
8.1.1
Structure and order variants
The board with the additional overvoltage protection components (core to earth) is
suitable for all three application variants of the wheel detection equipment. It is secured to
the protuding part of the base plate using four screws.
Order variants
SCN S25552-B734-B1: overvoltage protection board only (Figure 34)
SCN C25165-A63-B101: overvoltage protection board with mounting parts and

connecting wires
Task of the connecting wires

Black wire: links connections on the main board and the overvoltage protection board
Green / yellow wire: links "ERDE" (earth) socket with the connection box
S25552-B734B1-*
Figure 34
Overvoltage protection board SCN S25552-B734-B1
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8.1.2
Installation
Use the four cheese-head screws to screw the overvoltage protection board to the
protruding part of the base plate (terminals facing outwards). The screws are
supplied.
Figure 35
Wiring of the overvoltage protection board
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8.2
Electrical connection
The overvoltage protection board SCN S25552-B734-B1 is connected as shown in

Figure 35 and Figure 37. The maximum complement of the main board is shown there:
NS terminals: first evaluation computer
FS terminals: external supply
DN terminals: WDE double usage, second evaluation computer
Step 1
Insert the enclosed black wires into the corresponding WAGO terminals in line
with Figure 35 and Figure 37.
Step 2
Insert the end of the green / yellow wire featuring the wire end ferrule into the
Erde (EARTH) WAGO terminal and use the enclosed screw to secure the
cable lug in the bottom part of the connection box.
8.3
Insulation measurement when using overvoltage protection

Note
If wheel detection equipment with overvoltage protection is used which is directly powered by a non-earthed interlocking battery, their signaling cable is to
be monitored by automatic earth-leakage detectors for the purpose of checking
the overvoltage protection elements. If monitoring with automatic earth-leakage
detectors is not possible, insulation measurement to earth must be carried out
every 24 months.
To facilitate measurement, core-to-earth insulation measurement is performed
on the cable termination rack of the indoor equipment.
If the wheel detection equipment is not supplied directly from a non-earthed
interlocking battery but using a DC-DC converter (e.g. SVK5715 for Az S M
/ Az S 350 or SVK2150 for Az S 350 U), insulation measurement to earth is
not required but is recommended according to VDE 0831 to ensure
availability.
The test voltage is 250 V DC. The insulation resistance must be greater than
1M .
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Note
Insulation measurement is used to check the overvoltage protection
components in the wheel detection equipment and does not substitute
insulation testing of the signaling cable.
If the overvoltage protection module in the cable termination rack is to be tested
separately, it must be unplugged from the socket. As a result, the connection to
the outdoor equipment is interrupted and disruptions occur due to the occupied
indication for the track vacancy detection section limited by the relevant wheel
detection equipment unit.
For testing the overvoltage protection module, it must be plugged into the
WAGO test device (order no. 511 97 389, see Figure 36), which is connected
directly to the insulation test device. The same test parameters apply here as
for insulation measurement of the wheel detection equipment (250 V DC, Ri
1 M ).
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Insulation test
250 V DC
R 1 M
-
Figure 36
WAGO test device
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8.4
Figure 37
Terminal assignment in trackside connection

box with overvoltage protection
ZP D 43 terminal assignment with connection of the overvoltage protection

board
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9
Commissioning of ZP D 43 wheel detection

equipment
CAUTION
Destruction of components
The MOS components mounted on the circuit board of the wheel detection
equipment can be damaged by electrostatic discharge from charged persons
or equipment.
Observe the notes given in Section 3.4 for handling the circuit board.
Correct handling of the circuit board

Hold the board only by its shorter sides.
Keep the board in its original protective packaging until it is installed in the wheel
detection equipment.
Do not touch circuit board terminals, conductors, components or plug connectors.
9.1
Required tools
Open-end, ring or box wrench, width across flats 13
Screwdriver 0.6 x 2.8 as per DIN 7437 for terminal strip
Screwdriver 0.6 x 3.5 as per DIN 7437
TORX T 20 screwdriver (only for replacement of the board)
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9.2
Preliminary testing

If there is no earth connection, life-threatening high voltage may be applied to
the signaling cable if the overhead contact line breaks and makes contact with
the trackside connection box.
Is the trackside connection box connected to the railway earth conductor, the
structure earth and / or the return system (see Section 7.5.5)?
Are both ends of the earth conductor mechanically securely connected?
Step 1
Check the installation site of the double wheel detector according to the track
layout diagram and the conditions described in Sections 7.1, 7.4.1 and 7.5.1.
Step 2
Check the serial number and / or SCN, including the equipment revision level
of the wheel detection equipment and SCN of the coding plug. The data can
be found on the connection box and / or inside the box.
Risk of accident
If this data cannot be read unambiguously and has not been noted elsewhere
(e.g. delivery note, inventory list), the wheel detection equipment must not be
installed in safety-related systems.
Step 3
Check whether there is any visible damage on the double wheel detector and
the connecting cables.
Step 4
Check whether the reducing plates are mounted on the double wheel detector
under the transmitter and receiver.
Step 5
Check whether the fastening bolts of the double wheel detector are tight
(tightening torque of 40 Nm to 50 Nm).
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Step 6
Check whether there is a desiccant bag in the trackside connection box. The
desiccant bag must be replaced if the indicator is colored pink and moisture
can also be seen in the trackside connection box.
Step 7
Check whether the cables are connected to the right terminals (see Sections
7.6 and 8.4).
Notice
Damage to wheel detection equipment
Wheel detection equipment is not working.
The signaling cable must be connected with the right polarity
(see Figure 33 and Figure 37).
Step 8
Check that the evaluation computer is connected to the interlocking supply

