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Microsoft PowerPoint - Manual
To all fans of our
HO gauge miniature
railroads
On model railroad systems
which deserve the name, just
as on real railroads, the use
of signals to ensure safe
operation is practically
imperative.
Every layout, whether large
or small, can gain in realism
to a high degree from the
very wide selection of signals
offered by Märklin.
For the correct installation,
wiring up and operation,
particularly of signals fitted
with train controls, there are
points to be noted, in spite of
the simplicity of the Märklin
system, which cannot be
covered in our regular
operating instructions.
We therefore decided to
write this manual which
deals in a detailed and
easily understood way with
the special features of the
individual signals.
The signals described in this
manual were developed for
use with metal tracks and
they follow the practice on
real railroads to a large
extent. The foremost
considerations were trouble-
free operation and suitability
for their applications. The
traction current switches in
the home signals were e.g.
given silver contacts and so
are capable of coping with
high current loads.
Gebr. Märklin & Cie.
Gmbh
7320 Göppingen
1
Reprinted with English text by Märklin,
Inc. the North American subsidiary of
Gebr. Märklin & Cie. GmbH, with the
help of Robert Frowenfeld.
© Marklin, Inc. 2002. All rights reserved. Signal location
The 7036 signals and
subsequent numbers can be
installed anywhere on the track
layout both on straight and on
curved tracks. They are secured
firmly in place by simply pressing
the track section into the signal
baseplate. Where the signal unit
is to be screwed on to a wooden
base alongside the track, the box
cover must first be removed to
allow access to the two holes for
wood screws in the baseplate.
Those who prefer left-hand traffic,
in accordance with practice in
their own countries, can also
install the signals on the left-hand
side of the track. The one thing to
be noted is that the baseplate
must be pushed on to the signal
base from the correct side (fig. 1a
and 1b).
yellow plug
red plug
green plug
red lead
red lead
2
Fig. 1a
signal for right-hand traffic
Fig. 1b
signal for left-hand traffic On all train control signals a
distinction is drawn between the
signal operating current and the
controlled current. The appropriate
connections are shown in fig. 1b for
signal 7039, in fig. 2a for signal 7041
and in fig. 2b for warning signal
7038. The connecting leads are
attached similarly on the other
signals. The controlling current is fed
to each signal through the yellow
lead with yellow plug (1). It
energises the solenoid coils,
generating the force to set the
signal. The current returns either
through the blue lead with red plug
(2) or the blue lead with green plug
(3) or the blue lead with orange plug
(4). The traction current through the
track studs is controlled by the red
leads (5 and 6), each end of which is
fitted with a terminal tongue. They
are connected to the center contact
tongues of the track. For catenary
operation, the plugs of the signal
feeder masts, through which the
overhead conductor current flows,
are connected to sockets 7 and 8.
The socket (9) on the end face of
the signal is used for returning the
lighting current to ground when no
baseplate is used. Warning signals
are not intended to control train
movements so they are not fitted
with the connections 5, 6, 7 and 8.
Further details of the signal
operating current circuits and the
control of the traction current are
given in the next two chapters.
3
Fig. 2a
Independent home signal
7041 and its connections
Fig 2b
Warning signal 7038
and its connections
Wiring and sockets
on the signals 4
When connected to a control
panel, The semaphore arm
has two end positions and is
raised or lowered by an
armature. The force generated
in the two solenoid coils
determines the position of the
armature at any time and
therefore the setting of the
semaphore arm. Fig. 3 shows
the flow of current in these
coils and the path of the signal
operating current when this
circuit is connected through a
control panel.
The traction current connections
are not shown in the diagram.
The current flows from the yellow
lighting socket on the transformer
(10) via the lighting lead (11), the
distributor panel 7209 (12) and the
yellow lead (1) on the signal to the
coils (13) and (14).
Return path of the signal
operating current from coil (13) or
coil (14) via a blue lead with red (2),
green (3) or orange plug (4), control
panel (15), ground lead (16),
ground socket or transformer (10).
The signal positions assigned to
the separate coils are shown on
page 11 and the following pages.
The current for the signal lighting is
carried by the yellow lead (1) to the
bulb (17). The return of the current
to ground is via two paths, viz.:
1 . With track sections 5100 and
5200 the lighting current returns to
ground (18) via the signal mast and
track, provided that the signal
baseplate is electrically connected
to the track.
2. If no baseplate is used, e.g.
when signals are installed on K-
tracks of the 2100 series, then the
socket (9) on the end face of the
signal's box cover is used for the
ground connection (in some cases
via a distributor panel 7209). If a
warning signal is installed
immediately in front of the home
signal, a single ground lead is used
for both signals, the two ground
sockets being interconnected by a
cross plug 7140 (fig.4).
Signal operating
current
Fig. 3
Circuit for the signal
operating and lighting
current when track sections
5100 and 5200 are used.
If the baseplate is not used,
the socket (9) on the signal
must be connected to
ground (refer also fig. 15). 5
The coils for controlling the
signals and the bulbs work with
the same voltage. Both are
connected to the lighting current,
which constitutes a considerable
simplification of the circuitry. The
use of a separate current supply
for lighting the signal lamps was
dispensed with when the signals
were designed because the
second lead, which would have
been necessary for the lighting
current, would have made the
installation of the signals difficult
to follow. However, if it is desired
to install signal lighting which
can be switched off, the
baseplate forming the live
connection with the track, as we
saw above, can be dispensed
with. In this case the signal is
screwed down on to the base
close up to the track and a lead
is connected from the socket on
the front of the signal base
leading preferably via a 7210
control panel to the "0" socket
on the transformer. If this
connection is switched off at the
switch panel, the signal lamp will
go out but the signal itself will
continue operating unimpaired.
Fig. 5 and 6 show circuit
diagrams for a single arm home
signal 7039, controlled in one
case through a control panel, in
the other by the train in
conjunction with switching track
sections.
Fig. 4
Warning signal connected
to home signal
Ground lead 6
The signal operating current
when switching track sections
are used if the signals are to be
controlled by the train in motion,
switching track sections 5146,
5147 and 5213 must be used
instead of the control panel. If a
locomotive fitted with a pick-up
shoe travels over the switching
track section (fig. 7), its trip cam
is rotated round its axis and one
of the contact springs is pressed
against a corresponding contact
on the track and so grounded.
The contact remains closed as long
as the pickup shoe acts on the trip
arm. Because the operation of a
particular contact spring is
assigned to each direction of travel,
different operations can be
triggered off by the switching track
section in each direction of travel.
It is advisable to incorporate the
switching track sections in the
layout in such a way that a
stationary train does not remain on
them for any length of time.
Direction of travel
Direction of travel
Fig. 5
Controlled lighting on signal
7039 operated through the
control panel 7072
Fig. 6
Controlled lighting on signal
7039 operated through
switching track section