Circuit and Functional Description - PRASA Corporate Overhaul... · Class 10M5 Trainig Syllabus.doc...

SOUTH AFRICAN RAIL COMMUTER CORPORATION LTD

Subject

CLASS 10M5 TRAINSET

Circuit and Functional Description

September 2005

By

Rolling Stock Technology Services

Class 10M5 Trainig Syllabus.doc 09/16/05 Page 1 of 3

CLASS 10M5 TRAINSET TRAINING OF MAINTENANCE STAFF

SYLLABUS

1.0 Philosophy of Class 10M5 upgrade program.

2.0 Introduction to Class 10M5 upgrade trainset.

2.1 Trainset Parameters.

2.2 Salient features of the upgrade trainset.

2.3 Equipment Layout.

2.4 Trainset inspection.

3.0 Introduction to Circuit Diagrams.

4.0 Description of circuit diagrams.

4.1 Power Circuit

4.2 Traction Controller functions

4.3 Coach Controller functions

4.4 Battery circuit operation and protection

4.5 Pantograph and Auxiliary Compressor control

4.6 Auxiliary power supply

4.6.1 Motor Alternator power circuit

4.6.2 Motor Alternator low voltage control

4.7 Main compressor control

4.8 Driver / Guards control keys

4.9 Exhauster control

4.10 Traction blowers and pressurizing fan control

4.11 Driver indications


4.12 Single Handle Master Controller Master Controller VigiDrive Manual Emergency Brake Valve

4.13 Traction Control

4.13.1 Traction Controller - Hardware description 4.13.1.1 Digital outputs 4.13.1.2 Analogue output 4.13.1.3 Digital inputs 4.13.1.4 Pulse inputs 4.13.1.5 Analogue output

4.13.2 New notching chart

4.13.3 New tractive effort curves

4.13.4 Normal operation of traction control system 4.13.4.1 110 Volts energised 4.13.4.2 Control energised 4.13.4.3 Forward or reverse selected 4.13.4.4 Switching selected 4.13.4.5 Series selected 4.13.4.6 Parallel selected 4.13.4.7 Weak field selected 4.13.4.8 Off selected 4.13.4.9 Automatic sequence 4.13.4.10 Reverser returned to 'Neutral' 4.13.4.11 Power testing

4.13.5 Abnormal operation of the traction control system 4.13.5.1 Traction Motor Cut-Out 4.13.5.2 Traction Motor Overload 4.13.5.3 Traction Motor Over Current 4.13.5.4 Current Imbalance 4.13.5.5 Continuous Current Imbalance 4.13.5.6 Abnormal Line Voltage 4.13.5.7 Over Voltage 4.13.5.8 Under Voltage 4.13.5.9 No Line Voltage 4.13.5.10 Wheel Slip 4.13.5.11 Wheel Slide 4.13.5.12 Defective Shaft Encoder 4.13.5.13 Sequence Fault 4.13.5.14 Low Air Supply 4.13.5.15 Traction Blower Motors Off 4.13.5.16 Deadman Operation 4.13.5.17 Coasting in Neutral 4.13.5.18 Braking While Powering 4.13.5.19 Over Speed 4.13.5.20 Single Axle Over Speed


4.13.5.21 Plugging 4.13.5.22 Accident Detection 4.13.5.23 Control Cut-Out 4.13.5.24 Controller Reset 4.13.5.25 Faulty Notch-Off Timer or Relay

4.13.6 Functional Description of Microprocessor Traction Controller

4.13.7 Protection and fault scheme of the microprocessor traction controller

4.14 Coach ventilation control

4.15 Coach lights control

4.16 Cab lights control

4.17 Head/lights control

4.18 Coach side door control

4.19 Coach 3kV heater control

4.20 Reset functions

4.21 Windscreen wiper and washer

4.22 Fire suppression system

4.23 Trunking radio and Public address system

4.24 Suppression of circuits

4.25 Bell control

4.26 Cab fan and heater control

5.0 Coach Controller Hardware Description

5.1 Digital outputs

5.2 Analog output

5.3 Digital inputs

5.4 Pulse inputs

5.5 Analog output Compiled by SARCC Rolling Stock Technology Services

Chapter One

CIRCUIT DESCRIPTION


Transwerk

CLASS 10M5 TRAINSET

Description of Electric Circuits

Chapter 1

September 2005 (Draft 1)

By

Engineering Rolling Stock Technology Services (Word 2002)

& Transwerk

10M5TWKCircuitDescriptions-2005-09-16.doc (W2002) 9/16/2005 Page i

Table of Contents 1 INTRODUCTION .........................................................................................................11

2 GENERAL DESCRIPTION OF CIRCUIT DIAGRAMS................................................12

2.1 STANDARDS.............................................................................................................12 2.2 FUNCTION GROUPS...................................................................................................12 2.3 DEFINITIONS USED IN CIRCUIT DIAGRAMS....................................................................12

2.3.1 Item and Location Designation.........................................................................12 2.3.2 Cable designation ............................................................................................14 2.3.3 Interruption points ............................................................................................15

3 SALIENT FEATURES OF THE UPGRADE ELECTRICAL SYSTEM.........................18

4 COACH CONTROLLER DESCRIPTION ....................................................................19

5 TRAIN LINE DESIGNATION LIST ([4131] – [4299]) ..................................................19

6 AUX & HT COMPARTMENT EARTHLING INTERLOCKS.........................................22

6.1 INTRODUCTION.........................................................................................................22 6.2 INTERLOCK WIRE CONNECTIONS DESCRIPTION...........................................................23

7 BATTERY CIRCUIT OPERATION AND PROTECTION ([4011]) ...............................27

7. PANTOGRAPH AND AUXILIARY COMPRESSOR CONTROL ([4031]) ................29

8. AUXILIARY POWER SUPPLY CONTROL. .............................................................31

9. MAIN COMPRESSOR CONTROL ([4041]) .............................................................44

10. DCK AND GCK FUNCTIONS ([4121]).....................................................................45

11. EXHAUSTER CONTROL ([4051]) ...........................................................................47

12. TRACTION BLOWERS AND TRACTION VENTILATION CONTROL ([2051]).......48

13. SINGLE HANDLE MASTER CONTROLLER ([3101]) .............................................49

14. MANUAL EMERGENCY BRAKE APPLICATION VALVE DESCRIPTION ([3111])49

15. DRIVER INDICATIONS ([6139]) ..............................................................................51

16. COACH VENTILATION CONTROL ([7011] – [7055]) .............................................52

17. COACH LIGHTS CONTROL ([6011] – [6161]) ........................................................53

18. CAB LIGHTS CONTROL ([6121])............................................................................55

19. HEADLIGHT CONTROL ([6151]).............................................................................56

19 COACH DOOR CONTROL ([5011] – [5081]) ..........................................................57

10M5TWKCircuitDescriptions-2005-09-16.doc (W2002) 9/16/2005 Page ii

19.1 DESCRIPTION OF THE DOOR WARBLER CONTROLLER...............................................57 19.2 DRIVER & GUARD CONTROL KEYS FOR DOOR CONTROL ([5011]) .............................58 19.3 OPERATION FOR A FULLY MANNED TRAINSET............................................................58 19.4 DOOR CLOSE IS CONTROLLED BY THE LEADING MOTOR COACH. ...............................59 19.5 TRACTION INHIBIT..................................................................................................60 19.6 TRAINSET POWER TESTING....................................................................................61 19.7 DOOR MODE CONTROL..........................................................................................61 19.8 TESTING OF DOORS ON A 10M4 & 10M4-1 TRAINSET ..............................................64

20 COACH HEATER CONTROL ([8011] – [8131]) ......................................................65

21 RESET FUNCTIONS ([3101]) ..................................................................................67

22 WINDSCREEN WIPER AND WASHER ([9071]) .....................................................67

23 FIRE SUPPRESSION SYSTEM ([9061-9069]) ........................................................67

24 SPEED INDICATION SYSTEM ([3131]) ..................................................................69

25 TRUNKING RADIO AND PUBLIC ADDRESS CONTROL ([9011] – [9041]) ..........69

26 SUPPRESSION OF CIRCUITS [4021].....................................................................70

27 HOOTERS & SIREN CONTROL [9051]...................................................................70

28 ELECTRICAL INSTRUMENTATION........................................................................71

29 BELL CONTROL ([4061]) ........................................................................................72

30 CAB FAN AND HEATER CONTROL ([7051]) .........................................................73

31 POWER CIRCUIT DESCRIPTION ([1011])..............................................................73

31.1 DESCRIPTION. .......................................................................................................74 31.2 CONTROL SIGNALS TO HT FRAME ON A 10M5 MOTOR COACH..................................75

31.2.1 T1 Connection Panel ....................................................................................76 31.2.2 T1 Connection Panel ....................................................................................77

32 NOTES .....................................................................................................................80

10M5TWKCircuitDescriptions-2005-09-16.doc (W2002) 9/16/2005 Page iii

LIST OF CIRCUIT DIAGRAMS FOR 10M5 DRG. NO. TITLE Zones

TW608A700 Power Circuit diagram – Traction Controlled 1011-1019 TW608A700 Main Resistor Frames – Cable connecting points 1021-1029 TW608A700 Auxiliary circuit diagram – Traction & Auxiliary Resets 2011-2019 TW608A700 Auxiliary Equipment – MA Alternator Control Motor Coach 2021-2029 TW608A700 Auxiliary Equipment – Power Distribution 2031-2039 TW608A700 Auxiliary Equipment - Control MA Motor Coach 2041-2049 TW608A700 Auxiliary Equipment - Blowers motors and fan motor coach 2051-2059 TW608A700 Micro-processor digital input signals motor coach 3011-3019 TW608A700 Micro-processor digital input signals motor coach 3021-3029 TW608A700 Micro-processor digital input signals motor coach 3031-3039 TW608A700 Micro-processor digital input signals motor coach 3041-3049 TW608A700 Micro-processor digital output signals motor coach 3051-3059 TW608A700 Micro-processor digital output signals motor coach 3061-3069 TW608A700 Micro-processor digital output signals motor coach 3071-3079 TW608A700 Micro-processor digital output signals motor coach 3081-3089 TW608A700 Micro-processor analogue input / output signals motor coach 3091-3099 TW608A700 Acceleration and brake controller motor coach 3101-3109 TW608A700 Brake valve control motor coach 3111-3119 TW608A700 Brake valve control trailer coach 3121-3129 TW608A700 Speedo meters motor coach 3131-3139 TW608A700 Traction sequence chart 3141-3149 TW608A700 HSCB Control 3151-3159 TW608A700 Master Controller - Vigidrive Control 3161-3169 TW608A700 Master Controller – Vigidrive LED Information 3171-3179 TW608A700 Battery charger motor coach 4011-4019 TW608A700 Battery on / off motor coach 4021-4029 TW608A700 Auxiliary compressor and pantograph motor coach 4031-4039 TW608A700 Main Compressor motor coach 4041-4049 TW608A700 Exhauster motor coach 4051-4059 TW608A700 Bell circuit motor coach 4061-4069 TW608A700 Coach controller and protection motor coach 4071-4079 TW608A700 Coach controller and protection trailer coach 4081-4089 TW608A700 LAN Network Layout Traction & Coach Controller Motor Coach 4101-4109 TW608A700 LAN Network Layout Trailer Coach 4111-4119 TW608A700 Key control motor coach 4121-4129 TW608A700 Key control motor coach 4131-4139 TW608A700 Trainlines circuits motor coach 4141-4149 TW608A700 Trainlines circuits motor coach 4151-4159 TW608A700 Trainlines circuits motor coach 4161-4169 TW608A700 Trainlines circuits motor coach 4171-4179 TW608A700 Trainlines circuits motor coach 4181-4189 TW608A700 Trainlines circuits motor coach 4191-4199 TW608A700 Trainlines circuits motor coach 4201-4209 TW608A700 Trainlines circuits trailer coach 4211-4219 TW608A700 Trainlines circuits trailer coach 4221-4229 TW608A700 Trainlines circuits trailer coach 4231-4239 TW608A700 Trainlines circuits trailer coach 4241-4249 TW608A700 Trainlines circuits trailer coach 4251-4259 TW608A700 Trainlines circuits trailer coach 4261-4269 TW608A700 Trainlines circuits trailer coach 4271-4279

10M5TWKCircuitDescriptions-2005-09-16.doc (W2002) 9/16/2005 Page iv

DRG. NO. TITLE Zones TW608A700 Trainlines circuits trailer coach 4271-4279 TW608A700 TCN Bus trainlines circuits trailer coach 4281-4289 TW608A700 TCN Bus trainlines circuits trailer coach 4281-4289 TW608A700 TCN Bus trainlines circuits trailer coach 4291-4299 TW608A700 TCN Bus trainlines circuits trailer coach 4301-4309 TW608A700 TCN Bus trainlines circuits trailer coach 4311-4319 TW608A700 Door control motor coach 5011-5019 TW608A700 Door control motor coach 5021-5029 TW608A700 Door control trailer coach – Six & Four Door 5031-5039 TW608A700 Door control motor coach 5041-5049 TW608A700 Door control trailer coach – Six & Four Door 5061-5069 TW608A700 Door control trailer coach – Six & Four Door 5081-5089 TW608A700 Door system control diagram – Bypass unit all cars 5091-5099 TW608A700 10M Door Control values and switches 5101-5109 TW608A700 Door control motor coach – Door Warbler internal diagram 5111-5119 TW608A700 Control saloon lights on / off motor coach 6011-6019 TW608A700 Saloon lighting motor coach 6021-6029 TW608A700 Saloon lights light on / off trailer coach 6041-6049 TW608A700 Saloon lights trailer coach 6051-6059 TW608A700 Auxiliary lighting motor coach 6121-6129 TW608A700 Auxiliary indication motor coach 6131-6139 TW608A700 MCB Fault motor coach 6141-6149 TW608A700 No1 and No2 Headlights motor coach 6151-6159 TW608A700 Driver Indication panel connection layout 6161-6169 TW608A700 Power circuit ventilation motor coach 7011-7019 TW608A700 Control circuit ventilation motor coach 7021-7029 TW608A700 Power circuit ventilation trailer coach 7031-7039 TW608A700 Control circuit ventilation trailer coach 7041-7049 TW608A700 Cab ventilation fan motor coach 7051-7059 TW608A700 Saloon HV. Heaters for motors coaches with heaters only 8011-8019 TW608A700 Saloon HV. Heaters interlock motor coach 8021-8029 TW608A700 Saloon HV. Heaters thermostat and overhead control motor

coach 8031-8039

TW608A700 Saloon HV. Heaters fans motor coach 8041-8049 TW608A700 Saloon heater fault indicators motor coach 8051-8059 TW608A700 Saloon HV. Heaters for trailer coaches with heaters only 8071-8079 TW608A700 Saloon HV. Heaters interlock trailer coach 8081-8089 TW608A700 Saloon HV. Heaters thermostat and overhead control trailer

coach 8091-8099

TW608A700 Saloon HV. Heaters fan trailer coach 8101-8109 TW608A700 Saloon heater fault indicators trailer coach 8111-8119 TW608A700 Saloon heater fault indicator motor coach drivers desk 8121-8129 TW608A700 Saloon heater internal wiring for Trailer & Motor Coach 8131-8139 TW608A700 Public address control motor coach 9011-9019 TW608A700 Public address control motor coach 9021-9029 TW608A700 Public address control motor coach 9031-9039 TW608A700 Public address control trailer coach 9041-9049 TW608A700 Fire detection control motor coach & 24V Power Supply & Siren