(battery) and switch it on.
Notice
When switching on the supply voltage or after it has been interrupted, the
ZP D 43 takes max. 30 seconds to start up. Passing trains are not reported
during this period, any indications issued by the wheel detection equipment
cannot be defined and the LEDs may display any status.
The wheel detection equipment only shows the actual status once started.
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9.3
Calibration of ZP D 43
Notice

If the trackside connection box is to be earthed, calibration is only to be
undertaken afterwards.
Calibration adjusts the wheel detection equipment to the relevant rail. Calibration is
required whenever the wheel detection equipment and / or double wheel detector has
been dismantled.
During calibration, the wheel detection equipment transmits its quiescent frequencies to
the evaluation computer, ensuring that the section is not indicated as occupied.
Calibration is as follows:
Step 1
Ensure that the double wheel detector is idle (no wheels or other metallic
objects in its proximity).
Step 2
Switch S1 has to be set to FR (see Figure 38).
Step 3
Press the T3 and T4 calibration buttons at the same time until the L4 LEDs on
both channels light up permanently (see Figure 38).Then release the buttons.
The L3 and L4 LEDs then briefly light up.
After a few seconds, the L4 LEDs go out and the L3 LEDs flash. This indicates that
calibration has been correctly completed.
Should calibration fail (L4 flashes), the process can only be repeated after a waiting time
of 10 s.
Note
Passage of a train interrupts the calibration process. The wheel detection
equipment uses its last calibration data for further operations.
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9.4
Figure 38
Status indication LEDs
Arrangement of the status indication LEDs
The L1 to L4 LEDs are present for each channel. The L5 LED applies to both channels.
The L1 and L5 LEDs are red and the L2 to L4 LEDs are green.
Wheel detection equipment in calibration status
LED
Meaning
Measures
L4 lights up
Calibration process (a few

seconds)
Wait until the calibration process has

ended.
L4 flashes
Calibration failed
Check the installation of the double wheel

detector.
If other attempts at calibration have failed,
replace the wheel detection equipment
board.
Wheel detection equipment in operating status

LED
Meaning
Measures
L2 lights up
The double wheel detector is

traversed.
L3 flashes
The system is operational.
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Wheel detection equipment in error status
LED
Meaning
Measures
L1 lights up
The double wheel detector has

come loose from the rail
(detachment detection).
The double wheel detector is
defective.
Secure the double wheel detector and

then recalibrate the wheel detection
equipment.
Replace the double wheel detector and
then recalibrate the wheel detection
equipment.
L1 and L2
light up
Run-time error in the software
Press Reset; if the error persists, replace

the wheel detection equipment board.
L2 and L4
light up
No valid calibration data in the

memory
Calibrate the wheel detection equipment.
L5 lights up
Configuration of the two

channels different / defective
Briefly unplug coding plug and then recalibrate the wheel detection equipment.
The LED still lights up: replace the board.
9.5
Electrical testing
Note
This work is not required for commissioning.

It can be performed for recording equipment acceptance or extended customerspecific inspection.
Scope of testing
Wheel detection equipment supply voltage
Transmitter frequency of double wheel detector
Receiver voltages of double wheel detector
Alternative test sets
FTGS/GLS/AZS test set, SCN V25921-Z1-A19 (PEGA 1211)
Commercially available multimeter: the requirements laid down in Section 11.2 must
be observed.
Calibration of test sets

The test sets used must be verifiably calibrated on an annual basis.
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9.5.1
Notes on use of PEGA 1211
Use the 4 mm measuring sockets with the supplied laboratory leads. The wheel
detection equipment adapter board is not needed.
When taking DC measurements, ensure that the measuring leads are correctly
assigned to the sockets: the positive input is indicated by the red socket.
Observe the Operating Instructions for FTGS/GLS/AZS Test Set (PEGA 1211), SCN
A25921-Z1-A19-*-7619.
Note
For later fault location or diagnostics, it is beneficial to note down the indicated
measured values on an adhesive label beside the table of measured values in
the trackside connection box or on a test record.

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 measurements, the wheel detection
equipment adapter, which is not needed for measurements on the ZP D 43,
must not be connected.
Notice
Risk of destruction
The maximum permissible input voltage of the PEGA 1211 is 280 Vrms.
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Prfgert FTGS / GLS / AZS
Display
kHz
V
mV
Measuring socket,
positive input
Next function/
next-higher frequency
Measuring socket,
negative input
Sach-Nr. V25921-Z1-A19
Previous function/
next-lower frequency
Round socket for

WDE adapter
mode
on/off
Display illumination
on/off
Figure 39
Confirmation
(back with
OK
Mode/function
display
(value displayed again
with OK )
Mode
selection
PEGA 1211 test set
PEGA 1211 power supply

The PEGA 1211 test set is operated with two NiMH batteries, model C (baby battery).
Alternatively, primary batteries can also be used.
Primary batteries must not be charged, as they may explode.

