econolite asc 3 controller manual
LINK 1 ENTER SITE >>> Download PDF
LINK 2 ENTER SITE >>> Download PDF
File Name:econolite asc 3 controller manual.pdf
Size: 2542 KB
Type: PDF, ePub, eBook
Category: Book
Uploaded: 9 May 2019, 20:42 PM
Rating: 4.6/5 from 603 votes.
Status: AVAILABLE
Last checked: 4 Minutes ago!
In order to read or download econolite asc 3 controller manual ebook, you need to create a FREE account.
eBook includes PDF, ePub and Kindle version
✔ Register a free 1 month Trial Account.
✔ Download as many books as you like (Personal use)
✔ Cancel the membership at any time if not satisfied.
✔ Join Over 80000 Happy Readers
econolite asc 3 controller manualThe controller shall meet, as a minimum, all applicable sections of the NEMA Standards Publications for TS2 and NTCIP. Where differences occur, these specifications shall govern. Controller versions shall be available to comply with NEMA TS2 Types 1 and 2. Type 2 versions of the controller shall be capable of operating as a Type 1 controller. Model, serial number, and program information shall be permanently displayed on the top surface. Horizontal circuit cards shall not acceptable. Continuing operation of the microprocessor shall be verified by an independent monitor circuit, which shall set an output and indicate an error message if a pulse is not received from the microprocessor within a defined period. All devices shall be directly soldered to the printed circuit board. Surface mount parts shall be used for the majority of the electronic components in the controller. All voltages shall be regulated and shall be monitored with control signals. Fuses shall be mounted on the front of the controller for 120 VAC input and 24 VDC output. Memory requiring an energy storage device (battery or capacitor) to maintain user data shall not be acceptable. To facilitate the transfer of user-programmed data from one controller to another, a data transfer module (data key) using a separate serial flash memory device shall be an option. This data transfer module shall be easily removable and directly accessible from the front of the controller. The controller will not require this module to be present for proper operation. The controller software shall be easily updated without the removal of any memory device from the controller. The use of removable PROMS or EPROMS from the controller shall not be acceptable. The controller shall include an option that allows updating software using a Windows based computer. This option shall allow updating the controller software via a serial or Ethernet port from the front of the controller.http://www.agentclassroom.org/userimages/cuisinart-food-processor-prep-7-manual.xml
- Tags:
- econolite asc 3 controller manual, econolite asc 3 controller manual, econolite asc 3 controller manual, econolite asc 3 controller manual.
Updating the controller software shall require the intersection to be in flash for no more than ten seconds using Ethernet file transfer. It shall only be necessary to open the front panel during option installation and maintenance of the electronic circuits. For ease of viewing, backlighting by light emitting diodes and multiple levels of contrast adjustment shall be provided. Display contrast shall be adjustable with front panel mounted push buttons. The use of user potentiometers for display contrast will not be acceptable. These shall include a 10-digit numeric keypad, nine function keys, an oversize ENTER key, and an oversize four-arrow cursor control key. Pin 1 for all integrated circuit packages shall be designated on both sides of all printed circuit boards. It shall be capable of storing a minimum 256KB of data. Controller models shall be offered to accommodate different versions, as follows: All power and signal connections to the circuit boards shall be via plug-in connectors. No more than two boards shall be attached together to form a circuit assembly. This capability shall be accomplished without the use of extender cards or card pullers. Additional displays shall be offered for programming. It shall be possible to place vehicle, pedestrian and preemption calls from the keyboard while displaying status information. The status of vehicle and pedestrian signal outputs shall be displayed in combination with vehicle and pedestrian calls. When a preemptor is active, the display shall also indicate preemptor interval, timing, duration, and hold status. A portion of the display shall indicate the controller status during preemption including current status, interval, and timing by phase and ring and the status of vehicle and pedestrian signals for each phase. The programmed selections of the active coordination pattern and time-of-day pattern shall also be displayed. The display shall show detector calls as they are processed by the controller.http://www.djvandinho.com/userfiles/cuisinart-food-processor-powerblend-duet-manual.xml A separate display shall indicate the results of the controller’s comparison of its MMU programming to the programming in the controller. A submenu