Control 9051-9059

TW608A700 Fire detection control motor coach 9061-9069 TW608A700 Windscreen wiper control motor coach 9071-9079 TW608A700 A&B TV Signal Bus 10011-10019

10M5TWKCircuitDescriptions-2005-09-16.doc (W2002) 9/16/2005 Page v

DRG. NO. TITLE Zones TW608A700 A&B TV Signal Bus 10021-10029 TW608A700 A&B TV Signal Bus 10031-10039 TW608A700 A&B TV Signal Bus 10041-10049 TW608A700 General Layout of TV & Passenger door identification 10051-10059 TW608A700 Earthing diagram 11011-11019

10M5TWKCircuitDescriptions-2005-09-16.doc (W2002) 9/16/2005 Page vi

GLOSSARY OF TERMS AND ABREVIATIONS

Item Meaning

10M5 Traction System – Microprocessor

AC Alternator Contactor

ACG Auxiliary Compressor Governor

ADV Auto Drain Valve

AHVCDS Auxiliary High Voltage Compartment Door Switch

AHVCIS Auxiliary High Voltage Compartment Isolating Switch

AOL Alternator Over Load

ASC Arc Suppression Unit

Auxiliary Compressor Battery powered compressor used to pump sufficient air to raise the pantograph

CBR Current Balance Relay

CC Compressor Contactor

CCLR Compartment Cabin Lighting Relay

CG Compressor Governor

COL Compressor Over Load

COLHC Compressor Over Load Holding Coil

CONCOS Control Cut-Out Switch

DCCT Direct Current - Current Transformer

DCK Driver’s Control Key

DMR Dead Man Relay

EBR Emergency Brake Relay

EXHC Exhauster Contactor

EXHCOV Exhauster Cut-Off Valve

EXHOL Exhauster Over Load

EXHOLHC Exhauster Over Load Holding Coil

EXHWFC Exhauster Weak Field Contactor

FITXR Field Injection Transformer

FLR Fault Lockout Relay

FSI Fault Storage Indication

10M5TWKCircuitDescriptions-2005-09-16.doc (W2002) 9/16/2005 Page vii

Item Meaning

FSUR Fire Suppression Unit

GCK Guard’s Control Key – Chubb Key or Points Key

HC Heater Contactor

HLDS Head Light Dimmer Switch

HLS Head Light Switch

HV High Voltage – refers to 3000 volt system

HVCDS High Voltage Compartment Door Switch

HVCIS High Voltage Compartment Isolating Switch

IS Impact Switch

ISOLCOMS Isolated Communication Interface

IT Current transformer DCCT

LCR Leading Cab Relay

LD Line Detector

Leading cab A cab in which the driver’s key is switched ON

MA Motor Alternator

MAMC Motor Alternator Main Contactor

MAOL Motor Alternator Over Load

MAOVR Motor Alternator 110 volt over voltage relay.

MAR Motor Alternator Relay

MAPR Motor Alternator Protection Resistance

MASC Motor Alternator Starting Contactor

MASR Motor Alternator Starting Relay

MASRR Motor Alternator Protection Resistance

MAT Motor Alternator Trip relay

MCOS Motor Cut-Out Switch

MDCR Master Door Close Relay

MOL Motor Over Load

NLCR Non-Leading Cab Relay

NOFF Notch Off Relay

Non Leading Cab A cab where the DCK is OFF

10M5TWKCircuitDescriptions-2005-09-16.doc (W2002) 9/16/2005 Page viii

Item Meaning

NOR Notch On Relay

PA Public Address

PLV Panto Lower Valve

PRR Panto Raise Relay

PRV Panto Raise Valve

PS Pressure Switch

PSTC Pressure Switch Traction Control

PT Vacuum Transducer

PTR Pantograph Trip Relay

QSAV Quick Service Application Valve

Red Emergency Emergency push button in the cab. Active in leading cab only. Cuts control and lowers train pantographs.

RRC Repeater Relay Contactor

SCRY Security Relay

Shaft Encoder Axle Speed Sensor

SPHD Slip Hold Relay

SPSW Speed Switch (Speed above 5 kph)

SS Selector Switch

SVR Static Voltage Regulator

SYSCK System Check Relay

SHMC Single Handle Master Controller

TFI Traction Fault Indication

TIMEMOD Timer Module for traction controller

Unmanned Cab A cab in which both DCK and GCK are OFF

VRCOS Voltage Regulator Cut-Out Switch

VT Voltage Transducer (3000 V)

Class 10M5 Description of Electrical Circuits (Chapter 1)

10M5TWKCircuitDescriptions-2005-09-16.doc (W2002) 9/16/2005 Page 11

CLASS 10M5 TRAINSET – Transwerk

Description of Electrical Circuits and Systems

1 INTRODUCTION The Class 10M5 Trainset is an upgraded version of the Class 10M2 & 10M3 Trainset. The Class 10M5 traction system is the same as a conventional Class 5M2A microprocessor motor coach. The standard Class 5M2A Motor Alternator or Motor Generator provides the auxiliary power supply that is now being controlled by the Coach Controller to improve the general control of the Motor Alternator or Generator set.

This document will explain the auxiliary control systems for the 10M5 Trainsets. Also included in this document is the explanation of the 10M5 Traction Control Systems with the conventional Class 5M2A Microprocessor.

Class 10M5 Drivers Desk



2 General Description of Circuit Diagrams

2.1 Standards

All symbols used in the circuit diagrams are according to the standard IEC 617 'Graphical symbols for diagrams' (in accordance with SPEC. 7.3.1.1) In IEC 617, reference is made to the standard IEC 750 ‘Item designation in technology'. The items designations used in the circuit diagrams are accordance with the IEC 750.

Additionally, definitions used in circuit diagrams are described in the following parts of this description.

2.2 Function groups

The circuit diagrams are subdivided into function groups. The breakdown of these function groups is shown on document No: A3 95-77028. "Function groups diagram for electrical circuits”.

In the document number of the circuit diagrams, the third number after the dash identifies the function group.

2.3 Definitions used in circuit diagrams

2.3.1 Item and Location Designation

All items in the circuit diagrams have an item designation and a location designation according to ICE 750. In addition some definitions were made to provide a clear overview of the items.

After the item letter there is a 3-digit number which is defined as follows:



In the example shown above we have the item =4-K 101 which is the contactor. (Letter code: K) number one (sequential number. 01) in the motor coach (car code: 1) and belongs to the function group 4 (second auxiliaries).

The same system identify-les the car is used on the location designation.

The location number 240 in the example describes that you can find the item in the trailer coach (car code: 2) at the location 40. The locations are defined on the location list for the motor and trailer coach, document number A3 95-77027.

+ 2 4 0

Location number on car

Car code: 1: Motor Coach 2: Trailer Coach

Location prefix sign (the + that the following number is location number)

= 4 - K 1 0 1

Sequential item number

Car Code: 1: Motor Coach 2: Trailer Coach

Kind of Item

The = indicates that the following number is the function group

The – indicates that the following letter is the letter code

Function group number



To identify plugs mounted in boxes, which have only a location number and no other item designation than the plug designation, the item designation for the plug is combined with the location number.

The item XP 240 is a plug (item letter code XP), which is inside a box on the trailer coach (car code: 2) at the location 40.

2.3.2 Cable designation

Each cable or line between the electrical items in the train is identified with a cable designation. This designation is a 5-digit number which is defined as follows .

The example cable number 31204 is shown on sheet 12 of group 3 circuit diagrams and it is the cable number 4 on this sheet.

XP 2 4 0

Sequential location number on the carCar code: 1: Motor Coach 2: Trailer Coach

Item letter code XP = Plug XT = Terminal XB = Busbare

Sheet number of the circuit diagram

Function group number

3 1 2 0 4

Sequential location number on this sheet



2.3.3 Interruption points

If a line is interrupted on one sheet of a diagram and continued on another sheet, the interruption point is designated with a 4-digit number in brackets, which includes the line designation reference. Example:

Group 2 Sheet 4

Interruption Destination in a different Group

Cable Number

Group 3 Sheet 3

Cable Number

Interruption Destination in a different Group

Group 2 Sheet 3

Cable Number

Interruption Destination in the same Group

Group 2 Sheet 2

Interruption Destination in the same Group

Cable Number



In the example an interruption point of the cable no.20401 on sheet 2 of group 2 in the circuit diagrams is designated with the number 031 in the same group 2. The interruption designation is defined as follows:

In the second example an interruption point of the cable no.L4 on sheet 1 of group 2 in the circuit diagrams is designated with the number =3-/031 in a different group 3. The interruption designation is defined as follows:

With the first example wire no 20401 on sheet 3 group 2 an interruption point (continuation) point is also added to refer back to sheet 2 group 2 for the same group. The continuation point number is 029.

With the second example wire no L4 on sheet 3 group 3 an interruption point (continuation) point is also added to refer back to sheet 4 group 4 for a different

0 3 1

Entry column of the wire in a sheet.

Destination sheet number of the circuit diagrams

=3 / 0 3 1

Entry column of the wire in a sheet.

Destination Sheet number of the circuit diagrams

Destination Group number of the circuit diagrams



group. The continuation point number is =2/049.

The information in this document must be read with reference to the circuit diagrams manual.

Note: Keep in mind that all circuits are shown in the OFF state or de-energised state.



3 Salient Features of the Upgrade Electrical System a) Microprocessor Traction Control - same as standard 5M2A coaches.

b) Microprocessor Coach Control to control auxiliary equipment - using same components as the traction controller.

c) Installation of sealed lead acid batteries and battery charger.

d) Installation of auxiliary compressor for pantograph raise.

e) Fire Suppression for the HV compartment.

f) Provision of public address system integrated with the trunking radio.

g) Provision of FM radio receiver.

h) New Train line plugs installed.

i) Centralised driving position and new driver’s desk.

j) New driver’s fault indication panel.

k) Red emergency button to lower train pantographs and cut traction when required.

l) Electric windscreen wiper motors fitted with a washer unit.

m) Improved cab lighting.

n) Installation of cab fan and heater.

o) Provision of large digital speedometer for the guard.

p) Provision of new Driver’s Control Key (DCK).

q) Provision of Guard Control Key (GCK).

r) Motor Alternator output over voltage relay is included.

s) New pantograph valves. Selection of coach or train pantographs raise included.

t) Current monitors added for traction blowers.

u) Ventilation units fitted to coaches with temperature control.

v) Door control relays changed.

w) New door control system for passenger sliding doors.

x) HV heater circuit divided into 2 circuits.



y) Improved heater control circuit.

z) Coach lights divided into 3 circuits, Emergency-battery, A bus and B bus.

aa) MA or MG is controlled by the Coach Controller for improved control & ease of faultfinding. Also the MA or MG Control Circuit can be sequence tested from battery power.

4 Coach Controller Description A microprocessor coach controller is used to control the non-traction equipment on a motor coach as well as a trailer coach.

The coach controller performs the following functions on any coach: - Control of passenger side doors. Control of the ventilation system and coach heater contactor (where

installed). Control of the lighting system. Provision of network. Fault diagnostics.

On a Motor Coach, the controller performs the following additional functions: - Control of battery system. Control of auxiliary compressor and pantograph. Control of the main compressor. Control of the exhauster. Control of the fire system. Control of the MA or MG.

The Coach Controller is described in the document;

Class 10M4 Coach Controller

SYSTEM INFORMATION (MAINTENANCE)

5 Train Line Designation List ([4131] – [4299])

There are 5 power train lines and 49 signal train lines. Use is made of two train line plugs. The signal plug consists of train lines 1 to 43. The power plug consists of the 5 power train lines L1 to L5 and train lines 44 to 49. The function of each train line is described in the table below.

Number Name Function 1 Holding Line When this line is high, traction notching is

prohibited. 2 Powering Line When this line is high, powering is requested

from the master controller.



Number Name Function 3 Parallel When this line is high, parallel set-up is

requested from the master controller. 4 Forward Forward direction is requested when high 5 Reverse Reverse direction requested when high. 6 Weak Field Weak field set-up requested from master

controller when high. 7 Main Motor Reset Energises traction motor over load reset coils

when high. 8 Earth Return Earth for Traction Control 9 Panto Raise Energises all panto raise circuits when high

10 Panto Lower Energises all panto lower valves when high. 11 Heater Interlocks Completes the heater jumper cable interlock

circuit between the ends of a coach. 12 Bells Energises all bells on a trainset when high. 13 Repeater Signal Energises all repeater relays on trailing motor

coaches to energise the required control circuits. Also used to indicate that a DCK is present for detection by the coach controller for ventilation fan control.

14 Heater Control Energise all Heater contactors on a trainset. 15 Q.S.A. Energises all Quick Service Application valves

during braking on a trainset when high. 16 Exhauster weak

field Energises all exhauster weak field contactors on a trainset when high.

17 Exhauster Cut-Out Valve

Energises all exhauster cut-out valves on a trainset during braking when high.

18 Earth Return Earth for Braking Control 19 Lights On Provides a lights ON signal when high. 20 Compressor,

exhauster and Motor Alternator Over Load reset

When high, energises all compressor, exhauster MA Over Load and Alternator Over Load reset coils.