Before opening the battery compartment, disconnect the measuring leads
from the wheel detection equipment.
9.5.2
If the "Lo bAt" display appears after switching on, the batteries must be replaced.
Preparatory work
Remove all stray metal parts (e.g. tools) within a radius of 50 cm of the double
wheel detector.
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9.5.3
Checking of wheel detection equipment supply voltage

U60
Step 1
Select the ZP 43 mode using the mode key.
Step 2
Confirm using the OK key.

The parameter U60= to be measured flashes in the display.
Step 3
Confirm using the OK key.
Step 4
Take a measurement on the NS terminal block (see Figure 37) or, in the case
of an external supply, on the FS terminal block.
The voltage displayed must be between 30 V DC and 72 V DC.
With external supply, the voltage displayed must be between the following
values:
30 V DC and 72 V DC or
26 V AC and 50 V AC
If "-POL" is displayed, check whether the measuring leads are correctly
connected. If that is the case, the two cores of the signaling 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.
9.5.4
Step 1
Checking of 43 kHz transmitter frequency

Press the "Next function" key twice.
"FS" flashes in the display.
Step 2
Press the OK key.
Step 3
Take a measurement on the "Transmitter" terminal block, terminals 6 and 7 or

8 and 9 (see Figure 37).
The frequency displayed must be between 41.5 kHz and 44.5 kHz.
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9.5.5
Checking of receiver voltages UE1 and UE2

Note
The level of the receiver voltages depends on the rail profile used.
Step 1
Press the "Next function" key five times.

"uE1" flashes in the display.
Step 2
Press the OK key.
Step 3
Measure UE1 on the "Receiver" terminal block, terminals 3 and 4

(Figure 37).
Step 4
Measure UE2 on the "Receiver" terminal block, terminals 1 and 2

(Figure 37).
The voltage displayed for UE1 and UE2 must be between 60 mV AC
(-10%) and 150 mV AC (+20%).

The receiver voltage must be no lower than 54 mV.
When using the double wheel detector on very high rail profiles, undershoots
of up to 10% of this value can be tolerated if the installation of the double
wheel detector has been checked again (drilling dimensions, screws secure,
no loose metallic objects in the vicinity).
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9.6
Overview of electrical setpoints of ZP D 43

Display
Measured quantity
Terminal*
Permitted ranges
U60=
WDE supply voltage
NS**
30 V DC to 72 V DC
U60
WDE supply voltage

with external supply
FS
30 V DC to 72 V DC
26 V AC to 50 V AC
FS
Transmitter frequency
of the double wheel
detector
6 and 7 or
8 and 9
41.5 kHz to 44.5 kHz
uE1
Receiver voltage 1
3 and 4
60 mV (10%) to 150 mV (+20%);

observe note in Section 9.5.5
uE2
Receiver voltage 2
1 and 2
60 mV (10%) to 150 mV (+20%);

observe note in Section 9.5.5
* See Figure 37.

** Note polarity.
Table 9
Overview of electrical setpoints of the ZP D 43 wheel detection equipment
The details contained in the Display column refer to the PEGA 1211 test set.
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10
Maintenance
CAUTION
Electrostatic sensitive devices

The MOS components mounted on the circuit board of the wheel detection
equipment can be damaged by electrostatic discharge from charged persons
or equipment.
Observe the notes given in Section 3.4 for handling the circuit board.
In the course of tamping work or at the latest every five years, the functions
detachment detection (dismantle the double wheel detector or shield the double
wheel detector with a plate)
reset capability (press the Reset button)
of the wheel detection equipment must be checked. During these checks, the wheel
detection equipment must be de-energized.
10.1
Inspection
Intervals for wheel detection equipment inspections

12 months for lines with dense traffic
18 months for other lines
The wheel detection equipment inspections must be carried out in accordance with this
Operating and Service Manual.
Note
Additional stipulations of the railway operator and requirements relating to the
configuration of the overall system (see the documentation of the
corresponding evaluation computer) must also be observed.
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Scope of inspection:
Visual inspection of all parts for damage and secure fitting
Re-calibration of the wheel detection equipment (see Section 9.3)
If monitoring with automatic earth-leakage detectors is not possible in line with

Section 8, insulation measurements to earth must be carried out every 24 months.
Train passage cycle / simulation

A train passage cycle of at least six months is to be adhered to. If this is not possible,
occupability is to be checked by suitable means, e.g. simulation of a train passage by
means of a test plate.
A ferromagnetic sheet-steel plate (e.g. St 37), minimum size 350 mm x 150 mm has an
effect similar to that of a wheel on the wheel detection equipment.
Place the sheet-steel plate horizontally on the rail and move it in a longitudinal
direction over the double wheel detector.
Note
As a result of this, occupied indications are issued for adjacent sections.
This sheet-steel plate does not simulate a wheel with the minimum dimensions
permitted in line with the German Railway Building and Operation Regulations
(EBO).
Detachment detection
The sheet-steel plate used for simulating the passage of a train can also be used for
detachment detection.
Place the sheet-steel plate horizontally on the transmitter or receiver.
Note
As a result of this, occupied indications are issued for adjacent sections.
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10.2
Diagnostics and corrective maintenance
Possible forms of diagnostics

