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IGNAL
The signal module incorprates additional capabilities: At the control inputs
A – signal position green (and brake contact C not active)
B – signal position red (and brake contact C active)
C – brake generator 10779 on (switches to power supply via brake generator)
it is possible to connect control tracks, control trips or reed contacts which will automate the
operation of the signal module. These contacts may be without power or powered from one of
the tracks (as shown in the sketches). The control track connections perform the following functions:
A control track connected to module input B will return the signal to "Red" after a train has
passed it. The control track connected to module input A returns the signal to "Green" after the
train has left the following track section. The third control track connected to module terminal
C activates the stopping action ahead of the signal when it is set to "STOP".
The third control track at module terminal C is used only together with the Brake Generator
10779, or if shuttle trains or trains using several power units operate on the layout. Thereby
trains will always stop at the same place, regardless if the locomotive is in front, at the end or
center of the train.
Basically the section in front of the signal can be wired in different ways if the signal should
exercise train control:
– method 1: traditionally by turning off track power
– method 2: traditionally with extended section can also be used for shuttle trains
– method 3: with brake generator 10779 for delayed stopping of the train
Each of these methods which are described below has its pro and cons. The available room
is the deciding argument for or against use of the Brake Generator. The nicest and most pro-
totypical solution requires the most space – as does the prototype.
Method 1:
Conventional with short isolation section without control tracks
The track power is turned off ahead of the signal showing "STOP".
Trains entering the stopping section stop due to their mechanical coasting. The headlight is
extinguished as well as the interior lighting in coaches which have entered the signal section.
The isolated section ahead of the signal need only be long enough that the locomotive
fits in and the mechanical coasting of the locomotive does not carry it beyond the second
insulation point.
A problem for this method is the use continuously wired trains and cars with 8-point cur-
rent collection because they bridge the insulation points of the section. Possibly the train
will not stop at all. Shuttle trains with the locomotive at the rear end stop too late because
the cars are already past the signal before the locomotive enters stop section.
When installing the wiring the bridge between the contacts is necessary (see illustration)
because otherwise the section will not become without power.
Important: If a brake generator should be integrated when using this method the signal
section must be converted according th method 3 (with brake generator, long isolated
section [length of train + braking distance] and third control track)!
Method 2
Conventional with long isolated section (length of train + braking
distance) and third control track (see fig. 4)
The track power is turned off, ahead of the signal showing "STOP" when the first axle of
the train has arrived at the control track. Trains entering the stopping section stop at the
control track due to their mechanical coasting. The headlight is extinguished as well as
the interior lighting in coaches. Trains with continuous wiring and cars with 8-point current
pick-up present no problem because they do not bridge the insulation points of the sec-
tion. The train will stop reliably. Shuttle trains too will stop in the correct position because
always the first axle – including that of the driving trailer – initiates the stopping method.
12
M
ODULE IS PREPARED FOR AUTOMATIC OPERATION
C
ONNECTIONS FOR THE SIGNALING SECTION
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