21 Spare (Future emergency brake detection) 22 Heater Fault To be used to indicate a heater fault in the

leading cab – not implemented on Transwerk upgrade.

23 Speed Signal When train speed is above 5 kph, then this line is energised, and used as a lock signal for the passenger side doors.

24 Doors Close RHS Provides a RHS close signal for passenger side doors when high.

25 Doors Release RHS

Provides a RHS release signal for passenger side doors when high.

26 Doors Close LHS Provides a LHS close signal for passenger side doors when high.

27 Doors Release LHS

Provides a LHS release signal for passenger side doors when high.



Number Name Function 28 Compressor

Synchronisation Energises all main compressor control circuits on a trainset when high.

29 HSCB Indicator This line is earthed when HSCB is open on any motor coach on a trainset while train line 2 is high.

29 Line Switch Indicator

This line is earthed when line switches are open on any motor coach on a trainset while train line 2 is high.

30 Motor Alternator Indicator

This line is energised when any Motor Alternator Over Load contactor or MAOVR is tripped on a trainset, and a DCK is ON.

31 PA + Signal 32 PA – Signal

Coach Public Address signal.

33 PA Control 1

34 PA Control 2

Theses lines are used to change the Public address priority from music mode to public address mode.

35 Intercom + Signal 36 Intercom – Signal

Intercom signal for cab to cab communication

37 Music/PA Signal Combined Music and Public Address signal 38 Coach Controller

Fault Indication This line is earthed if any coach controller on the trainset is not functioning properly.

39 Lights Off When this line is energised, all the lights OFF relays are energised to de-energise train line 19.

40 Data – Spare 41 Data – Spare 42 Data – Spare 43 Data – Spare

TO be used for any possible future data communication requirements.

44 Fire Alarm Signal Any fire warning system energises this line. 45 Trainset Battery

Positive This train line is always high even if the batteries are off. It is used to provide power for the battery On and Off control switches.

46 Battery On Energises all the battery on relays when high. 47 Battery Off Energises all the battery off relays when high. 48 HSCB Close Trainline to close High Speed circuit breaker.

(For 10M3 & 10M4 Chopper Controlled Coaches)

49 HSCB Open Trainline to open High Speed circuit breaker. (For 10M3 & 10M4 Chopper Controlled Coaches)

L1 A Busline 110 volt A power bus L2 B Busline 110 volt B power bus L3 Spare For future use for 3 phase AC System L4 Battery +110v

Busline Battery positive power line – U bus energised when battery contactor is closed, or a MA is running.



Number Name Function L5 Battery –110v

Busline Battery return.

6 Aux & HT Compartment Earthling Interlocks

6.1 Introduction.

The new Class 10M5 Motor Coaches have been fitted with a modern isolation and earthing system incorporating key controlled interlocking devices.

Separate switches and keys have been provided for the Auxiliary Supply and Traction Supply systems.

The new interlocking system has been developed with the following features.

The Isolation and Earthing switch has to be unlocked and locked using the new Drivers Control Key (DCK) that is used to unlock the Single Handle Master Controller (SHMC).

When the appropriate system has been isolated and earthed, a Master key will be released that is used to unlock the respective High Voltage Compartment. The isolation switch cannot be operated until the Master key is returned to its original position.

This Master key is held captive while the HV door is unlocked.

A Slave key may be removed from the HV door bolt lock to lock the HV door in the open position thus preventing door closure by an unauthorized person.

As the new system is key controlled, as compared to heavy linkage control used on present systems, the system is light and easy to operate.

A Full Operating Description is explained in Chapter 2 of document Isolating and Earthing System for Class 10Mx Motor Coaches Operating Manual.



6.2 Interlock Wire Connections Description.

• When the Levers 1 & 2 on both the HT Room and Aux HT Room Earth Switches are Isolated & Earthed the Green Micro Switches is not activated.

• One Green Micro Switch consists of one Normally Open and one Normally

Close contact.

• On the Green Micro Switch wire colour Black & Grey is from the Normally Close contact when NOT activated.

• On the Green Micro Switch wire colour Blue & White is from the Normally

Close contact when NOT activated.

• Lever 1 of the HT Room Earth Switch is associated with HVCDIL as shown above.

• Lever 2 of the HT Room Earth Switch is associated with HVCDS as shown

above.

• Lever 1 of the Aux Room Earth Switch is associated with AHVCDIL as shown above.

HVCDIL Lever 1

HVCDS Lever 2

AHVCDILLever 1

AHVCDS Lever 2

HT Room Earth Switch AUX Room Earth Switch



• Lever 2 of the Aux Room Earth Switch is associated with AHVCDS as shown

above.

The table below will show how the Control Circuit wiring is connected to the Isolating Earth switches DIL and DS Micro Switches. Note: The Earth Switch is Isolated and Earthed and all the Green Micro Switches are NOT ACTIVATED.

HT Room Earth Switch Control Circuit Connections Lever 1 (HVCDIL)

No: Micro Switch Status:

Plug Pin No:

Wire: DRW Location:

Description:

1 CN3-1 404 [3063] Line Contactor Interlock

N/O CN3-2 402 [3063]

2 CN3-3 1401 [8024] Heater Contactor Interlock

N/O CN3-4 1402 [8024]

3 CN3-5 Not Used

N/C CN3-6 Not Used

4 CN3-7 Not Used

N/C CN3-8 Not Used

HT Room Earth Switch Control Circuit Connections Lever 2 (HVCDS)


Plug Pin No:

Wire: DRW Location:

Description:

1 CN1-1 Not Used

N/O CN1-2 Not Used

2 CN1-3 Not Used

N/O CN1-4 Not Used

3 CN1-5 Not Used

N/O CN1-6 Not Used

4 CN1-7 602 [3054]

N/C CN1-8 610 [3054]

Traction Controller Interlock

5 CN2-1 404 [3063]

N/C CN2-2 402 [3063]

Line Contactor Interlock

6 CN2-3 1401 [8023]

N/C CN2-4 1404 [8023]

Heater Contactor Interlock



AUX Room Earth Switch Control Circuit Connections Lever 1 (AHVCDIL)

No: Micro

Switch Status:

Plug Pin No:

Wire: DRW Location:

Description:

1 CN2-1 80204 [8024]

N/O CN2-2 1402 [8024]

HT Contactor Interlock

2 CN2-3 20403 [2045]

N/O CN2-4 20404 [2045]

MAMC / MASC Interlock

3 CN2-5 Not Used

N/C CN2-6 Not Used

4 CN2-7 Not Used

N/C CN2-8 Not Used

AUX Room Earth Switch Control Circuit Connections Lever 2 (AHVCDS)


Plug Pin No:

Wire: DRW Location:

Description:

1 CN1-1 Not Used

N/O CN1-2 Not Used

2 CN1-3 Not Used

N/O CN1-4 Not Used

3 CN1-5 20403 [2044]

N/C CN1-6 20404 [2044]

MAMC / MASC Interlock

4 CN1-7 Not Used

N/C CN1-8 Not Used



CN1 Pin1 HVDCS

CN2 Pin1 HVDCS

CN2 Pin1HVCDIL

Aux Room Earth Switch

CN1 Pin1 AHVDCS

CN2 Pin1AHVCDIL



7 Battery Circuit Operation and Protection ([4011]) a) The batteries provide power for the following;

1. Control circuits - power circuit may be sequenced from batteries if sufficient air supply is available.

2. Auxiliary compressor 3. Coach Emergency lights 4. Coach sliding doors 5. Public Address 6. Cab lights 7. Tail and side lights

b) The battery is a sealed lead acid unit consisting of eight 12 volt units giving a no load voltage of 96 volts. Each motor coach is provided with a set of batteries, which are installed in the equipment room.

c) All the batteries on a trainset may be switched ON or OFF from any cab when all control keys are OFF by means of =4-S101 [4022]. When a DCK control key is ON the batteries cannot be switched from a non-leading cab. This is prevented by NLCR =4-K115 [4022] contact.

When the battery ON train line is energised, B.ON =4-K101 [4024] and =4-K103 [4025] are energised. The battery is connected to the battery bus L4. [4014] When the battery OFF train line is energised then relay B.OFF =4-K102 [4024] de-energises =4-K103 [4025], and the batteries are disconnected from L4 bus.

d) All batteries feed the trainset L4 battery bus, but are prevented from being connected in parallel by means of a diode =4-V102 [4014].

e) The batteries are charged by the battery charger, which is powered by the Motor Alternator or Motor Generator. [4012] All battery chargers supply L4 bus. Therefore L4 bus will be live while any MA is running and all batteries contactors =4-K103 [4014] are OFF.

=4-S101 Battery ON & OFF



f) The Coach Controller monitors the battery current by means of DCCT =4-B101 [4014] and voltage by means of voltage transducer =4-B105. [4016] The battery will be disconnected by switching =4-K103 [4014] OFF if voltage or currents are out of limits. This is accomplished by energising relay =4-K105 [4024] which de-energises =4-K103 [4014]. The coach controller will reconnect the battery to the bus when conditions are safe by energising relay =4-K104 [4025] to close =4-K103 [4014].

g) If A and B bus lines are OFF for thirty minutes, then the Coach Controller will switch the trainset batteries off by energising relay =4-K117 [4029] which energises train line 47 momentarily.

=4-B010 DCCT and =4-B105 Battery Voltage Transducer



7. Pantograph and Auxiliary Compressor Control ([4031]) a) When the batteries are ON, and the Coach Controller is operational, the

pantograph of a single motor coach may be raised by pushing PANTO RAISE, =4-S103 [4033].

b) To raise all the pantographs on a trainset, the DCK must be switched ON. This will permit train lines 4 or 5 to be energised from the master controller. The reverser handle must then be placed in the FORWARD or REVERSE position. Relay =4-K106 [4032] will then be energised, and will permit =4-S103 [4032] to energise train line 9 to raise the trainset pantographs. [4035]

c) Pressure governor ACG (=4-B102) [4036] monitors the pantograph reservoir air pressure. [4036] If there is sufficient air pressure (>480 kPa), the Coach Controller will energise the Panto Raise Valve (PRV) (=4-Y101). [4035]

d) If the air pressure in the panto reservoir is too low (<480 kPa) i.e. ACG (=4-B102) [4036] is closed, the Coach Controller will first run the auxiliary compressor (=4-M101) [4038] by energising =4-K107 [4038] contactor. The Coach Controller will run the auxiliary compressor for 90 seconds and will attempt to raise the panto by energising panto raise valve =4-Y101 [4035]. When the pantograph is raised and the MA or MG started and 110VDC is detected on B-Bus or L2-Bus [2023] & [4072] the auxiliary compressor will be stopped by de-energising contactor =4-K107 [4037]. Else if the air supply is sufficient (>640 kPa), the coach controller will then re-energise the panto raise valve and stop the compressor.

=4-S103 Panto Raise & =4-S104 Panto Lower

Pantograph and Headlight Control



e) If the Fault Lockout Relay (FLR) is tripped it will not be possible to energise the Panto Raise Valve. [4034]

f) Pushing panto lower will lower all pantographs no matter what position the reverser handle is in by energising PLV (=4-Y101) and train line 10. [4035]

g) If a fault occurs in the traction circuit of a motor coach, the traction controller will energise the Panto Trip Relay (PTR) [3085], which will de-energise the PLV (=4-Y101) [4034] on that coach only once LS1 has opened. Train line 10 is not energised in this case.

Mini Compressor =4-B102 ACG Pressure Governor

Panto Raise & Lower Valve=4-Y101-A1 & =4-Y101-A2 [4035], [4036]

Panto Air Filter & Regulator



h) If the auxiliary compressor runs for more than 20 minutes without attaining 640-kPa air pressure or due to a faulty pressure governor the Coach Controller will automatically switch it off and attempt to raise the pantograph.

i) If Panto Lower push button =4-S104 [4034] is energised while the auxiliary compressor is running, the Coach Controller will stop the compressor.

j) In a non-leading cab, the pantograph control button is disabled by NLCR contact =4-K115 [4033].

8. Auxiliary Power Supply Control.

a) Introduction

Traditionally, the Motor Alternator or Motor Generator control circuit was powered from the 3000-volt supply via dropping resistors. The control system was simple and yet complicated. There was no system monitoring which lead to difficult fault finding.

The new control system is implemented with the existing Coach Controller powered from the coach batteries. All equipment is now controlled and monitored by the Coach Controller. To improve the control, some components have been added.

The status of all equipment can be seen with LED indicators on the Coach Controller. The entire control system can be tested when the Auxiliary HV is open. Improved System monitoring with fault lockout is also provided. The MA or MG may be stopped and started by means of a small switch. Aux HT Frame for MA or MG



b) Power Circuit ([2021])

The power circuit has been simplified with the removal of the Auxiliary No-Current Relay, and the MA Relay.

c) Control Circuit Equipment ([2021]) The following existing components are now controlled directly by the Coach Controller.

MA Overload Reset. (=2-S101) [2038] MA Main Contactor. (MAMC) [2021], [2045] MA Starting Contactor. (MASC) [2023], [2024] Alternator Contactor. (AC) [2034], [2033] Line Voltmeter. (LVM) (=2-P102) [2049]

The following new components have been added and are controlled directly by the Coach Controller.

Voltage Regulator Start Relay. (VRSR) (=2-K104) [2046] Voltage Regulator Cutout Contactor. (VROUT) (=2-K103) [2028] MA Trip Relay. (MATR) (=2-K105) [2047] Line Voltage Transducer.(LV) (=2-A105) [2041] Test Push button. (=2-S103) [2014] MA Run/Stop Push button. (=2-S104) [2047] Small Voltage Regulator Cutout Switch. (VRCOS) (=2-S102) [2028]

LT Control Panel for MA or MG



The Coach Controller monitors the following components and parameters.