Diagnostics using the status indication LEDs (see Section 9.4)
Check measurements and tests using a multimeter in line with the requirements
stipulated in Section 9.5.
Note
The PEGA 1211 test set must be used following the details provided in the
Operating and Service Manual.
10.2.1
Fault location
The cause of faults (counting errors or untimely occupied indication of sections) is located
using the following measurements.
You will find the measuring sockets on the front panel of the corresponding WDE interface
board (Vesti, Zan or Vesba, depending on the type of evaluation computer).
Measure signal frequencies f1 (3.60 kHz 0.05 kHz) and f2 (6.52 kHz 0.10 kHz)
on the evaluation computer at measuring sockets F.
Measure voltages U1 and U2 (both 3.0 V DC 0.10 V) at measuring sockets U.
The measurements are within the permitted tolerances:

It is highly probable that the cause of the fault lies in the evaluation computer.
The measurements are outside the permitted tolerances:
It is highly probable that the cause of the fault lies in the outdoor equipment.
Case 1: Voltage U1 and / or U2 has fallen by more than 20% below its original value:
Check the wheel detection equipment.

If the wheel detection equipment is fault-free, the cable is probably defective.
Case 2: Voltage U1 and / or U2 is above the tolerance range:

Check the wheel detection equipment.

If the wheel detection equipment is fault-free, the attenuation of the cable has
decreased. The cause may be a changed cable routing.
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Case 3: Signal frequencies f1 and / or f2 are outside the tolerance range:
Check the wheel detection equipment. Replace a defective board and have it
repaired in a Siemens workshop.
Note
Recalibrate the wheel detection equipment after replacing the board
(see Section 9.3).
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10.2.2
Single faults
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 signaling cable
Check the signaling cable.
Wheel detection equipment connected with

reverse polarity
Check the polarity.
Short-circuit or interruption on the

overvoltage protection board
Replace the overvoltage protection board.
Voltage controller defective
Replace the WDE board.
No supply voltage from the indoor

equipment
Locate the fault in the indoor equipment:

Defective fuse: check the signaling cable
and interface boards in the evaluation
computer for a short-circuit of the WDE
supply voltage.
Table 10
U60 (DC) fault
Fault: The wheel detection equipment supply voltage is below 26 V AC or above

50 V AC.
Cause of fault
Measure
Break in the external supply cable
Check the external supply cable.
Short-circuit or interruption on the

overvoltage protection board
Replace the overvoltage protection board.
Voltage controller defective
No supply voltage from the external supply
Locate the fault in the external supply

equipment.
Table 11
U60 (AC) fault
10.2.2.2
Transmitter frequency fs
Fault: Transmitter frequency fs is outside the tolerance range.

Cause of fault
Measure
Generator defective
Double wheel detector (transmitter)

defective
Replace the double wheel detector

(transmitter).
Table 12
fs fault
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10.2.2.3
Receiver voltages UE1 and UE2
Fault: Receiver voltages UE1 and / or UE2 are lower than 54 mV.
Cause of fault
Measure
Double wheel detector defective or loose
Firmly tighten the fastening bolts or replace

Double wheel detector installed on a very

high rail profile
Install the double wheel detector correctly

(drilling dimensions, secure fit of the bolts,
no stray metal parts in the vicinity, see
Section 7).
If UE1 and UE2 are at least 54 mV and it is
possible to calibrate the WDE, no further
measures are necessary.
Table 13
UE1 and / or UE2 < 54 mV fault
Fault: Receiver voltages UE1 and / or UE2 are higher than 180 mV.
Cause of fault
Measure
Double wheel detector installed incorrectly

(see Section 7).
Double wheel detector installed on a very

low rail profile
If it is possible to calibrate the WDE, no

further measures are necessary.
Table 14
UE1 and / or UE2 > 180 mV fault
Fault: The difference between UE1 and UE2 is higher than 10 mV.
Cause of fault
Measure
Double wheel detector defective
Replace the transmitter or receiver part of

Double wheel detector installed incorrectly

(see Section 7).
Table 15
Difference between UE1 and UE2 > 10 mV
Fault: Calibration has failed.

Cause of fault
Measure
Short-term frequency faults
Recalibrate the equipment after a waiting

time of min. 10 s.
Long-term frequency faults (e.g. due to

continuous automatic train control or
FTG S)
Install the equipment at a different location

along the track.
Table 16
Calibration failed
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10.3
Code numbers for wheel detection equipment

parts and accessories
Note:
In SAP documents, supplementary parts are listed as C-parts in the

corresponding parts lists. If required, they have to be ordered separately.
10.3.1
Pre-assembled wheel detection equipment
The reducing plates have to be ordered in pairs commensurate with the rail profile (see
Table 22).
Designation
Siemens code number
Comments
ZP D 43 wheel detection equipment, standard
S25554-A6100-A300
With 5 m double wheel detector

cable, 500 mm pipe support and
metal cover
S25554-A7100-A300

metal cover
S25554-A6150-A300

plastic cover
ZP D 43 wheel detection equipment, standard, with overvoltage

protection
S25554-A6110-A300

metal cover

protection
S25554-A7110-A300

metal cover

protection
S25554-A8110-A300

metal cover

protection
S25554-A6160-A300

plastic cover
ZP D 43 wheel detection equipment, with double usage
S25554-A6100-A200