shall then be displayed to allow the user to select a sub-function within the major function. A four-arrow cursor key shall allow the user to scroll through all programmed data. The display organization shall allow traffic personnel to program the controller without using reference cards or manuals. All data entry and data screens shall be in logical order. During program entry, the new data shall be displayed as it is entered. Entries shall only be validated and stored when the consistency check is preformed for entries that are constrained by other programmed data or when the ENTER or cursor key is pressed when they are not. Help information shall be accessed by placing the cursor on the data entry in question then pressing the HELP key. Help screens shall be provided for all keyboard-entered data and shall include at a minimum range, description, and functional operation information for the data entry. They need to be checked with the phase compatibility, phases in the ring and start phases among others. The manufacturer shall be able to provide as off-the-shelf items all of the firmware and software required to affect the listed methods and to implement network operation with system masters and host PC's. No access code shall be required to display data. Access codes shall initially be set to provide unrestricted access. It shall also permit copying all timing plan from one timing plan to another, one detector plan and detector options plan to another, all coordination pattern data from one pattern to another and one sequence to another.A copy function shall permit transferring the backup database to the active database. This message shall be displayed upon power-up until a key is depressed. It shall also be possible to display the sign-on message by keyboard selection.http://eco-region31.ru/boss-ba-1000-manual The sign-on display shall allow a user-defined message of up to two lines with 38 characters per line. This shall allow transferring the memory image data to a data key. In addition, it shall provide the features described in the following paragraphs. The alternate sequence commands shall allow reversing the normal phase sequence of each phase pair as shown below: As a minimum the following shall be provided Each plan shall contain the following interval timings: The initial interval shall be selectable as Max 1, Max 2, or M If the phasegaps out for two successive cycles, then the maximum green time shall be redu If this detector fails then the all red extension feature shall bedisabled. The green, yellow and red intervals shall be individually programmable following termination of the parent phase. The overlap will be yellow when an overlapped phase is yell As an option, the four internalgenerated standard overlaps may be programmed with a NEMA overlap card. Start intervals shall be green, yellow red, or yellow wi Both the flash entrance and exit phases shall be progr Automatic flash shall be selectab Programming The coordination patterns shall be selected using telemetr(system), hardwire, or non-interconnected (time base) coordination commands. With this format a minimum of 20 Timing Plans shall be available for selection of one of sixcoordination patterns. If a sync pulse does not occur, the co The range shall be from 0-99 of the cycle length in 1 increments or 0-254 seconds in Other offset change methods sha The split interval shall be programmable using percent or seconds. The range shall be from 0-99 of the cycle length in 1 increments or 0-255 seconds in 1-second increments. If floating force-offs are selected each phase shall time no more than its own split interval. Extended coordinated phase green shall be selectable using the same range as split interval settin A yield point shall be automaticalcomputed for the coordinated phase in each ring.http://aldercom.com/images/caresta-stairlift-manual.pdf The coordinated phase yield points shall allow the coordinated phases to yield indep The permissive period shall consist of a separate vehicle and pedestrian period computed from the phase split interval and the The duration of this periodshall be selectable in each coordina During the second permissive period, the controller shall answer calls on all remain A phase shall be re-serviced only if the permissive period for the phase inthere is sufficient time remaining in the cycle to service the phase. 6.7.2. Phase re-service shall be capable of being enabled The controller shall then enter coordination mode upon crossing a barrier or if resting in the coordinated phases. 