Line Volts via Line Volts Transducer. Auxiliary Reset Train line 20. Over Speed Switch. (OSS) MA Overload Trip (MAOL) Auxiliary High Voltage Compartment Door Interlock. (AHVDIL) MA Main Contactor Check Back (CB_MAMC) MA Starting Contactor Check Back. (CB_MASC) Alternator Overload (AOL) MA Over Voltage Relay (MAOVR) Voltage Regulator Cutout Switch (VRCOS) Voltage Regulator Start Relay Check back (CB_VRS) Rectifier Positive (RP) MA Test Button MA RUN/STOP Switch

MA / MG Test Button =2-S103 [2014]

MA / MG Run Stop =2-S104 [2047]

VR Cut Out Switch =2-S102 [2028]

Line Volt Transducer =2-A105 [2041]]

MA/MG Output Voltmeter =2-P102 [2031]



d) Normal Start Up Sequence (Voltage Regulator Cut In) ([2021] – [2041])

• When the pantograph is raised, the Line Voltage Monitor monitors the Line Voltage =2-A105 [2041].

• After a short time delay, to allow the pantograph to settle, and if the VR Out digital input signal is off via wire 20412 (VR Switch is OFF =2-S102)

VROUT Relay =2-K103 [2028]

VRSR Relay =2-K104 [2046]

MATR Relay =2-k105 [2047]

Blocking Diodes =2-V103 [2026] =2-V104 [2027] =6-V101 [6133]

Voltage Regulator =2-A104 [2027]

MAOVR =2-MAOVR [2033]

FIT =2-FITXR [2024]



[2028] the Voltage Regulator Start Relay (VRSR) =2-K104 [2046] & [2027] is energised. This relay energises the Voltage Regulator (VR) =2-A104 [2027] through diode =2-V104 [2027] and the normally close contacts of the VROUT =2-K103 [2027] relay via wire 20404. The VRSR relay is supplied from batteries via MA or MG Control MCB =2-Q102 [2045].

o Diode =2-V103 [2026] prevents the battery power to energise wire RP.

o Diode =2-V104 [2027] prevent RP when the MA or MG is running to energise wire 20401 that is supplied form batteries.

• When the supply to the VR has been confirmed via wire 20411, then the MA Main Contactor (MAMC) [2021] is closed when OSS, MAOL and AHVDCIL contacts are Normally Closed [2045]. The MA Main Contactor close status is confirmed by the MAMC check back signal [2044].

• The MA will start to run and to generate 110-volts. The MA Output RP is now monitored by the Coach Controller via wire RP [2032], as well as the MA Over Voltage Relay (MAOVR) via wire 20305 [2033].

o The Voltage Regulator regulates Z & ZZ field through the VROUT relay normally close contact =2-K103 [2026] to maintain an 110V DC output.

• Once RP is confirmed, and the MAOVR is not tripped, then the MA Starting Contactor (MASC) [2023], [2044] is energised. This is confirmed by the MASC check back signal [2044].

• After a short delay, the Alternator Contactor (AC) [2034] is energized.

• After a short delay the MA Trip Relay (MATR) [2047] is energized, which in turn de-energizes the MA Fault Indication train line 30 [6133].

• The system is now running normally.

e) Coach Controller Input & Output for MA/MG Control

DIN32-2 Description Position No: DRW Location Wire RP 0 2032 RP OSS 1 2045 20402 MA OL 2 2045 20403 AHVC DIL 3 2045 20404 A OL 4 2033 20308 MA OVR 5 2033 20305 CB MAMC 6 2043 20405



CB MASC 7 2043 20406 AUX RST 8 2013 20104 VR OUT 9 2028 / 2048 20412 CB VRS 10 2027 / 2048 20411 MA TEST 11 2014 20106 MA RUN 12 2047 20401

ROUT16-3

Description Position No: DRW Location Wire Device Name: VRS 0 2046 20409 =2-K104 MA MC 1 2045 20408 =2-MAMC MA SC 2 2044 20407 =2-MASC AC 3 2033 20310 =2-AC MA OLR 4 2014 20105 =2-MAOL MA TR 5 2047 20410 =2-K105

f) Control System Modes ([2021] – [2041]) The Control System may be in any one of a number of Control Modes or States. The system can only be in one state at a time.

No State Functionality

1 INITIALIZATION All system control parameters are initialized. When completed, control Is passed to MONITOR State

2 MONITOR The System is monitoring the line voltage. When line volts increase above 1850 volts and the MA RUN/STOP switch is in the RUN position, the system moves to VR_START State after a time delay.

IF VR_CUTOUT signal is present, then control will be passed to VR_CUTOUT state when line volts increase above 1850 volts.

3 VR START The VRS Contactor is energised, and the VRS Check Back signal is monitored. The system will remain in this state until the CB_VRS signal is received. Pushing Auxiliary reset will move control back to MONITOR State.

When the CB_VRS is received control is passed to MAMC_CLOSE state.




4 VR_CUTOUT THE MAOL reset coil is momentarily energized together with the VROUT contactor. The VROUT contactor will provide a holding contact.

When the MAOL reset coil is de-energized, control is passed to the VR_START State.

5 MAMC_CLOSE The MAMC is energized, and when the CB_MAMC is received and RP is present, and MAOVR is normal, then control is passed to MASC_CLOSE State.

If the CB_MAMC, or RP are not received within a time limit, or MAOL or OSS should occur, then control will be passed to MA_LOCKOUT

6 MASC_CLOSE The MASC is energized, and when the CB_MAMC is received, control is passed to AC_CLOSE State.

If the CB_MASC is not received within a time limit, or MAOL or OSS should occur, or RP should disappear, then control will be passed to MA_LOCKOUT.

7 AC_CLOSE The Alternator Contactor is closed. When BUS B is detected, control is passed to MA_RUN State.

If AOL, or MAOVR should occur, then control will passed to ALT_TRIP state.

8 MA_RUN This is the final state, and the MA will be running with 110-volts being supplied to the train.

The MATR contractor is energized which in turn de-energizes the MA fault Indication Train Line 30.

If either RP, MAOL, Over Speed, CB_MAMC or CB_MASC input should be lost, control will be passed to MA_LOCKOUT state.

If AOL, or MAOVR should occur, then control will passed to ALT_TRIP state.

If the Line Volts should become less than 1850-volts, control will be passed to VOLT_DIP state.

In this state, the fault counters are reset to zero.




9 VOLT_DIP If the line volts return to above 1850 within a time limit, then control is passed back to MA_RUN state.

If the Line volts remains low, then control is passed to the MONITOR state, and the MA will be shutdown.

10 ALT_TRIP THE AC Contactor is de-energised.

When the AOL and MAOVR signals have been restored to normal, and Auxiliary reset is energized, then control is passed to AC_CLOSE state.

On the third occurrence of such a fault without attaining MA_RUN state, then control will be passed to the MA_OUT state.

11 MA_LOCKOUT All contactors are de-energized, and the MA is shutdown.

If all monitored fault signals are normal, and auxiliary reset is energized, then control is passed to MONITOR state, and a start up sequence will be repeated.

On the third occurrence of such a fault without attaining MA_RUN state, then control will be passed to the MA_OUT state.

12 MA_OUT When control is passed to this state, than the MA will be LOCKED OUT and will not be able to be restarted until the correct Lockout Reset Sequence has been implemented.

When Auxiliary Reset is energized in this state, then the MA Fault indication light will flash to serve as indication that this state has been attained. (This requires that no MA control circuits of any another coaches on the same train are tripped.)

13 MA_TEST When the MA Test button is pressed, control is passed to the MA_TEST state. Each component controlled by the Controller will be tested.

g) Fault Protection Scheme, Lock Out Reset and Auto Test Procedure

Faults are subdivided into MA Run and Alternator. When a fault is detected, it must be reset with the Auxiliary Reset Push Button. After the third time that the fault has occurred without a successful start up, the MA will be shut down and locked out.



1. Fault Protection Scheme

The entire fault protection scheme is detailed in the table below.

No Fault Detected

Response Driver Action

System Response

Final Indication

1 NO VRS Check Back on Start Up

=2-K104

Start Up sequence does not progress

Check for Tripped MCB

MA Control =2-Q102

Wait for VRS Check Back

MA Light ON.

2 NO VRS Check Back while running

=2-K104

MA / MG Shut Down

Push Aux Reset

=2-S101

Start up sequence repeated.

On third failure, MA is Locked out.

MA Light ON.

3 No CB_MAMC

MA / MG Shut Down

Push Aux Reset

=2-S101



MA Light ON.

4 No RP Signal MA / MG Shut Down

Push Aux Reset

=2-S101



MA Light ON.

5 No CB_MASC

MA / MG Shut Down

Push Aux Reset

=2-S101



MA Light ON.

6 MA Overload MA / MG Shut Down

Push Aux Reset

=2-S101



MA Light ON.



No Fault Detected

Response Driver Action

System Response

Final Indication

7 MA Over Speed

OSS Stripped

MA / MG Shut Down

Push Aux Reset

=2-S101



MA Light ON.

8 MAOVR

Tripped

MA / MG Shut Down

Push Aux Reset

=2-S101



MA Light ON.

9 Alternator Overload

AOL Tripped

MA / MG Shut Down

Push Aux Reset

=2-S101



MA Light ON.

10 Line Voltage Dip

Time delay employed

None No action if Line volts returns to normal during time limit

None

11 No Line Volts Time delay employed

None If time limit exceeded, then MA shut down. Auto restart when line volts back to normal.

MA Light ON when MA stopped

12 Aux HV door opened

MA / MG Shut Down

Close Door Auto restart when line volts back to normal.


13 MA / MG RUN/STOP Switch in Stop Position

=2-S104

MA / MG Shut Down

Switch to RUN position

Auto restart if all conditions normal.




h) Fault LOCKOUT Reset Procedure

When the MA / MG has been locked out, and even if the Coach Controller is restarted it can only be reset by applying the procedure below.

• Open the Auxiliary HV Compartment.

• Press the MA / MG =2-S103 [2014] Test Button. This will initiate the automatic test procedure, and reset the lockout mode. The Test Button is found on the Aux HT Frame.

• Close the Auxiliary HV and restart the MA / MG.

i) Auto Test Procedure

When the MA Test button =2-S103 [2014] located in the auxiliary HV on the HV frame is pressed, control is passed to the MA_TEST state. Each component controlled by the Controller will be tested. While each component is being energised and de-energised in turn, the Line voltmeter will sweep to max volts and back to zero.

As each component is energised, the appropriate check back signals may be viewed on the Controller Digital input card.

Simultaneously, the MA fault light will flash. (No other MA equipment on the train may be tripped; otherwise this light will be permanently energised.

j) MA / MG RUN/STOP Switch

For the MA / MG to run, this switch ==2-S104 [2047] must be in the RUN position.

The MA / MG may be stopped at any time by placing this switch in the STOP position.

When the switch is moved back to the RUN position, the MA will restart automatically if all conditions are normal.

This switch must be left in the RUN position at all times for normal in service operation.



k) Abnormal Start Up Sequence (Voltage Regulator Cut OUT) ([2021] –

[2041])

The start up sequence is the same as with the VR Cut IN except for the following.

• To cut out the Voltage Regulator from the control circuit the VROUT Relay =2-K103 [2028] must be energised.

o When the VR Out switch is ON a digital signal is provided to the Coach Controller via wire 20412 [2028] & [2048].

o With the VR OUT Signal present the Coach Controller will energise the MAOL Coil momentarily. This will complete the circuit for the VROUT relay =2-K103 [2028] to be energised via wire 20208 through the blocking diode =2-V102 [2017]. To keep the VROUT relay energised a retaining circuit is required. This is accomplished through a VROUT relay =2-K103 [2027] contact.

o With the VROUT relay permanently energised the following contacts is affected.

Buss power or RP Power is prevented to the Voltage Regulator [2027]

MA or MG Z & ZZ Field is disconnected from the Voltage regulator, but reconnected to the VR Out resistor =2-VRCOSR [2026].

Also the FIT Current transformer is also connected to the Z & ZZ field of the MA through the VROUR relay contact [2024].

As long as the VROUT Switch is switched ON the above start up sequence will be followed when the MA or MG is re-started.

l) Motor Alternator Over Voltage Relay ([2031])

1. Purpose

The purpose of the Motor Alternator Over Voltage Relay (MAOVR) is to detect when the output voltage of the MA is greater than 135 volts. When this occurs, the MAOVR will open the alternator contactor to remove the high voltage from the trainset.

2. Operation

a) The MAOVR is connected in series with the supply for the Alternator Contactor (AC). [2032]



b) On MA or MG start up, the AC Contactor will be energised when the output voltage is approximately 90 volts. The MAOVR is now in ON mode.

c) If the output voltage increases to more than the trip value (>135 volts), the AC will be opened, and the MAOVR will remain in TRIP mode until the output voltage has reduced to less than 60 volts.

d) If the MAOVR is in TRIP mode, it can be reset by pressing the TOP reset push button on the MAOVR.

e) Pressing the red TEST push button, and then reset again with the RESET push button may also test the system.

m) When MAOVR is in TRIP mode, train line 30 will be energised to give indication that a trip has occurred. [6133]

n) Three LED’s are provided to indicate:-

that the MA has output - SUPPLY,

that the MAOVR is in the ON mode, and

That the MAOVR is in the TRIP mode.

In any event were the MAOVR has tripped the Auxiliary Rest Button must also be pressed to enable the Coach Controller to energise the AC Contactor.