metal cover
ZP D 43 wheel detection equipment, with double usage
S25554-A6150-A200

plastic cover
ZP D 43 wheel detection equipment, with double usage, with

S25554-A6110-A200

metal cover
ZP D 43 wheel detection equipment, with double usage, with

S25554-A6160-A200

plastic cover
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Designation
Siemens code number
Comments
ZP D 43 wheel detection equipment, with external supply and

double usage
S25554-A6100-A100

metal cover

double usage
S25554-A6150-A100

plastic cover

double usage, with overvoltage
protection
S25554-A6110-A100

metal cover

protection
S25554-A8110-A100

metal cover

protection
S25554-A6160-A100

plastic cover
Table 17
Code numbers for pre-assembled wheel detection equipment
10.3.2
Conversion kits
Designation
Siemens code number
ZP D 43 conversion kit, standard
S25552-T4100-U3
ZP D 43 conversion kit, standard,

with overvoltage protection
S25552-T4110-U3
ZP D 43 conversion kit, with double usage
S25552-T4100-U2
ZP D 43 conversion kit, with double usage, with overvoltage protection
S25552-T4110-U2
ZP D 43 conversion kit, with external supply and double usage
S25552-T4100-U1
If only an external supply is required, the double usage connection remains open.
ZP D 43, with external supply and

protection
S25552-T4110-U1
If only an external supply is required, the double usage connection remains open.
Table 18
Comments
Code numbers for conversion kits
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10.3.3
Parts
Designation
Siemens code
number
Comments
Double wheel detector (complete)
S25552-M43-A1
With approx. 5 m cable
Transmitter (for subsequent

delivery)
V25552-M43-A2
Receiver (for subsequent delivery)
V25552-M43-A3
S25552-M43-A6

delivery)
V25552-M43-A4
V25552-M43-A5
S25552-M43-A8

delivery)
V25552-M43-A6
V25552-M43-A7
Hexagon nut, self-locking, for

double wheel detector
C25123-Z11-C488
Spare part; two per double wheel

detector
Reducing plate
C25326-A21-...
See Table 22
Trackside connection box (incl.

circuit board)
S25552-T4100-A3
(S25552-T4110-A3)
Standard, metal cover (with

overvoltage protection)

circuit board)
S25552-T4150-A3
(S25552-T4160-A3)
Standard, plastic cover (with

Circuit board
S25552-B159-A3
Standard

circuit board)
S25552-T4100-A2
(S25552-T4110-A2)
Double usage, metal cover (with


circuit board)
S25552-T4150-A2
(S25552-T4160-A2)
Double usage, plastic cover (with

Circuit board
S25552-B159-A2
Double usage

circuit board)
S25552-T4100-A1
(S25552-T4110-A1)
External supply with double usage, metal cover (with overvoltage protection)

circuit board)
S25552-T4150-A1
(S25552-T4160-A1)
External supply with double usage, plastic cover (with overvoltage protection)
Circuit board
S25552-B159-A1
External supply with double usage
Metal cover, flat
C25165-A63-B21
Height 95 mm
Plastic cover, flat
C25165-A63-B121
Height 95 mm
Overvoltage protection board
S25552-B734-B1
Optional: core-to-earth
Overvoltage protection board,

kit with wires and standard parts
C25165-A63-B101
Optional: core-to-earth
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Designation
Siemens code
number
Comments
Flexible tube for signaling cable

1,500 mm
V25131-U-A45
For cable gland (PG16)
Tube clip for flexible tube
D3017-S9020-Z3

1,590 mm
V25131-U-A77
D3017-S9025-Z3
Pipe support (90 mm, bitumencoated)
C25165-A42-B47
Pipe support (400 mm, galvanized)
C25165-A42-B51
Pipe support (500 mm, galvanized)
C25165-A42-B9
Pipe support (1,000 mm, bitumencoated)
C25165-A42-B68
Mounting material for trackside

connection box
C25165-A63-D1
Bracket for slim and lattice posts
C25165-A42-B111
Wall mounting material for

trackside connection box: set
containing screws and plugs
C25165-A63-D4
Wall mounting material for

trackside connection box: set
containing anchor fitting
C25165-A63-B30
Protective device ("deflector")
C25326-A8-B101
Table 19
For insulated wall mounting

(vertical trackside connection box
installation)
Two per double wheel detector

(option)
Code numbers for parts
10.3.4
Broadband transformers, isolating transformers and

accessories
Designation
Siemens code
number
Trackside connection box for

isolating transformer board
S25552-T701-C1
Isolating transformer board
S25552-T701C11
With one broadband transformer; for

installation in trackside connection box
SCN S25552-T701-C1
S25552-T701C12
With two broadband transformers; for

installation in trackside connection box
SCN S25552-T701-C1
S25552-T701C15
With one broadband transformer and one

isolating transformer; for installation in
trackside connection box SCN S25552T701-C1
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Designation
Siemens code
number
Comments