6.8.3. Each coordination c From the measurement the coordinator shall determine which phase or phases had excess time that was ot used during the last measurement period. Then the excess time shall be added to the first se If both sets of preferential phases gapped out during the last measurement period The manual command shall allow selection of any coordination pattern to be in effect. It shall also operate within an int This splitlan hall be capable of being Preemption capability shall be standard and shall not require additional modules or software. If a in the non-locking mode and a call is received and dropped during the delay time, the preemptor shall not be servic During this time, phases that arenot part of the preempt sequence shall be inhibited from service. This time shall be programmable from 0-65535 seconds in one second incremen During preemption, pedestrian indicators shall be selectable as being a solid DONT WALK, OFF (blank) or fully operational. Overlaps terminating or forced to terminate shall time the preemptor minimum yellow and red clearance times. Thesbegin timing immediately after the preemptor minimum red interval. If track clearance phases are not selected the track clearance interval shall be omitted from the preempt sequence. Controller interval timing shall be used if track clearance interval times have been programmedzero. During the preemption hold interval, any one of the following conditions shall be selectable: a. Hold phase green b. Limited phase service Overlaps associated with the phases flashing yellow shall also flash yellow unless they ha The output shall be set to ON when the preemption sequence begins and shall remain ON for the duration It shall be possible to inhibit this feature for each preemptor. Bus preemptors shall have lopriority and shall be overridden by railroad-fire-emergency veh Bus preemptor calls shall be capable of preemptor call memory and shall be served If a call is received before the re-service time has elapsed, the bus preemptor shall not be re-serviced. If re-service time has nbeen entered then all phases with a call when leaving the bus preemption sequence shall be serviced before thepreemptor may be served again. During this interval, up to four permissive phases shall be selectable to remain green until the minimum hold time has elapsed and the bus preemptor c When power is removed, the time shall be mainta The month program shall consist of 200 programmable schedules, each assignable to one of sixteen day programs. Each day program shall consist of from 1 to 50 program steps which define a program for the entire day. Each program step shall be programmed with a starting time and an action plan number. The day plans shall also be assigned to days of the week and days The sync reference time is that time at which all cycles shall be reset to zero. 8.3.4. If the sync r Each input shall be assignable to any phase and If the assigned phase is not green and the cross-switch phase is green, the detector shall place calls on the cross switch phase. If the assigned phase is omitted for any reason, the detector shall place calls on the cross switch phase. The first detection received when the phase goes green, whether present when green starts or received later, is recognized immediately. Detections received bthe first timeout of the extension interval are also recognized immediate Whenthe detector input is removed the extension timer begins running. If another detector input is recbefore extension time expires, the extension timer is reset for the duration of the input and once agabegins timing when the input goes false. This action is rep Speed shall be oth one and two detector configurations. Speed shall be computed using a keyboard entered length and loop length for a one-detector configuration. When using two detectors, speed shall be a keyboard entered distance between detectors and travel time between detectors. OMMUNICATIONS Master Communications troller shall be capable of communicating with an on-street system master. This capability shall beparate telemetry module, which sh In addition, ie controller status, data base and system detector information to the system master. Commands At a minimum the controller shall have optional software to support the following protocols: a. CalTrans AB3418 These and all other objects supported by the controller shall be definein a standard MIB file. Both manual and automati LOGGING The controller sha If a detector All Rights Reserved. Designed by SmartAddons.Com. The software builds.NEMA TS2 Fully-Actuated Advanced Traffic Controller. This specification is fully met by the following Econolite models. This specification is fully met by the following Econolite models: Pedestrian clearance protection during manual control. Apr 1, 2016 -. By continuing to browseFind out about Lean Library here Find out about Lean Library here This product could help you Lean Library can solve it Content ListSimply select your manager software from the list below and click on download.Simply select your manager software from the list below and click on download.For more information view the SAGE Journals Sharing page. Search Google ScholarSearch Google ScholarSearch Google ScholarThese methods have become standards for accurate modeling of traffic signal operations, but in spite of the large number of available options there are no studies that have conducted relevant comparative evaluations. This study bridges this gap by investigating signal timing and operational differences of these