MAOVR

Reset & Test Push Button on the MAOVR



9. Main Compressor Control ([4041]) a) With the Motor Alternator running, C bus will be energised, and the main

compressor circuit will be energised. [4042]

b) The Coach Controller controls the main compressor.

c) Compressor Governor (CG) monitors the main air pressure and energises train line 28 between the set points of 480kPA and 640kPa. [4047]

d) If the compressor over load is normal, and compressor synchronisation control train line 28 is energised, then the Coach Controller will energise the compressor contactor (CC), and the Compressor over load holding coil (COLHC) for half a second. The compressor will then run.

e) When train line 28 de-energises, [4046] the controller will de-energise the contactor, and energise the automatic drain valve (ADV) (where installed) for half a second. The Auto Drain Valve is energised for the first three times after the system has started up. Thereafter, the valve is energised every 15th time the compressor stops. This is to prevent the main compressor cycling continuously if the drain valve discharges too much air. [4045]

f) If the compressor overload trips, the controller will stop the compressor by de-energising CC. [4043]

Main Compressor Governor =4-CG [4047]

Main Compressor Governor Shut Off Cock



10. DCK and GCK Functions ([4121]) a) The various functions of the trainset are controlled by means of a driver’s key

- DCK [3107] and a guard’s key – GCK [4127]. Certain functions are possible such as starting a motor coach and energising coach lights without any keys. This allows cleaning staff to carry out their duties without hindrance. (DCK key switch BOTTOM & GCK key switch TOP)

b) Interlocking is provided to prevent more than one DCK from being active on a trainset at a time. This is accomplished by NCLR contact =4-K115 [4122] & [4132].

c) The GCK is however always active regardless of the number of GCK keys on, within a trainset.

d) The DCK activates all the functions of the GCK =4-K112 [4126], on the motor coach where it is inserted except for the Guard’s speedometer unit, and the public address system =4-K111. [4128]

e) The control keys energise DCK and GCK relays, which control the appropriate circuits. The DCK [3107] energises the Leading Cab relays =4-K108 [4122], =4-K110 [4124], =4-K112 [4125] and =4-K116 [4156].

f) Relay =4-K112 [4125] energises the repeater signal for train line 13 [4132]

g) The guard's control key switch energises the =4-K113, =4-K118 and =4-K111 relays.[4126]

h) In a non-leading cab, train line 13 energises the Non Leading Cab Relays =4-K115 and repeater relay =4-K114 [4131]. These relays isolate non-leading cab functions when a DCK is ON.

i) The following function are accessible without any control keys: 1. Switching on the batteries on the trainset, except when a DCK is

activated, somewhere on the trainset.

2. Switching off the batteries on the trainset, except when a DCK is activated, somewhere on the trainset.

3. Raising of the pantograph on a specific motor coach, except when a DCK is activated, somewhere on the trainset.

4. Lowering of the pantographs on the complete trainset, except when a DCK is activated, somewhere on the trainset.

5. Switching on and off of the coach lights, except when a DCK is activated somewhere on the trainset.

6. Tail and side lights.

7. Cab lights and equipment room lights.



j) The following additional function are accessible with a GCK: 1. Operating the passenger side doors.

2. Operation of the coach lights if a DCK is on in another cab.

3. Operation of the communication bells.

4. Operation of the cab heater.

5. Provide power for the trunking radio.

6. Provide power for applying brakes by means of the Manual Emergency Brake valve.

GCK ONLY 7. Provide power for the Guard’s Speedometer

8. Activate the Public Address system. Also requires Trunk Radio hand set.

Guard’s Control Key (GCK)



k) The following additional function are accessible with a DCK:

1. Powering and Braking (Electrical) the trainset.

2. Energise the repeater relay signal. (This signal on train line 13 is used to energise control circuits on trailing motor coaches by means of the Repeater Relays and Non Leading Cab Relay) [1157] This signal also provides a DCK detection to the Coach Controllers, for ventilation unit control.

3. Activation of Exhauster Control.

4. Activation of Coach Ventilation Control.

5. Operation of the traction and auxiliary reset controls.

6. Operation of the passenger heater control.

7. Activation of the trainset motor blowers and HT pressurising fan.

8. Activation of the Red Emergency push button.

9. Activation of the Deadman Function (Electrical) control.

10. Operation of the headlight control.

11. Activation of the train number indication lights in all cabs.

12. Provide power for applying brakes by means of the Manual Emergency Brake valve.

11. Exhauster Control ([4051]) a) With the Motor Alternator running, C bus will be energised, and the

exhauster power circuit will be energised.

b) The Coach Controller controls the exhauster and the DCK must be switched ON to energise the repeater relays, which energise the exhauster control circuit =4-K114 [4054].

Driver’s Control Key (DCK)



c) If the exhauster over load is normal, the Oil Level Switch (where fitted) is normal, =4-Q112 is closed, and DCK is ON, then the Coach Controller will energise the exhauster contactor (EXHC), and the exhauster over load holding coil (EXHOLHC) for half a second. The exhauster will then run. [4054]

d) The controller will also provide a negative for the weak field contactor (EXHWF), so that this contactor may be energised when exhauster weak field is requested via the SHMC and train line 16 is energised. [4052], [4057].

e) The controller will stop the exhauster if any of the following occur;

exhauster over load trips, then U303 will be de-energised,

DCK is OFF, or =4-Q112 [4054] is tripped, then U302 and U303 will be de-energised,

the Oil Level Switch opens, then U302 and U303 will be de-energised

12. Traction Blowers and Traction Ventilation Control ([2051]) a) With the Motor Alternator running, C bus will be energised.

b) The Traction Blowers are controlled directly by the DCK to energise the repeater relays, which energises the blower and fan circuits via relay contact =4-K109 [2052]. The Traction Blowers are also interlocked with the Fire System Relay =9-K102 [4123] & [9063]. This relay will be energised when the fire system is normal.

c) With the 10M5 design Motor Blower 1&2 is also used to pressurise the Auxiliary and HT Compartment. Due to this wire 20505 are used to de-energise and energise the OK signal to the driver indication (Traction Ventilation [6168]) [2054] panel and traction controller [3023] & [3026] respectively when Motor Blower 1&2 is running when switched on by means of the DCK key some were on a trainset.

d) Because the driver’s indication panel is moved to the desk position, the indication lights for these blowers and fan will be ON when the fans are OFF or the appropriate MCB’s are tripped.

e) Two Current Transducers monitor the Traction Blower current. If the blowers are running, then “blowers OK’ signals are send to the Traction Controller and the Blower Fault Indication lights on the Driver’s Indication Panel will be extinguished. The two current transducers are =2-B101 [2052] for Motor Blower 1&2, =2-B102 [2057] for Motor Blower 3&4. Blower 1&2 current transducer is also used to send a pressurising Fan OK.



13. Single Handle Master Controller ([3101]) The full operational and circuit description of the Single Handle Master Controller (SHMC) is descried in Chapter 3 document Single Handle Master Controller and Vigidrive with Integrated Deadman and Vigilance control for Class 10Mx Motor Coaches Circuit and Functional Description and

Chapter 7 Document Single Handle Master Controller and Vigidrive with Integrated Deadman and Vigilance control for Class 10Mx Motor Coaches Operating Manual.

14. Manual Emergency Brake Application Valve Description ([3111])

The Manual Emergency Brake Application Valve is designed to be operational in a manned cab. Its function is to allow the driver or guard to make an emergency brake application without using the SHMC.

• The Manual Emergency Brake is mounted on top of the Emergency Vacuum Brake Valve.

• In an un-manned cab the Manual Emergency Brake Valve is locked by using

=2-B101 Blower Motor 1 & 2 D.C.C.T=2-B102 Blower Motor 1 & 3 D.C.C.T



air pressure pistons from preventing the valve to be operated when energised.

• The Air Pressure valve is supplied from batteries through the Local Control MCB =2-Q107 [2037] via wire 20303.

• When a DCK key is switch ON, in a trainset the repeater relay’s =4-K114 [3112] is energised on all the Motor Coaches of the trainset. The Air Pressure valve is now energised locking the Manual Emergency Brake Application Valve.

• On the Motor Coach where the DCK is switched ON (manned cab) =4-K113 [4127] relay is energised opening the normally close contact of =4-K114 [3112] de-energising the Air Pressure Valve =3-Y102. The Air pressure valve is now de-energised and un-locked, for use of the Manual Emergency Brake Application Valve.

• When a GCK is switched ON, that cab is now a manned cab. This will energised relay =4-K114 [4127] opening the normally close contact of =4-K114 [3112]. The Air pressure valve is now de-energised and un-locked, for use of the Manual Emergency Brake Application Valve.

The lever cannot be activated in an unmanned cab when another cab has been “occupied” by a driver

When the lever is pulled up and pushed forward, the train pipe will be vented to atmosphere, the QSA Valves and EVV Valves will be energized, and a brake application will be made.

• BY pulling up the Manual Emergency Brake Application Valve the normally open micro switch is closed =3-Y102.

Lever in Normal (Closed) position

Lever in Emergency (Open) position



• On a manned cab (DCK or GCK key ON) relay =4-K118 [4126] is energised closing the contact of relay =4-K118 [3112].

• When a cab is manned and the lever is pulled up the Emergency Brake Relay =2-K102 [3086] is energised via wire 228 and through the contact of =4-K114 [3112] and the micro switch =3-Y102 [3112]. Wire 228 must be connected to 110VDC negative wire 8 to completed the electrical circuit to energise the coil of relay =2-K102 [3086].

• The contacts of relay =3-K102 [3102] energises relays =3-K104 [3101] (Quick Service Application Relay “QSA”) and =3-K105 [3102] (Exhauster Cut Out Relay)

• Relays =3-K104 [3101] and =3-K105 [3102] are supplied from batteries through the Local Control MCB =2-Q107 [2037] via wire 20303.

• The contacts of relay =3-K104 [3116] energises the QSA’s via TL15.

• The contacts of relay =3-K105 [3114] energises the Exhauster Cut OFF Valve via TL17.

• The QSA’s and Exhauster Cut OFF Valve are also supplied from batteries through Local Control MCB =2-Q107 [2037] via wire 20303 and trough blocking diode =3-V105 [3113].

15. Driver Indications ([6139]) a) The driver’s indication panel consists of 12 lights, and is mounted to the right

on the driver’s desk. [6139]

b) The following is a description of the lights and meanings. A schematic layout of the 12 light indication panel & wire connection can be found in [6161].

c) The unit consists of a test button, which energises all the lights when depressed. In this way the operation of the lights may be confirmed.

NAME STATUS INDICATION COLOUR

Line Switches / HSCB

Normal Notch On Line Switch Open

OFF Flicker ON

Red

Traction Fault Normal Fault Driving Fault

OFF ON Flicker

Red

Motor Alternator Normal Notch On

OFF Flicker

Red



NAME STATUS INDICATION COLOUR MA Tripped ON

Wheel Slide No wheel Slide Wheel Slide Detected Washing Mode

OFF ON 2 Second Flicker

Yellow

Motor Blowers 1 Normal Blower Off

OFF ON

Yellow

Motor Blowers 2 Normal Blowers Off

OFF ON

Yellow

Traction Ventilation

Normal Fan off

OFF ON

Yellow

Coach Controller Normal Any Coach Controller OFF

OFF ON

Yellow

Fire Warning Normal Fire Warning

OFF ON

Red

MCB Fault Normal MCB Fault

OFF ON

Red

Heater Fault Normal Heater Fault

OFF ON

Yellow

Exhauster Weakfield

Normal Exhauster Fault

OFF ON

Yellow

16. Coach Ventilation Control ([7011] – [7055]) Note: With the 10M5 Design the Coach Ventilation control circuit and mechanical requirements are installed BUT without the Coach Ventilation Units it self.

a) The Coach Controller controls the ventilation system.

Lamp Test Button

Driver’s Indication Panel



b) Each coach consists of 4 ventilation circuits. For a trailer coach, each circuit comprises of two fans, and for a motor coach, two of the circuits consist of one fan each.

c) The fans are equally supplied from A bus and B bus to distribute the load over two motor alternators.

d) The current in circuits one and three are monitored by =7-B101 [7012], =7-B201 [7032] and circuits two and four are monitored by =7-B102 [7017], =7-B202 [7037] The coach controller supplies 24 volts to power the DCCTs.

e) The temperature in the coach is monitored by means of a temperature monitor, =7-B103 [7029] which is situated in one of the monsoon ventilator ducts. =7-B203 [7049]. The coach controller supplies 24 volts to power the temperature monitor.

f) The Coach Controller monitors the temperature, and switches the blower contactors accordingly. [7011] – [7016], [7041] – [7045].

g) For the fans to operate A and B bus must be energised, and the DCK must be ON (Train line 13 energised). If any of these inputs to the controller are OFF, the fans will not be energised. In this way;

1. The load is distributed between two motor coaches.

2. Fans will not run unnecessarily when the trainset is powered up but unmanned.

3. If a Motor Alternator fails, then the fans will not operate thus reducing the load on the remaining Motor Alternator.

h) The operation of the fans is staggered relative to their position, so that the air may be evenly circulated within the coach.

i) The temperatures are set as follows

VENTILATION CIRCUIT

ON Temperature OFF Temperature

VENT1 10 deg C 9 deg C




17. Coach Lights control ([6011] – [6161]) a) The Coach Controller controls the coach lighting system.

b) The coach fluorescent lights are divided into three circuits;



1. Emergency lights fed from battery L4 bus.

2. Half lights fed from A bus

3. Half lights fed from B bus

c) In this way the load is distributed between two motor coaches.

d) When LIGHTS ON is switched ON =6-S101 [6011] in the cab, the lights ON relay =6-K101 [6011] is energised, which energises train line 19 and the lights on indicator =6-H101 [6017].

The Coach Controller monitors train line 19 as well as A and B bus. If Train Line 19 is ON then the controller will energise the emergency lights relay =6-K104 [6016]. If A or B bus are ON then the main lights relay =6-K103 [6015] will be energised.

e) By switching LIGHTS OFF =6-S101 [6012] will energise relay =6-K102 [6013] via train line 39. Relay =6-K102 [6013] NC-contact will open and de-energise relay =6-K101 [6011] and Train Line 19 [6013].

f) When panto lower is depressed, the lights are automatically switched off by energising the lights OFF relay =6-K102 [6013] in the cab via train line 10 and diode =6-V102 [6013]

g) Only one lights ON relay need be energised to energise train line 19. The lights may be switched OFF from any cab via train line 39. [6013]

h) In an unmanned cab, the light control circuit is disabled by repeat relay contact =4-K114 [6011]. When a DCK is turned ON. When a GCK (or DCK) is switched ON then the repeat relay contact is bypassed with a GCK contact =4-K113 [6012]. In this way coach lights may only be operated from cabs that are manned.

i) If a Coach Controller fails to operate, and the SYSCK relay is not energised inside the Coach Controller then, Train line 38 will supply a negative return

=6-S101 Saloon Light ON/OFF

Guard’s Panel



for the Coach Controller Fault Light on the Drivers Desk [4076] - as well as the bypass unit on that specific Motor or Trailer Coach [6018], [6047]. This will allow Train Line 19 to energise =6-K104 [4016] for a Motor Coach and =6-K202 [6045] for a Trailer Coach through the bypass unit. Relay =6-K104 [4016], =6-K202 [6045] will only energise the emergency lights on that specific Motor or Trailer Coach

18. Cab Lights Control ([6121]) All lights in the cab are supplied from the train battery.

a) The Cab lights can be switched ON by switching =6-S104 [6126] and can be selected to dimmed or bright. The cab light are supplied form L4 via MCB =6-Q109 [6125].

b) The instrument lights are switched ON/OFF by switch =6-S102 [6124] and is also supplied form L4 via MCB =6-Q109 [6125]. This switch is situated on the Guards Control Desk.

c) The tail and wing lights are supplied directly from circuit breaker =6-Q108 [6124] and can be switched on by switch =6-S103 [6124]. This switch is situated on Guards Control Desk.

d) The train number indicator are supplied from circuit breaker =6-Q107 [6122], and will only be ON when a DCK or GCK is ON in any cab via relay contact =4-K113 [6122]. The train number indicator can also be switched ON/OFF by means of switch =6-S105 [6122] on the Guards Control Desk. The train number indicator is and digital number display system and the number is selected by the train number thump selector =6-A102 [6121]. The number that is displayed on the train number selector will be displayed on the LED Digital Train number display board.

e) The corridor, HV compartment, HV Aux. Compartment and equipment room lights may be switched ON or OFF by switch =6-S108 [6137] ON [6127].on the Guards Control Desk. These lights are also supplied form L4 via MCB =6-Q110 [6125]

Train Number Selector



19. Headlight Control ([6151]) The Main Headlights and Aux Headlights are only operational in a leading cab via relay contact=4-K110 [6152] & [6158] when the DCK is ON.