1,500 mm
V25131-U-A45
D3017-S9020-Z3

1,590 mm
V25131-U-A77
D3017-S9025-Z3
Pipe support (90 mm, bitumencoated)
C25165-A42-B47
Pipe support (400 mm,

galvanized)
C25165-A42-B51
Pipe support (500 mm,

galvanized)
C25165-A42-B9
Pipe support (1,000 mm,

bitumen-coated)
C25165-A42-B68
Tube clip for trackside

connection box
D3017-S9050-Z3
For fastening the box on the pipe support
Fastening
C25320-A37-A1
For installing broadband transformers

and / or isolating transformers in cable
distribution cabinets, cable termination
racks, etc.
Broadband transformer for

signal transmission
V25319-Z1-A9
Isolating transformer for wheel

detection equipment supply
V25319-Z1-A14
Table 20
230 V AC / 230 V AC and 42 V AC
Code numbers for broadband transformers, isolating transformers and

accessories
10.3.5
Service accessories
Designation
Siemens code
number
FTGS/GLS/AZS test set
V25921-Z1-A19
LD 4 battery charger for test set
V25921-Z1-A39
Test adapter for overvoltage

protection board
Table 21
Comments
WAGO,
order no. 511 97 389
Code numbers for service accessories
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10.3.6
Reducing plates for rail profiles
Rail profile
Dimension X
Reducing plate (SCN)
45 kg R.R.
67 mm
C25326-A21-C139
49.6 kg/m (Buenos Aires

underground)
63.7 mm
On request
50 kg
66.5 mm
C25326-A21-C139
50 T
67.5 mm
C25326-A21-B79
50.6 kg/m (Buenos Aires

underground)
66 mm
On request
53 kg A.S.
70.6 mm
C25326-A21-B77
60 kg A.S.
83.5 mm
C25326-A21-C141
63 T
67.5 mm
C25326-A21-B80
91 LB N.Z.R.
66.5 mm
C25326-A21-C139
94 A.S.-47
62 mm
C25326-A21-C132
95 RBH Bull-Head
58.5 mm
C25326-A21-C179
100 LB ARA-A
69.85 mm
C25326-A21-C143
100 LB AREA
68.7 mm
C25326-A21-C143
100 Pound A.R.A.-B.
63.7 mm
C25326-A21-C163
100 RE
64 mm
On request
125/36.8 d.HHA
53 mm
On request
Appendix I / Pak. India
67.5 mm
C25326-A21-B80
AREA 115 RE
82.55 mm
C25326-A21-C148
Bavaria IX
58 mm
On request
BS 113 A
72.5 mm
C25326-A21-C177
C.F.L.S 33 / U33
65 mm
C25326-A21-C146
Shape 6 (S 33)
58 mm
C25326-A21-B76
Shape 8
62.5 mm
C25326-A21-B75
Shape 17
62.5 mm
On request
K 43 S
62.5 mm
C25326-A21-B75
NP 46, Rotterdam
62.5 mm
C25326-A21-C142
BB shape A
59.5 mm
C25326-A21-C116
BB shape B
62.5 mm
C25326-A21-B71
BB shape C
71.5 mm
C25326-A21-B74
P 50
68.5 mm
C25326-A21-C129
R 65 / R 75
93.5 mm / 105
mm
C25326-A21-B81
RI 59*)
82.0 mm
C25326-A21-B82
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Rail profile
Dimension X
Reducing plate (SCN)
RI 60*)
82.0 mm
C25326-A21-B82
Rail Xa/Xa 10
53 mm
C25326-A21-C162
S 41
62.5 mm
C25326-A21-B75
S 45
62.5 mm
C25326-A21-B75
S 49
62.5 mm
C25326-A21-B71
S 49 (for installation above ties)
62.5 mm
C25326-A21-B85
S 54
67 mm
C25326-A21-B71
S 54 (for installation above ties)
67 mm
C25326-A21-B85
S 64
85 mm
C25326-A21-C118
S-60 SAR
85 mm
C25326-A21-C106
SAR 48 kg/m
63.5 mm
C25326-A21-B73
SAR 57 kg/m
77.5 mm
C25326-A21-C113
SBB I
62.5 mm
C25326-A21-B78
Tipo 4
63.5 mm
C25326-A21-B71
U 50
66 mm
C25326-A21-C130
UIC 50
66 mm
On request
UIC 54
72 mm
C25326-A21-B74
UIC 60
85 mm
C25326-A21-B72
UIC 60 (for installation above

ties)
85 mm
C25326-A21-B86
Underground S 27
49.5 mm
On request
Underground S 34
52 mm
On request
VA 71 B (Austria)
82 mm
C25326-A21-B82
V St 36 with separating layer*)
54 mm
C25326-A21-C144
*) Installation of the double wheel detector on special rails for example grooved rails (RI59, RI60,
VST36) is described in Installation Instructions A25552-M43-A1-*-31.
Table 22
Code numbers for reducing plates for rail profiles
Note
Please refer to Product List SCN C25326-A21-A3-*-47 for details of rail
profiles not listed. These are also available on request.
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11
Technical data
11.1
ZP D 43
ZP D 43 trackside connection box
Dimensions: 360 mm x 360 mm x 160 mm

Weight: approx. 10.0 kg
Tightening torque of screws on the cover: 10 Nm
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 the tie crib,

holes in the rail web:
diameter 13 mm, distance 270 mm
Tightening torque of the fastening nuts: 40 to
50 Nm
Double wheel detector connecting

cable
Approx. 5 m long (alternatively 10 m, 15 m)
IP rating as per DIN EN 60529
Double wheel detector: IP67