two methods in basic actuated operations of a single signalized intersection. The emphasis is given to broad examination of various platforms as opposed to more complex experiments done with individual platforms. A representative number of 65-minute simulation runs was executed for each experimental scenario. The results showed that differences between various HILS and SILS platforms are large enough that one cannot confidently switch between the platforms without affecting the final outcomes. The study confirmed previous findings about the impact of the initialization process on the simulation results, but the initialization itself does not seem to be the major source of discrepancy. Further investigation is needed to reveal role of consistency of internal NEMA-based controller logics among various controllers. References 1. PTV. VISSIM 5.40 - User Manual. PTV Planung Transport Verkehr AG, Karlsruhe, Germany, 2011. Google Scholar 2. Naztec Inc., Naztec Operations Manual For TS2 and 2070 Test Box, April 2003.. Accessed July 31, 2017. Google Scholar 4. Urbanik, T., Kyte, M., Bullock, D. Software-in-the-Loop Simulation of Traffic Signal Systems. Engelbrecht, R., Poe, C., Balke, K. Development of a Distributed Hardware-in-the-Loop Simulation System for Transportation Networks. Presented at 78th Annual Meeting of the Transportation Research Board, Washington, D.C., 1999. Google Scholar 6. Bullock, D., Johnson, B., Wells, R. B., Kyte, M., Li, Z. Hardware-in-the-Loop Simulation. Byrne, N., Koonce, P., Bertini, R., Pangilinan, C., Lasky, M. Using Hardware-in-the-Loop Simulation to Evaluate Signal Control Strategies for Transit Signal Priority. Yun, I., Best, M., Park, B. Evaluation of Adaptive Maximum Feature in Actuated Traffic Controller: Hardware-in-the-Loop Simulation. Hunter, M., Roe, M., Wu, S. Hardware-in-the-Loop Simulation Evaluation of Adaptive Signal Control. California PATH Program, Institute of Transportation Studies, University of California at Berkeley, 2008. Google Scholar 12. Zlatkovic, M., Martin, P., Stevanovic, A. Predictive Priority for Light Rail Transit: University Light Rail Line in Salt Lake County, Utah. He, Q., Head, K. L., Ding, J. PAMSCOD: Platoon-based arterial multi-modal signal control with online data. Day, C., Bullock, D. Design Guidelines and Conditions That Warrant Deployment of Fully Actuated Coordination. Day, C., Ernst, J., Brennan, T., Chou, C. S., Hainen, A., Remias, S., Bullock, D. Performance Measures for Adaptive Signal Control: Case Study of System-in-the-Loop Simulation. Mladenovic, M., Abbas, M., Vodogaz, M. Implementation of the Software-in-the-Loop Simulation for Assessment of Operational Capabilities in the North American Advanced Transportation Controllers. Stevanovic, A., Abdel-Rahim, A., Zlatkovic, M., Amin, E. Microscopic Modeling of Traffic Signal Operations: Comparative Evaluation of Hardware-in-the-Loop and Software-in-the-Loop Simulations. MaxTime Technical Reference Manual, Intelight, Inc., MAN0012, Rev. B, 2010. Google Scholar 22. McCain Inc., “ATC eX NEMA CONTROLLER User manual”, Version: 1.0, 2012. Google Scholar 24. Siemens, “SEPAC Activated Signal Control Software with ECOM and NTCIP User 44 Manual”, PIM216-001, 2012. Google Scholar 25. Google Scholar 26. PTV Group, “Ring Barrier Controller (RBC) User Manual”, August 2014. Google Scholar 27. McCain Inc., 2033 Program Intersection Control Software for the 2070 Controller USER MANUAL Version: 3.3, 2010. Google Scholar 29. Wright, M., Virtual NextPhase (VNP): User Manual Including VISSIM Interface, December 2004. Google Scholar 30. Google Scholar 31. Fourth Dimension Traffic. Virtual D4 Suite User’s Manual. Google Scholar 32. Highway Capacity Manual 2010. Transportation Research Board of the National Academies, Washington, D.C., 2010. Google Scholar 33. Stevanovic, A., Klanac, I., Radivojevic, D. Development of Minimum Standards for Event-Based Data Collection Loggers and Performance Measure Definitions for Signalized Intersections. Department of Transportation, Florida, 2017. Google Scholar Find out about Lean Library here All rights reserved. By continuing to browse. MOST uses a new simulation Five of the laboratories cover Nor is it about a Finally we will not present you with The newly-releasedAnd you will use this information to It is almost as good as standing out The members of the technical. Warranty Econolite Control Products, Inc.This warranty does not extend to products not manufactured or sold by Econolite. Econolite has the sole right to determine whether or not an item is covered under our warranty policy. Econolite's liability under this warranty shall not exceed the cost of correcting defects in the equipment. Upon the expiration of the warranty period, all such liability shall terminate. To obtain service under this warranty, deliver the product to the factory at the address listed below. Econolite will pay the return shipping charges List on packing sheet inside carton the return Authorization No., Econolite's Sales Order No., your Purchase Order No., equipment