Switch =6-S106 [6154] energises relay =6-K106 [6154] that supplies the headlights no 1 and 2 simultaneously from wire C via MCB’s =6-Q105 [6153] Headlight no. 1 and =6-Q106 [6154] Headlight no 2.

Switch =6-S107 [6155] energises relay =6-K107 [6155] than reduces the resistance value for dimmed or bright. [6151] & [6153].

Switch =6-S110 [6157] energises relay =6-K110 [615] that supplies the Aux Head Light from 24V DC power source through wire 90508 via MCB =6-Q113 [6157]. The Aux Head Light can be operated separately form the Main Head Light operation.

Both headlights are powered simultaneously.

CAB Light ON / DIM / BRIGHT

Side And Tail Lights

Train Number Indicator

Guard’s Control Panel

Main Head Light ON/OFF & Head Light Dim / Bright

Aux Head Light ON/OFF



19 Coach Door Control ([5011] – [5081])

19.1 Description of the Door Warbler Controller Door Warbler Controller

DOOR WARBLER



19.2 Driver & Guard Control Keys for Door Control ([5011])

• These controllers will only be operational when a Driver Control Key (DCK), or the Guard Control Key (GCK) is switched ON.

• Relay contacts =4-K114 [5012] (Repeater Relay) & =4-K113 [5014] (DCK & GCK Relay) & =4-K108 [4073] (DCK Relay) through wire 40705 will be closed and energised when a Divers Control Key (DCK) is activated.

• Through wire 40705 that is energised by =4-K108 [4073] (DCK Relay) the controller will recognise that a Driver is present in the cab.

• Relay contacts =4-K113 [5012] (DCK & GCK Relay) & =4-K111 [5014] (GCK Relay) will be closed when a Guards Control Key (GCK) is activated.

• Through wire 50102 that is energised by =4-K111 (GCK Relay) [5014] the controller will recognise that a Guard is present in the cab.

• Only when a Drivers Control Key (DCK) is switched ON some where on the Trainset, will a unmanned Motor Coach door control circuit be active without activating the Door Control push buttons by means of repeater relay contact =4-K114 [5012].

NOTE:

• When a Guards Control Key (GCK) is switched ON before a Drivers Control Key (DCK) only the Motor Coach where the Guards Control Key (GCK) is ON will close and release the doors. Also ONLY this Motor Coach will sound the Warbler.

• This Door Warbler Controller can not detect if a door is open. HOWEVER, it can detect if the signal is given to close or release the doors train lines (TL24, TL25, TL26, and TL27).

• The time delays are designed to allow the doors sufficient time to close.

19.3 Operation for a fully manned trainset

Door Close is activated by the GUARD or DRIVER by means of door close push buttons.

1. The Driver or Guard must switch on their Control Keys to allow operation of the doors from the leading cab or trailing cab.

2. In an unmanned cab, the door control push [5014] – [5016] buttons will be

energised but due to no key recognising (DCK or GCK) by the Door Warbler Controller Door Close or Release push button operations will not be acknowledge.

3. The Driver or the Guard is able to close the doors by pressing the desired push

button either on the right-hand or the left-hand Side or the push button on the Door Warbler it self.



4. If any door close push button is pressed, the following will occur. • The Warbler will sound on each Motor Coach where the Controller is installed.

(For ±3 Seconds) • After the Warbler has sounded there will be a delay of ±3 seconds, then the

doors will be energised to start closing (Energising TL24 or TL26). • When a door close push button is pressed, the Traction Inhibit light will be

illuminated on the leading Motor Coach Door Control Panel. While this light is ON, traction will not be permitted for a time limit. (± 10 Seconds)

• After the Traction Inhibit light is OFF. Traction will be permitted. The following timing diagram shows the process in detail: Door Close push button A or B Side Warbler Sounds Traction inhibit Door Close A or B Side (TL24 or TL26)

19.4 Door Close is controlled by the Leading Motor Coach.

1. If any of the Doors are released, this means A-Side or B-Side Doors is de-energised, the leading Motor Coach will close the doors as follows when traction is requested by the Driver. (Any notch position) • If any sides are released (A-side or B-side or both A and B-side are released)

the Warbler will sound on each Motor Coach where the Unit is installed. (For ±3 Seconds)

• After the Warbler has sounded there will be a delay of ±3 seconds, then the

doors will be energised to start closing (Energising TL24 or TL26). • When traction is requested, the, Traction Inhibit light will be illuminated on the

leading Motor Coach Door Control Panel. While this light is ON, traction will not be permitted for a time limit. (± 10 Seconds) During this delay, the Line Switch and Traction Fault Indications will also be illuminated.

• After the inhibit light is OFF. Traction will be permitted.

±10 s

±3 s ±3 s ±4 s

Delay



The following timing diagram will show the process in detail: Train set closing the doors A or B Side or both sides Warbler Sounds Traction inhibit Door Close A or B Side (TL24 or TL26)

19.5 Traction Inhibit.

1. If the Guard, Driver or the Leading Motor Coach is closing the Doors Traction inhibit will be activated on the Leading Motor Coach. This function is used to prevent the Driver from Powering before the doors are given sufficient time to close. The above time diagram explains the operation of the Traction Inhibit.

2. In front of the driver where the old Bell push button was installed, a new control box

is installed with three functions. • Bell Push Button for the Guard or Driver. • Guard’s Control Key. • Traction Inhibit Fault Indication and Traction Inhibit Override.

3. The Traction Inhibit Fault Indication will only be ON when the Master Controller is

moved to Notch 1 and the Traction Inhibit is illuminated on the Door Warbler. (Normal Operation).

4. BUT if the Traction Inhibit Light is OFF on the Door Warbler Controller and the

Traction Inhibit Fault Light is still ON when the Master Controller is in any Notch, a fault has occurred. At this stage the traction inhibit can be overridden if the Master Controller is moved to Notch 1 and the Traction Inhibit Push button is pressed and released. BUT if the Master Controller is moved to notch OFF and moved back to notch 1 with the Traction Inhibit Fault Light still ON in front of the Driver the same actions must be repeated as explained above. THIS IS NOT THE NORMAL OPERATION AND MUST BE REPORTED TO THE FAULT PERSONELL.

±10 s

±3 s ±3 s ±4 s

Delay



19.6 Trainset Power Testing.

1. With this door control system, it is not possible to isolate the door control circuits from the Driver’s Control. Consequently, when a driver performs a power test of the trainset, the warbler will sound, and the doors will be closed. This is not a good situation to occur within the confines of a station, as passengers will be confused and could lead to panic.

2. To permit the driver to perform a power test without door control taking place, the

following procedure must be implemented.

Switch on control in normal way Apply brakes Select forward or reverse Push in and hold Auxiliary reset Perform power test and notch off Release auxiliary control push button

Note:

If the auxiliary reset is released before the master controller is returned to OFF position, then a door close cycle will be initiated.

19.7 Door Mode Control

1. The door control push buttons and relays are energised via, wire 40302 and MCB =4-Q105 [4033] with relay =4-K113 [5014] the door circuit is energised when a DCK or GCK is switched ON.

2. The close push buttons are =5-S101 [5014] and =5-S103 [5015], and the release buttons are =5-S102 [5014] and =5-S104 [5105].

3. The door Warbler is energised by the respective door control train lines. The Warbler keep the closed or release train lines high until the mode is changed via the switches, or the GCK and DCK in all cabs are switched OFF.

4. When the pantograph is lowered and the DCK or GCK is ON, then the door train lines are energised via train line 10 and diodes =5-V103 [5015] and =5-V104 [5014] . The doors will then be closed. When the control keys are removed, the door train lines will be de-energised, and the doors will release. This ensures that the train doors are closed when the train is stabled.

5. If the power had to fail, so that the battery bus is de-energised, the doors will be released.

b) These coaches are fitted with the Faiverley air-piston screw drive door system.

c) Each door control unit comprises the following components;



1. One air piston. 2. One lock mechanism. 3. Three solenoid valves – Emergency Release Valve, Door Open

Valve, Door Close Lock Valve. 4. Two positioning sensors for the doors – Door Close Sensor and a

Door Open Sensor

d) The Coach Controller separately controls each door. The controller monitors and controls the following;

1. Door control train lines 24 for Right hand side, and 26 for Left hand side.

2. Train line 23, which is energised by the traction controller and Low Speed relay when the train speed is above 5 kph. [5022]

3. The main air supply pressure by means of a pressure switch =4-B103 [4076] (for a motor coach) and =4-B201 [4087] (For a trailer coach)

4. The door positions sensors to determine whether the door is in the open or closed position. These switches are normally closed, and open when the position is detected.

5. Emergency push buttons. These push buttons are used to open or close the door, and to release the door in an emergency if the speed of the train is less than 5 kph. Two buttons are situated at each door. The two switches are normally closed and connected in series. [5045] – (For a Motor Coach) and [5064], [5068], [5086] – (For a Trailer Coach).

6. Obstruction is determine by a time-out timer in the Coach controller software. For instance if the door does not close in a given time the coach controller will react as if there is an obstruction at that specific door.

7. The controller energises the three solenoid valves FAST, SLOW, and OPEN.

8. An input signal is also provided for a six-door coach (Trailer Coach), which will invoke further control, by the coach controller.[5032]

9. The system has made provision for door closing alarms [5024] and local door alarms [5044], [5047]. These have not been implemented in the present specification.

e) The normal door control is performed as follows;

1. At system start up, the controller waits for the LOW AIR input to be de-energised (at 320 kPa).



2. The position of the door needs to be determined. If the door is either open or closed, nothing happens. If the door is neither open nor closed as detected by the sensors, then the door is closed slowly. When the CLOSED sensor is detected, the door is released. The controller then waits for an instruction.

3. If the door is closed and the emergency push button is pressed, or the door is opened slightly, then the OPEN valve is energised, and the door powers open and releases in the open position after a time delay. The time delay is introduced to discourage passengers from continuously opening and closing the doors when the doors are released.

4. If the door is closed and the door close train line is energised, the FAST valve is energised, and pressure is applied to the piston. As long as the train line remains high, the door will remain closed and locked. The locking function id performed by means of a small air piston.

5. If the door is open, and the emergency button is depressed, or the door is closed slightly, then the FAST valve is energised, and the door starts to close. When the CLOSED sensor is detected, the door is released and remains closed. The piston has a mechanical damper to cushion the door closed.

6. If the door is open, and the close train line is energised, then the FAST valve is energised, and the door starts to close When the CLOSED sensor is detected, the FAST valve remain energised to keep the door closed and locked.

7. When the train speed is above 5 kph, train line 23 is energised, and the FAST valve is energised. The door is then mechanically locked and cannot be opened by using the emergency push buttons.

8. When the door close train line is de-energised and the train speed is less than 5 kph, then the FAST valve will be de-energised, and the door will remain closed in the released and unlocked mode.

f) The abnormal door control is performed as follows;

1. While the door is closing, and the emergency push button is depressed, the door valves will be de-energised, and the door released. The door may then be opened by hand. After a time limit, the door will continue the closing process. The closing may be interrupted 3 times, after which the door will power closed with maximum pressure applied. If the CLOSED sensor is not detected after a time limit, the door is released and the cycle is repeated.

2. If the door is obstructed while closing, and the close sensor is not detected within a time limit, then the door will release. The operation of the door will be the same as mentioned above.



3. If the train speed is less than 5 kph, and the doors are closed. Then depressing the emergency button will effective reduce the pressure on the cylinder. The door may then be hand opened. After a period of a few seconds, the door will close again.

4. If the train speed is greater than 5 kph, and the doors are closed. Then depressing the emergency button will have no effect on the door.

5. When the door close train line is de-energised and the train speed is greater than 5 kph, then the FAST and LOCK valves will remain energised, until the train speed is less than 5 kph when the door will be released.

g) The abnormal door control if the Coach Controller fails;

1. If a Coach Controller fails to operate and the SYSCK relay is not energised inside the Coach Controller. Train line 38 will be supply a negative return for the Coach Controller Fault Light on the Drivers Desk [4077] and for the bypass unit on that specific Motor or Trailer Coach [5027], [5036].

2. If either Train Line 24 or 26 or Both are energised, then Train Lines 24 and 26 will energise each door close valve on each door opening on the coach where the Coach Controller has failed through the bypass unit. This means that there will be no smart controls of the doors as described in par e & f.

19.8 Testing of Doors on a 10M4 & 10M4-1 Trainset

The purpose of this test will allow you to close and open all the doors on a Trainset. The test can only be done per side (A-Side or B-Side) The Following steps must be followed to obtain the results:

1. Switch on the Driver’s Control Key (DCK). 2. Press the Door Release button on the side that will NOT be tested.

3. Press the Door Close button on the side that must be tested. When the Door

Close button is pressed the Door Warbler will Sound.

4. As soon as the Door Close Light has been energised of the side that is being tested on the Door Warbler, the Door Open button must be pressed.