Trackside connection box: IP67
Ambient temperature range
-40C to +80C
Low-voltage switchgear and

controlgear assemblies
Testing in line with EN 60439-1 (04/2004)
EMC interference immunity
EN 61000-6-2 (08/2005)
EN 50121-4 (07/2006)
EMC interference emission
EN 61000-6-4 (01/2007)
EN 50121-4 (07/2006)
Rail types
See Table 22, others on request
Tie 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
Signaling cable (see Section 5)
Operating frequency
43 kHz
WDE power consumption
Approx. 2.5 W (without cable losses)
Transmission level at the wheel

detection equipment
1.75 Vrms
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Transmission level at the wheel
detection equipment with external
supply
2.60 Vrms
Signal frequency f1
(double wheel detector not
traversed)
3.60 kHz
Signal frequency f2
(double wheel 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

isolating transformers (see Section 4.3.3)
External supply of the wheel

detection equipment
30 V DC to 72 V DC
26 V AC to 50 V AC
Altitude
Max. 3,000 m above mean sea level
Table 23 ZP D 43 technical data
For the maximum speed, refer to the user documentation of the relevant axle
counting systems.
11.2
Multimeter requirements
Input resistance
200 k
Operating temperature range
-20C to +55C
Protection class
II
Dielectric strength to conductive

housing parts
2.5 kV
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 100 kHz,

measuring error 0.5%
Broadband AC measuring range
300 mVrms to 160 Vrms up to 100 kHz,

measuring error 2%
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11.3
PEGA 1211
11.3.1
General
Input resistance
200 k
Operating time without

illumination
> 8 h (at 20C, 2 NiMH batteries 1.2 V /

2,200 mAh)
Operating temperature range
-20C to +55C
Storage temperature range
-25C to +60C
Protection class
II
Dielectric strength to conductive

housing parts
2.5 kV
IP rating
IP54
Weight with batteries
Max. 1.5 kg
Dimensions with handle (w x h x

d)
170 mm x 145 mm x 155 mm
Table 24
11.3.2
PEGA 1211 test set, technical data, general
ZP 43 operating mode
Range selection
Automatic, for all measuring ranges
DC measuring range
280 mV to 280 V,
(for Vmeas 100 mV)
AC measuring range
40 mVrms to 200 Vrms,

measuring error 1%
Frequency measuring range
0.1 kHz to 99.99 kHz

(for fmeas > 3 kHz, Vmeas 30 mV)
Broadband AC measuring range
300 mV to 160 Vrms

measuring error 2%
Table 25
PEGA 1211 test set, technical data, ZP 43 operating mode
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Declaration of conformity
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List of abbreviations
AC
alternating current
ADC
analog / digital converter
ATC
automatic train control
Az S M
multiple-section axle counting system from Siemens
Az S 350
microcomputer axle counting system from Siemens
BBT
broadband transformer
CH
counting head
DC
direct current
DEK 43
electronic double wheel detector
DIN
German Institute for Standardisation
DN
double usage, terminal designation, to second evaluation computer
DSP
digital signal processor
EBA
German Federal Railways Office
EBO
German Railway Building and Operation Regulations
EC
evaluation computer (collective term for evaluation computers and older

evaluation equipment with electronic axle counting units)
EMC
electromagnetic compatibility
FS
external supply, terminal designation
FTG S
remote-fed audio-frequency track circuit from Siemens
GLS
track circuit
GUE
speed monitoring facility
IT
isolating transformer
MOS
metal oxide semiconductor
Np
Neper; 1 Np = 8.68 dB
NS
normal supply, terminal designation, to first evaluation computer
PWM
pulse-width modulation
SCN
Siemens code number
TCB
trackside connection box
Tr
transformer
Vesba
amplifier, trigger and bandpass 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
Zan
wheel detection equipment interface board (in the Az S M evaluation computer)
ZP D 43
digital wheel detection equipment with 43 kHz operating frequency, model with
aluminum housing
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List of figures
Figure 1
Overview of ZP D 43 components
21
Figure 2
Block diagram of the ZP D 43
22
Figure 3
ZP D 43 board layout
38
Figure 4
Double wheel detectors in the track area, different types can be mounted
directly adjacent to each other
44
Figure 5
Double wheel detectors in the track area, same type
44
Figure 6
45
Figure 7
46
Figure 8
Double wheel detector in the area of electrodynamic rail brakes
48
Figure 9
49
Figure 10 Double wheel detectors in the area of switches and crossings, minimum
distances to adjacent rails at speeds of up to 120 km/h
50
Figure 11 Double wheel detectors in the area of switches and crossings at speeds
of up to 120 km/h
51
Figure 12 Double wheel detectors in the area of audio-frequency track circuits
52
Figure 13 Double wheel detectors in the area of magnetic train stops
53
Figure 14 Double wheel detector in the area of a balise
54
Figure 15 Double wheel detector in the area of the leaky feeder of a Euroloop S21
55
Figure 16 Double wheel detector in the area of the FSS vehicle sensor system
55
Figure 17 Distances and earthing measures for ATC track coupling coils in the
area within the track as for example on Swiss Federal Railways (SBB)
57
Figure 18 Arrangement of the wheel detection equipment components on the track
58
Figure 19 Vertical arrangement of the trackside connection box
59
Figure 20 Interference suppression areas for double wheel detector installation
61
Figure 21 Drilling dimensions for attaching the double wheel detector
63
Figure 22 Distance dimension X from the lower edge of the rail base to the center
of the hole
64
Figure 23 Drilling dimensions for fastening the double wheel detector above the tie
66
Figure 24 Installation on UIC60 rail profile with permanent way W on concrete ties
67
Figure 25 Tie bolt Ss 350 with a shortened bolt head (17 mm instead of 35 mm)
67
Figure 26 Installation with permanent way K on wooden ties (according to BZA

