HW2000 Clamplock

[Shomel122]

Hi,

Just wanted to know how this clamplock and HW2000 powered. Voltage current going into power pack for the detaction etc

How you would fault find with high current or low current reading during faults?

[Peter]

Hi,

Just wanted to know how this clamplock and HW2000 powered. Voltage current going into power pack for the detaction etc

How you would fault find with high current or low current reading during faults?

There are several variants which work off of different supply voltages depending on the customer needs. For Network Rail, this is normally 120v dc as we tend to operate points using a bank of secondary cells to avoid the need for high current supplies.

Detection is again a matter of application depending on the site constraints (eg particular traction immunity is required). If there is no reason not to, NR would use 50v dc.

I am not sure what you are asking on your last point. The following may help, but I may have missed what you are trying to find out: One of the test that is carried out it the motor running current. this is done by slipping a supply link to put an ammeter in the circuit and then motor the points with an obstruction so that the steady state max current draw can be measured. This would be somewhere in the region of 10-15 amps.

Peter

[point machine]

The supply objective is to provide 120v dc at the machine through selection of correct supply cable diameters ( relative to distance from supply ) and correct tappings on supply transformer rectifiers. To little power will result in not meeting the time allowance ( signalling allows 8 - 10 sec, POE spectification is considerably less ), too much power can cause other issues.
Faulting by observing currents is done by reference to current/time recording. Each turnout has a unique operational current/time signature, so alarms are set against a % variance from the recorded "optimum" of when the turnout was new/was maintained.
Clutch current is factory set at approx. 11.5A. This should however be set relative to the specific location. Excessive clutch currents can mask other issues and may be destructive.
Detection confirms two things - Firstly that all locks are in place ( some turnouts may have multiple locks/detectors ), secondly that there are no obstructions ( 16mm ) between the machined sections of the blades and the stock rails.