5. Wait for 7 seconds.

6. Press the Door Close button on the side that is being tested just after the 7



seconds. The Door Warbler will sound after the Door Close button was pressed.

7. Wait for 1 second.

8. Press the Door Open button on the same side that must be tested.

9. The Result should be that all of the Doors on the side that are being tested

should OPEN on the entire Trainset. If there are doors that do not open after the above sequence or close after the Door Close Push button is pressed on the side that is being tested those Doors must then be inspected and repaired.

DCK KEY ON--------------------------------- Door Release on Side that is NOT TESTED--------------------------------------- Door Close on Side that is TESTED--- Door Release on Side that is TESTED Door Warbler Sound----------------------- Door on Side that OPENS----------------

20 Coach Heater Control ([8011] – [8131]) a) The HV heater control train line 14 is energised when the heater switch =8-

S101 [8022] is energised and the DCK is ON =4-K112 [8022].

b) If the HV compartment door is locked, and at least one heater cable cover is closed =8-S102 [8026], then the Heater Contactor (HC) [8024] will be energised.

c) The HC supplies 3000 volts to the two heater circuits per coach via fuses HCF [8012] and =8-F101, =8-F102 [8011], [8012] (for a motor coach) and =8-F201 [8071], =8-F202 [8072] (for a trailer coach).

d) To close heater contactor =8-K101 [8011] (A-side) and =8-K102 [8012] (B-side) the following condition must be normal for the coach controller to close the contactor’s:

1. Aux. HV-compartment door must be closed and locked. Digital input signal to the coach controller will be high (110V DC) HVCDIL [8024]

2. A-side heater thermostat switches (which are connected in series)

7s Delay

1s Delay



must be closed for all the heater units, the digital input signal to the coach controller must be high (110V DC) THER A [8032].

3. B-side heater thermostat switches (which are connected in series) must be closed for all the heater units, the digital input signal to the coach controller must be high (110V DC) THER B [8037].

4. If all conditions are normal the coach controller will close A-Side and B-side heater contactor. Heater contactor coil A-side =8-K101 [8033] and B-side =8-K102 [8037]. The heater fans for A-side and B-side will also be energised. [8033], [8037]

5. The heater control supply is fed form MCB =8-Q101 [8033] (A-side) and MCB =8-Q102 [8037] (B-side) via wire L4.

6. After the heater contactor’s are closed the coach controller will detect if current is flowing =8-B101 [8019], [8052] through A & B-side heater circuits after a time delay. If one of the heater circuits is not drawing any current the coach controller will de-energise the specific heater contactor.[8033], [8037]

(Heater circuits A-Side and B-Side are controlled separately)

e) If any of the above conditions are not normal the coach controller will display the following fault codes on the specific coach controller were the fault may occur :

1. If one of the heater thermostat of the A-side heater circuit is open circuit, the coach controller will energise led FAN FLT A [8056]

2. If one of the heater thermostat of the B-side heater circuit is open circuit, the coach controller will energise led FAN FLT B [8056].

3. If the coach controller detected no current in the A-side heater circuit, the coach controller will energise led ELM FLT A [8056].

4. If the coach controller detected no current in the B-side heater circuit, the coach controller will energise led ELM FLT B [8056].

5. If the Aux. HV Compartment (in a Motor Coach) [8023] or the HV Cover (in a Trailer Coach) [8114] is not closed the specific coach controller will energise led FAN FLT A, FAN FLT B, ELM FLT A and ELM FLT B [8056] simultaneously.

f) If FAN FLT A, FAN FLT B, ELM FLT A or ELM FLT B is energised by any coach controller, relay =8-K103 [8056] in a motor coach or relay =8-K203 [8116] in a trailer coach will be energised. Train line 22 will be energised via relay contact =8-K103 [8057] in a motor coach or relay contact =8-K203 [8116] in a trailer coach, that will energise the heater fault light on the specific motor coach [8056] or trailer coach [8116] were the fault may have occurred, and on the drivers fault panel.[8124]



21 Reset Functions ([3101]) a) The Traction Reset push button =4-S103 [3108] energises train line 7, which

energises relay =2-K102 [2018]. Relay =2-K102 contact will energise resets the Traction Motor Overload Relay (MOL) [2015].

Note: The Traction Reset Push Button will not de-energise the SHMC (Master Controller) as per the 5M2A Motor Coachs.

b) The auxiliary reset push button =4-S101 [2038] energises train line 20, which resets the main compressor, exhauster and motor alternator.

c) The DCK must be ON to energise all the reset circuits.

22 Windscreen Wiper and Washer ([9071]) a) A 110V/24V DC to DC converter powers the electric windscreen wiper. The

motor has two speeds and is controlled by a switch =9-S101 [9073] on the driver’s desk.

b) A washer is integrated into the wiper blade. The washer motor is energised by a push button =9-S108 [9076] on the driver’s desk.

c) The windscreen wiper circuit is also controlled by the DCK key by means of relay contact =2-K116. [9073]

23 Fire Suppression System ([9061-9069]) a) The fire suppression system is powered from the trainset batteries and is

controlled by the coach controller.

b) One smoke detector =9-B109 [9066] and one optical detector =9-B110 [9067] are installed into the HV compartment.

c) The fire system operates a siren in the driver’s cab=9-A103 [9069] of the coach where detection has occurred and a gas solenoid =9-Y101 [6088] to discharge fire extinguishing gas into the HV compartment.

d) Train Line 44 is energised by relay =9-K103 [9065] in the event of detection and will cause the Fire Warning light on the driver’s indication panel to be energised in the event of detection. ]

e) If a fire does occur in the HV compartment the main air supply to the HV frame is cut off by means of =9-Y102 [9062] and the traction blowers are switched off by means of =9-K102 relay contact [4122].

f) System Start up Operation and Self Test 1. On start up, the Coach Controller checks the validity of the smoke &

optical detectors, the fire bell and the gas solenoid. 2. While this process is taking place, the Fire Warning light [9071] on the

driver’s desk will flash for 15 seconds.



3. If all systems are operational, the light will extinguish. 4. The fire system controls the air pressure to the HV frame, as well as

the Traction Blowers and Pressurisation Fan. 5. Any fault is indicated with the Fire Warning light, where a code is used

to indicate the faulty component as follows.

Smoke detector ON for 1 second, OFF for 4 seconds

Optic Detector ON for 2 seconds, OFF for 3 seconds

Fire Bell ON for 3 seconds, OFF for 2 seconds

Gas Solenoid ON for 4 seconds, OFF for 1 second

All Faulty Short Indication every few minutes as a reminder to report the fault

6. If a fault is detected, the fault has to be acknowledged before the system will allow the faulty coach to power.

7. Where possible, the fire bell will sound on the coach with the fault, so that it can be easily detected.

8. If the fire bell cannot sound, then the faulty coach can be detected as follows.

Switch on the DCK. Determine on which coach the traction blowers are not running.

This will be the faulty coach, as the fire system de-energises the blowers when a fault is detected.

9. Locate the Fire System control unit in the control cubicle, and press the red RESET button. The blowers will then be energised, and air pressure supplied to the HV compartment.

10. When a Fire System has been reset in this way, the Fire Warning light will give a short Indication every few minutes as a reminder to report the problem.

g) Fire Detection and Acknowledge of False Alarm

Fire Bell



1. If a fire is detected in service, the Fire Warning light will illuminate, and the Fire Bell will sound in the coach where the detection has taken place.

2. The trainset must be safely stopped and the problem coach detected. 3. If a fire has occurred, take appropriate action. 4. If it is a false alarm, then locate the fire system control unit in the

control cubicle, and press the red RESET button. All systems will then function normally.

24 Speed Indication System ([3131]) a) The speed signal is obtained from the Traction Controller.

b) The signal is used to drive the driver’s speedometer, the guard’s speedometer, and to provide a speed signal to the public address system. The public address adjusts its output volume in proportion to the train speed.

c) The three speed indication systems are connected in series. [3131]

d) The guards’ speedometer is only energised when the GCK is ON by means of relay contact =4-K111 [3137].

e) When the public address system is not working and has to be removed a dummy cable is provided to plug in the coach part of the public address system to ensure a speed signal on the Driver or Guards desk.

NB: Remember the Speedometers are connected in series.

25 Trunking Radio and Public Address Control ([9011] – [9041]) a) The Trunking Radio is powered when either a DCK or a GCK is switched

ON.[9013]

b) The public address and music system will only be enable when a GCK is inserted, and a Trunking Radio handset is inserted.

c) The public address adjusts its output volume in proportion to the train speed.

d) Each coach is fitted with six loudspeakers, which are energised from the train lines via a transformer.

e) Provision has been made for a PA / Music+PA switch =9-S101 [9032] Motor

Fire System



Coach and =9-S201 [9042] Trailer Coach which permit authorised persons to isolate the music signal from a coach.

f) Refer to the relevant documentation for further information.

26 Suppression of Circuits [4021] a) All contactors, relays, and operating valves are fitted with suppression units

(ASC) to suppress switching spikes. [4027]

b) Certain contactors may be fitted with free wheeling diodes in place of suppression units.

27 Hooters & Siren Control [9051] On the Class 10M5 Motor Coaches are equipped with an Air Hooter and a removable Electrical Siren.

• The foot pedal that controls the Air Hooter & Electrical Siren is fitted with a pneumatic air valve and an electrical switch.

• Generally the Air Hooter portion are operated on the same manner as with the Class 5M2A Motor Coaches. The air pressure to the foot pedal can be shut off, by closing the air cock on the B-Side behind the driver’s door steps.

• The Air Hooter can be controlled without any DCK or GCK key switched ON.

• When a region decided to utilize the Electrical Siren the Air Hooters can be shut off by closing the above mentioned shut off air cock.

• The Electrical Siren are supplied from batteries through the Electric Siren MCB =9-Q107 [5056].

Air Hooter & Electrical Siren Foot pedal =9-S109 [9056]

Electrical Siren Plug and Mounting Bracket pedal =9-A105 [9056]



• The Electrical Siren can only be operated when a DCK or a GCK is switch ON. This is accomplished through relay contact =4-K113 [5056].

• By depressing the Hooter Foot pedal switch =9-S109 [5056] will complete the electrical circuit for the Electrical Siren if fitted.

28 Electrical Instrumentation

a) Line voltage is monitored by the HV voltmeter, which is mounted to the Left-hand side of the driving position. The HV voltmeter is controlled by the Coach Controller. [2049]

b) Traction circuit current is monitored by ammeter =1-P101 [1018], which is mounted to the left-hand side of the driving position.

c) MA output voltage is monitored by voltmeter V2 on the driver’s desk to the left-hand side of the driving position. [2031]

d) The trainset battery bus L4 is monitored by voltmeter =4-P101 [4136] [TOP] and local battery on the motor coach is monitored by voltmeter =4-P102

10M5 Drivers Desk

Battery Bus

Local Batteries



[4013] [BOTTOM] on the right-hand side of the driving position.

e) The driver’s speedometer is mounted centrally on the driver’s desk. [3132]

f) The guard’s digital speedometer is mounted on left-hand side when seated on the Driver’s seat facing the Driver’s window. [3137]

29 Bell Control ([4061]) a) Four bell push buttons are provided. One at each cab door and one on the

Guards Control Panel and the other one in front of the Driver’s Desk below the Vacuum Meter. [4065]

b) A GCK or DCK energises the bell circuit via wires 50103 =4-K113 [5014]

10M5 Drivers Desk Guards Panel

Right Hand Panel Left Hand Panel

Bell Push Buttons



c) There is one bell per cab.

30 Cab Fan and Heater Control ([7051]) a) Each cab is provided with a ventilation fan [7055] and heater fan unit. There

is one fan switch, which controls the ventilation and heater fan, and two heater elements. This switch is mounted on the Guards Control panel (left-hand side of Driver seat).

b) The heating elements are fitted with thermal cut-outs in the event of over heating.

c) The fan / heater will only operate if a DCK or GCK is ON via C wire, and relay contact =4-K113 [7055].

31 Power Circuit Description ([1011]) The portion will explain the traction power circuit and the connections of the control signals. The full description of the Traction Controller is explained in Chapter 4 document Introduction to Microprocessor Traction Controller.

Bell

Cab Fan & Heater

Guard’s Control Panel



31.1 Description.

a) The traction power circuit consists of 4 1500-volt traction motors. The two motors per bogie are always connected in series. The bogies are initially connected in series, and may also be connected in parallel. The traction motor fields may also be weakened by paralleling them with an inductive divert.

b) The traction circuit is powered from the overhead line through 4 line switches (LS1, LS2, LS3, and LS4) [1012, 1014]. The combination of the circuit is controlled by combination switches JR1&2, J1&2, RS, P and G. The weak field is controlled by switches F1 and F2. The resistors are switched out by means of resistor switches R1, R2, R3, R4, RR1, RR2, RR3, RR4. The direction is changed by means of the reverser (REV) which reverses the fields of the traction motors.

c) Cutting out acceleration resistors, and changing the combination from series to parallel accelerates the traction motors. The microprocessor traction controller carries out the entire control process.

d) A bogie may be cut-out with the cut-out knife switches MCOS 1&2 and MCOS 3&4.

e) Line switches LS4 and LS3 are fitted with parallel resistors. When the traction circuit is opened, LS4 opens first which will introduce some resistance to the circuit to reduce the current. LS3 will introduce further resistance, and LS1 and LS2 will clear the circuit. LS1 and LS2 are fitted with restrictors to slow their opening process, so that the line current may be reduced as a result of the introduction of the additional resistance by LS3.

f) The traction circuit is monitored as follows:-

1. Line voltage is monitored by P1. [1011]

2. Bogie one current is monitored by DCCT1. [1014]

3. Bogie two current is monitored by DCCT2. [1016]

These three units supply analog data to the traction controller, and are powered from the traction controller. [3092]

4. An over load unit monitors the bogie currents. (MOL1&2, MOL3&4) [1011]. The unit operates when a bogie current exceeds 350 amperes.

5. The input and output current is monitored by an earth leakage unit – Current Balance Relay. (CBR) which operates when the difference in input and output current is greater than 50 ampere.

These two units constitute the hardwire protection of the traction system. An operation by any unit will interrupt the control circuit of the



line switches [3063] and disconnect the traction circuit from the power supply.