document S 8690.20.1 *)
69
Figure 27 Installation with permanent way K on concrete ties (in accordance with
approved BZA document S 8690.20.1 *)
70
Figure 28 Double wheel detector components
71
Figure 29 Laying of connecting cables in a tie crib
76
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Figure 30 Shortening of the flexible tube
77
Figure 31 Track section with earthing areas
78
Figure 32 Example of earthing the trackside connection box at a station or on the

open line
80
Figure 33 Terminal assignment in the trackside connection box
84
Figure 34 Overvoltage protection board SCN S25552-B734-B1
85
Figure 35 Wiring of the overvoltage protection board
86
Figure 36 WAGO test device
89
Figure 37 ZP D 43 terminal assignment with connection of the overvoltage

protection board
90
Figure 38 Arrangement of the status indication LEDs
95
Figure 39 PEGA 1211 test set
98
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List of tables
Table 1
Application variants
24
Table 2
Maximum permissible cable attenuation on the information line
36
Table 3
46
Table 4
Double wheel detector trackside connection box distance dimensions
73
Table 5
ZP 43 E / ZP D 43 application variants
81
Table 6
ZP 43 V / ZP D 43 application variants
82
Table 7
ZP 43 V / ZP D 43 terminal designations
83
Table 8
Overview of electrical setpoints of the ZP D 43 wheel detection

equipment
101
Table 9
U60 (DC) fault
106
Table 10
U60 (AC) fault
106
Table 11
fs fault
106
Table 12
UE1 and / or UE2 < 54 mV fault
107
Table 13
UE1 and / or UE2 > 180 mV fault
107
Table 14
Difference between UE1 and UE2 > 10 mV
107
Table 15
Calibration failed
107
Table 16
Code numbers for pre-assembled wheel detection equipment
109
Table 17
Code numbers for conversion kits
109
Table 18
Code numbers for parts
111
Table 19
Code numbers for broadband transformers, isolating transformers and

accessories
112
Table 20
Code numbers for service accessories
112
Table 21
Code numbers for reducing plates for rail profiles
114
Table 22
ZP D 43 technical data
116
Table 23
PEGA 1211 test set, technical data, general
117
Table 24
PEGA 1211 test set, technical data, ZP 43 operating mode
117
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Mobility

Operating and Service Manual

ZP D 43 Wheel Detection Equipment

Incorporation of comments by Federal German Railways Office

Incorporation of comments by Federal German Railways Office

Incorporation of comments by Federal German Railways Office

Correction of automatic field entries

Note paraphrased for maximum traversal speed

ZP D 43 Wheel Detection Equipment

ZP D 43 Wheel Detection Equipment

Purpose of this document

Referenced Documents for special Applications

Customer service address

Symbols and pictograms

Operator and system safety

Immunity to other components

Handling of circuit boards

Measures during work on track bed

Mode of operation of ZP D 43 wheel detection equipment

Basic principle and overview of components

Application variants of ZP D 43 wheel detection equipment

Double usage of wheel detection equipment

Cabling between evaluation computer and wheel detection

Earthing and shielding

Application on railways with AC traction and on non-electrified railways

Limitation of control distance

Components of ZP D 43 wheel detection equipment

DEK 43 double wheel detector

ZP D 43 Wheel Detection Equipment

Trackside connection box

Transformers for remote transmission

Broadband transformer (BBT)

Installation of ZP D 43 wheel detection equipment

Permissible distances between double wheel detectors and other

Double wheel detectors in the track area

Arrangement of components on track

Installation of double wheel detector

Determination of installation site

Trackside connection box

Installation and mounting on a pipe support

ZP D 43 Wheel Detection Equipment

Installation of signaling cable

Terminal assignment in trackside connection box

Overvoltage protection for ZP D 43 wheel detection equipment

Retrofitting of overvoltage protection

Structure and order variants

Insulation measurement when using overvoltage protection

Terminal assignment in trackside connection box with overvoltage

Commissioning of ZP D 43 wheel detection equipment

Status indication LEDs

Notes on use of PEGA 1211

Overview of electrical setpoints of ZP D 43 wheel detection equipment

Diagnostics and corrective maintenance

Code numbers for wheel detection equipment parts and accessories

Pre-assembled wheel detection equipment

ZP D 43 Wheel Detection Equipment

ZP D 43 Wheel Detection Equipment

Purpose of this document

This Operating and Service Manual is to be regarded as a set of regulations. It gives a

A25552-T701-C11--11 bis ...C15--11