serial No., description of problem with equipment, and date of installation. Augustine, Florida 32084 Copyright 2005 by Econolite Control Products, Inc. ALL RIGHTS RESERVED This manual is provided for use by Econolite Control Products Inc.No part of this manual may be reproduced, copied or distributed in any form without the prior written approval of Econolite Control Products Inc. The content of this manual is subject to change without notice. All other trademarks are the property of their respective owners. Manual for the Immigration Services Officer Test Battery INTRODUCTION. Purpose of the Manual. As Tom mentioned, this was a fairly long and intensive effort to get the details right, and so that total cost is about 600 thousand. I am asking this as such a function may help in troubleshooting some failures by replaying controller operation when the problem occurred. The MOST version, the software version that's available is based on VISSIM 4.3. It's not the newest version, but it has many of the features and certainly very, very good in terms of animation. It is limited to two intersections. That's the largest number we have on any of our input files. You can save files. You can make changes in the parameters, in the traffic signal controller itself, as several people had mentioned in their presentations. So, it is not a fully functional version in terms of not being able to handle more than two intersections, but for our purposes, for the MOST course, it handles everything that we need to show in terms of students learning about the topics that we talked about. The input files, the movie files, VISSIM. Again, it's that limited version that, through agreement with PTV and Econolite, it is available for student use for free for doing the MOST labs. So, all that is available on the MOST website. I should mention, and again, Kiel, feel free to jump in on this; you can purchase the full version of VISSIM with the Econolite controller. I'm sure Kiel would be glad to talk to you about that. Do you want to jump in on that, Kiel, at all. Kiel Ova: Sure. Yeah. I think the key here is that all of the example sets have already been created for you. So we're already providing a lot of the example files that you can have, like Mike is saying, up to two intersections, and be able to use the MOST environment. Of course, VISSIM and Econolite, we support an unlimited number of connections, so if you wanted to model your entire city, of course, we would be able to do that, but that requires the full version of the software to be purchased from our company.We are having discussions with Federal Highway Administration now as to exactly how this might be packaged. As I mentioned, we have done several pilots of the various experiments and labs, but exactly how it's going to be delivered through FHWA is still in the process of being determined. If so, where, what cost, how to apply to attend, to fund students? And at some point, we do hope to get back to offering it again, but it won't has been this summer, and we're really trying to figure out what our new version of that summer workshop would look like using these MOST materials. Ultimately, we'd like to bring it to you rather than you have to go to it, and that's part of our discussions within Federal Highways is to how to make that happen. I might ask Kiel or Gary to jump in and talk about that. Paul Olson: This is Paul again. I think Kiel makes an important point here, and that as potential students for this, you need to see past particular color or brand name on the unit itself. And we're trying to focus on the exact operating procedures of an intersection that would transfer to anything you'd want to put out there. If someone is interested in doing only coordination, certainly, and if they have basic understanding of the controller processes, they could simply jump to labs six and seven. So, yeah, there's various ways to package this, and again, this is something that we'll be talking to Federal Highway Administration about what the various options are depending upon students' interest and needs. The time step of the controller can only proceed with the time step of the simulation. There's no way that the simulation and the controller can be out of sync in terms of time. And the goal was, again, to talk about general controller operations, features and functions, and to try to refrain from getting down into the weeds with particular vendor products, with particular special features and those sorts of things. Again, this is relatively high level to start with. So, the term student is really a generic term. And I guess I might just sort of say that, you know, in the context of lifelong learning, we're all students, and so it's available to anyone, regardless of age, who's interested in learning more about signal timing. However, be careful at home with your kids using it! I recommend you do it, download it and see what you can do with it. Signaltiming.com is not maintained by FHWA. The manual is also now available from ITE.Another question: Is FHWA offering grants to government officials for MOST training. I guess that's my question since I'm with Federal Highways, and we're still trying to resolve that and see where we can go. We will tell people shortly how that's going to work out and make sure that we get as many people through this training as possible. We're going to try to keep the cost as low as possible. We still have some things to work through. Is that possible with what we have right now? I think you can do preemption in this. Is that right or not? Is that right, Gary? That would be a continuation of this software. If you think you need to have the hardware, then you're limited to real-time operation and real-time work with this, and that gets pretty slow and boring. For instance, Lambda rail connects several Universities in the Southeast.Paul Olson: So there's no real advantage to having one university run it all. And there may be some advantage to a central instructor pool.In terms of bikes and pedestrians, depending upon what is in the VISSIM simulation times, which we create, can be included. Let's see, Kiel, are bikes possible with the standard version of VISSIM. Kiel Ova: Yes. Any type of mode can be simulated. So pedestrians, bicycles, motorcycles. There's nothing specifically with bikes yet, but that could be something that could be a topic for future lab development. There are various things in the details of the simulation to do that. I think in terms of maybe the question being specific to how you would time signals for older drivers, Mike, you do you want to address that. Michael Kyte: Well, I might mention that in several of the labs and experiments, there are issues of different vehicle types, which, for example, larger vehicles such as trucks or buses that have different acceleration rates and responses to the change in signal status. So we captured that in a couple of experiments in which the vehicle types are different. But certainly a future lab can deal with different, you know, older drivers with slower response times and the effects that that may have, for example, on setting minimum green or yellow times. Right now, we have a generic city, in which conditions are what I would call fairly normal, from light traffic to heavy traffic. So, you know, if you're interested in tailoring something to your specific city, that's certainly possible, but I think the conditions that we cover are fairly general in the sense of applying to most experiences, you know, that people would have around the country. That's probably, you know, hard to say, because the students don't actually report their time. It's going to be of the same order of magnitude. I can answer the question to the extent that it's probably very easy to go through it self guided. It is not hard at all to do. The only down side of the self-guided part is if you run into a problem, then you're going to need somebody to help you out, but you could definitely do it self-guided. We don't deal with transit priority in the current labs or experiments that have been developed to date, but certainly in terms of future labs, it can be included. There's a detector call that happens because a vehicle passes through a detection zone, and the call is received. In the simulated sense, it's real-time, yes. Kiel Ova: Certainly. That's more of a modeling question, how you deal with the VISSIM simulation. Speed changes for turning vehicles are an input by VISSIM modeling, so you can control that. The sharper the radius, the greater the impact and speed reduction. Now, it's certainly possible that you could purchase the VISSIM software, you could purchase the Econolite controller module or have other controller modules built for you, and you could cobble up whatever scenario you wanted to and do this testing. You could put in your own intersection. You could put in your own controller timings, and you could model everything that you could possibly dream of that this equipment is capable of doing, but we have to remember that what we have here is a training environment, and we're trying to reach out to bring, as Tom Urbanik says, we'd like to bring the floor up a little bit so that we get more people to understand just the basics, and then go from there. But, surely, if you want to do things like double cycling, you want to do the rail road preempt, you want to do the signal priority, you could purchase the software and have that done to your own desire for your own intersection, your own situations. Then we'd suggest that that's probably something that should be done by other folks. Saeed SDOT? And that's the only version available with the MOST package.We have worked with a few cities that want to compare different vendor's controllers. We've done some experiments with Trafficware's CID. Looks like this could replace the Hardware interface. Only issue is you only have the Econolite. In the future.is there a future.any other vendors involved? Right, Paul. Paul Olson: Yes, absolutely. And again, the sky's the limit, and if that's what you want to do.