6. The ammeter shunt (AS) [1017] drives the traction current meter on the driver’s desk.

g) The traction circuit may be isolated and earthed by means of the High Voltage Compartment Isolating Switch (HVCIS) [1014].

31.2 Control Signals to HT Frame on a 10M5 Motor Coach

The HT Frame is one large module that can easily be installed or removed with all the above mentioned component fitted. With this two connection panels are provided to connect al the necessary control wiring. The HT – Cabling from the Motor Coach are connected to the specified connection points.

The HT frame is built to be used on Class 5M2A Motor Coach and Class 10M Motor Coaches. The HT wiring numbers that are used were initially for the Class 5M2A Motor Coaches. Due to this it may occur where the HT Frame is wire no C2 is connected with a 10M5 wire no 20307.

• T1 – This connection panel is found on the bottom on the left-hand side of the HT frame.

• T2- This connection panel is found opposite of the Microprocessor Traction Controller of the HT Frame.

T1 LT Connection T2 LT Connection



31.2.1 T1 Connection Panel

HT Frame 10M5 Motor Coach

No: Wire No: Wago No: Wire No:

DRW Location

Description

1 11B W1 11B [8028] HT Contactor

2 30 W2 30 [6131] LS1 & LS2 MA Indication Test

3 208 W3 208 [3082] 5km/H (=3-K103)

4 Not Used W4

5 Not Used W5

6 635 W6 Spare Spare Spare

7 610 W7 610 [3054] HVCDS Earth Switch

8 402 W8 402 [3063] HVCDS / HVCDIL Earth Switch

9 404 W9 404 [3063] HVCDS / HVCDIL Earth Switch

10 636 W10 Spare Spare Spare

11 633 W11 Not Used

12 703 W12 703 [2014] MOL Reset coil

13 1310 W13 1310 [6132] MA Indication / Remote Control

14 2301 W14 231 [6136] Line Switch Indication

15 602 W15 602 [6134] 110V DC Output to ISOCOM

16 1404 W16 1404 [8024] Heater Control Earth Switch

17 10 W17 10 [4034] Panto Lower Control Input

18 219 W18 Not Used

19 901 W19 901 [4036] Panto Raise Input

20 902 W20 902 [4036] Panto Raise Valve Coil (Output)

21 600 W21 600 [3031] +110V DC Power Supply (Input)

22 600 W22 600 [3031] +110V DC Power Supply (Input)





DRW Location

Description

23 21 W23 21 [3026] Emergency Brake (Input)

24 8 W24 8 [3031] -110V DC Power Supply (Input)

25 Not Used W25




29 AM1 W29 AM1 [1018] Traction (+)Current Ammeter (Output)

30 AM2 W30 AM2 [1018] Traction (-)Current Ammeter (Output)

31.2.2 T1 Connection Panel



DRW Location

Description

1 101 W1 101 [3014] Holding Line (Input / Output)

2 201 W2 201 [3014] Powering Line (Input)

3 3 W3 3 [3015] Parallel Line (Input)

4 401 W4 401 [3016] Forward Line (Input)

5 501 W5 501 [3017] Reverse Line (Input)

6 6 W6 603 [3017] Weakfield Line (Input / Output)

7 7 W7 7 [3018] Traction Reset (Input)

8 20 W8 20 [3025] Aux Reset (Input)





DRW Location

Description

9 8 W9

10 8 W10

11 219 W11 219 [4035] Panto Lower Control (Output)

12 219 W12 219 [4035] Panto Lower Control (Output)

13 600 W13 Not Used

14 634 W14 634 [3056] Dead Man (Input)

15 202 W15 202 [3083] Master Door Close =3-K101 (Output)

16 602 W16 Not Used

17 15 W17 15 [3022] QSA Control (Input)

18 603 W18 603 [3017] Control Cut Out (Input)

19 C2 W19 20307 [3024] Control (Input)

20 230 W20 230 [3089] Traction Fault Indication (Output)

21 C6A W21 20505 [3023] Traction Motor Blower 1&2 (Input)

22 C7A W22 20510 [3023] Traction Motor Blower 3&4 (Input)

23 C21 W23 20505 [3026] Pressurising Fan (Input) (Blower 1&2)

24 204 W24 204 [3085] Fault Storage Indicator (Output)

25 229 W25 229 [3086] Emergency Bake Relay =3-K102 (Output)

26 646 W26 Not used

27 17 W27 17 [3028] Exhauster Cut Off Control (Input)

28 660 W28 660 [3057] Emergency Button (Output)

29 661 W29 661 [3057] Emergency Button (Input)

30 231 W30 231 [3088] Wheel Slide Indication (Output)

31 SP1 W31 Spare





DRW Location

Description

32 SP2 W32 Spare

33 SP3 W33 Spare

34 SP4 W34 Spare

35 647 W35 Not Used

36 23 W36 23 [3026] 5km/h Speed (Input)

37 24 W37 24 [3026] Door Close R-Hand (Input)

38 26 W38 26 [3027] Door Close L-Hand (Input)

39 2100 W39 30501 [3059] 220V AC Laptop (Output)

40 2200 W40 30502 [3059] 220V AC Laptop (Output)

41 40 W41 40 [4105] LAN Connection (Output)




oooOOO-END-OOOooo



32 Notes

Chapter Two

ISOLATION AND EARTHING SYSTEM FOR CLASS 10MX

MOTOR COACHES

Operating Manual


Subject

ISOLATION AND EARTHING SYSTEM FOR CLASS 10MX MOTOR COACHES

Operating Manual

APRIL 2005

By


10M Earth and Isolate Operating Manual.doc 9/16/2005 Page i

ISOLATION AND EARTHING SYSTEM FOR CLASS 10MX MOTOR COACHES

Operating Manual

Table of Contents

1 INTRODUCTION 1

2 ISOLATION AND EARTHING SWITCH DESCRIPTION 1

3 ISOLATION AND EARTHING SWITCH FUNCTIONAL DESCRIPTION 2

4 ISOLATION AND EARTHING SYSTEM HARDWARE DETAIL 2

5 ISOLATION AND EARTHING SYSTEM OPERATIONAL DESCRIPTION 3

5.1 UNLOCKING THE SWITCH 3 5.2 MOVING LEVER 1 3 5.3 MOVING LEVER 2 3 5.4 REMOVING THE MASTER KEY 4 5.5 UNLOCKING THE HV DOOR 4 5.6 SECURING HV DOOR IN OPEN POSITION 4 5.7 CLOSING AND LOCKING THE HV DOOR AND EARTHING SWITCH 4

Operating Manual for Isolation and Earthing System

10M Earth and Isolate Operating Manual.doc 9/16/2005 Page 1

1 Introduction The new Class 10M5 Motor Coaches have been fitted with a modern isolation and earthing system incorporating key controlled interlocking devices. Separate switches and keys have been provided for the Auxiliary Supply and Traction Supply systems. The new interlocking system has been developed with the following features.

The Isolation and Earthing switch has to be unlocked and locked using the new Drivers Control Key (DCK) that is used to unlock the Single Handle Master Controller (SHMC).

When the appropriate system has been isolated and earthed, a Master key will be released that is used to unlock the respective High Voltage Compartment. The isolation switch cannot be operated until the Master key is returned to its original position.

This Master key is held captive while the HV door is unlocked. A Slave key may be removed from the HV door bolt lock to lock the HV

door in the open position thus preventing door closure by an unauthorized person.

As the new system is key controlled, as compared to heavy linkage control used on present systems, the system is light and easy to operate.

2 Isolation and Earthing Switch Description There are two systems, one for Auxiliary Supply, and one for Traction Supply.

Auxiliary Supply 1x Auxiliary HV Earthing Switch (Blue and Orange keys) including slider door twin key exchange bolt lock that is coach uniquely coded blue master and orange slave.

Traction Supply 1x HV Room Earthing Switch (Green and Yellow keys) including slider door twin key exchange bolt lock that is coach uniquely coded green master and yellow slave.

Insert for DCK

Insert for Master Key

Lever Knob



3 Isolation and Earthing Switch Functional Description The unit will be unlocked with the driver’s

control key. No action of the left lever will be allowed unless the driver’s key is inserted and unlocked.

The left handle may be operated after depressing the lever knob. The driver’s key will be captive during rotation, but may be taken out in any of the two stationary positions.

During the 90° left handle lever rotation the system will activate two IP67 NO/NC micro switches. (E.g. to give an electrical signal to drop line breaker and heater circuits etc.)

Immediately afterwards the air valve will be opened to vent the pantograph cylinder and close the air supply to the pantograph.

Only after the full 90° rotation is completed may the drivers control key be taken out again. The lever will be locked in this position and the right hand lever is released and may be operated.

The right hand handle may now be rotated by 90 ° to earth and isolated the high voltage equipment.

Three IP67 NO/NC micro switches will be activated in the rotated position. This operation will double lock the left-hand handle in position. Driver’s

control key is not required for this operation. The master key is released and may be removed by locking the right hand

handle into this position. The master key is then inserted into the double bolt door lock. The door may be unlocked and slid to the open position. Once the door

moves from the closed position, the master key cannot be rotated and removed.

A slave key will lock the door in the open position and may be taken out. The operator will keep this key; to ensure his safety that the system cannot

be taken from an earthed and isolated state back to a live state.

4 Isolation and Earthing System Hardware Detail The arrangement consists of:

Engraved mounting plate housing the bushes, shafts, interlocking, cams and mounting of the peripherals.

Driver’s control key lock Left hand cam to activate two micro switches and air valve



Right handle arrangement for power blade rotation and to activate two micro switches.

Interlock lock with green key, uniquely keyed per motor coach Double barrel door lock with one yellow key, uniquely keyed per coach Lock barrels and keys included and logistically controlled in the supply.

5 Isolation and Earthing System Operational Description Except for the color-coding of the keys, the operation of the two earthing switches is identical. 5.1 Unlocking the Switch

With the switch in the LIVE position, insert the DCK into the keyhole provided, and turn the key to unlock lever 1 knob. The key will now be captive.

5.2 Moving Lever 1 Push lever 1 knob in and rotate the lever 90 degrees anticlockwise into the isolated and earthed position. The DCK will now be released, and may be removed, by rotating the key clockwise, and removing it. Lever 1 will now be locked.

5.3 Moving Lever 2 Grip lever 2, and move it into the Isolated and Earthed position. The Master key will now be released.

Earthing Switch - Normal Position

Earthing Switch - Isolated and Earthed Position



5.4 Removing the Master Key Turn the Master Key clockwise, and remove it from its housing. This key is used to unlock the respective HV compartment.

5.5 Unlocking the HV Door Insert the Master key into the bolt lock, and rotate it clockwise. The blue key is for the Auxiliary HV compartment door, and the green key is for the Traction HV compartment door. The Master key is now held captive. The door may now be slid open.

5.6 Securing HV Door in Open Position

When the door is in the fully open position, then the slave key may be turned and removed. The slave key locks the door in the open position. The door cannot be closed until the Slave key is returned to the lock.

5.7 Closing and Locking the HV Door and Earthing Switch

Return the Slave key to the Bolt Lock, and turn the key fully anticlockwise to release the open lock.

Close the door fully. Turn the Master key fully anticlockwise to lock the door in the closed

position. Remove the Master key, and return it to the Earthing Switch, and turn fully

anticlockwise to release lever 2. Turn lever 2 into the Live Position. Insert the DCK into Lever 1, and turn fully anticlockwise. Push Lever 1 knob in, and turn the lever to the Live position. Remove DCK key. The switch is now locked.

Chapter Three

SINGLE HANDLE MASTER CONTROLLER AND VIGIDRIVE WITH INTEGRATED DEADMAN

AND VIGILANCE CONTROL FOR CLASS 10MX MOTOR COACHES



Subject

SINGLE HANDLE MASTER CONTROLLER AND VIGIDRIVE WITH INTEGRATED DEADMAN AND

VIGILANCE CONTROL FOR CLASS 10MX MOTOR COACHES


September 2005

By


Version 1.0

VigiDrive Description Ver 1.0.doc 04-07-2005 Page i

Table of Contents

1 INTRODUCTION 1

2 VIGIDRIVE DESCRIPTION AND FUNCTIONALITY 2

2.1 GENERAL DESCRIPTION 2 2.2 DEADMAN MODE 2 2.2.1 SYSTEM VALIDATION AND RESET 2 2.2.2 DEADMAN OPERATION 3 2.3 VIGILANCE MODE 3

3 VIGIDRIVE SIGNAL AND COMPONENT DESCRIPTION 4

3.1 INPUT AND OUTPUT SIGNALS 4 3.2 COMPONENT FUNCTION 6

4 VIGIDRIVE CIRCUIT DESCRIPTION AND OPERATION 10

4.1 START UP 10 4.2 VIGIDRIVE HOLD OFF MODE 11 4.3 VIGIDRIVE ACTIVATED FROM HOLD OFF MODE 11 4.4 NOTCHED OFF VIGILANCE MODE 13 4.4.1 NOTCHED OFF VIGILANCE MODE RESET FUNCTION 13 4.4.2 NOTCHED OFF VIGILANCE MODE NO RESET 14 4.4.3 NOTCHED OFF VIGILANCE MODE NO RESET EFFECT 15 4.5 VIGIDRIVE ACTIVATED IN FORWARD OR REVERSE MODE 15 4.6 VIGIDRIVE OPERATION WHILE IN MOTION MODE 15 4.7 VIGIDRIVE OPERATION WHILE IN POWERING MODE 15 4.7.1 VIGILANCE RESET FUNCTION 16 4.7.2 NOTCH OFF RESET FUNCTION 16 4.7.3 NOTCH OFF RESET OPERATION 17 4.7.4 NOTCH OFF NO RESET 18 4.7.5 NOTCH OFF NO RESET EFFECT 18 4.7.6 DEADMAN PUSH BUTTON ACTIVATION 18 4.8 NOTCH PUSH BUTTON OPERATION 18 4.9 SPEED DETECTION 19

5 SINGLE HANDLE MASTER CONTROLLER CIRCUIT DESCRIPTION 19

5.1 INPUT AND OUTPUT SIGNALS 20 5.2 COMPONENT FUNCTION 23 5.3 MECHANICAL BRAKE FUNCTION OF SHMC 23 5.4 WIRING DIAGRAM 24

Circuit Diagram Manual and Description for VigiDrive and SHMC

VigiDrive Description Ver 1.0.doc 12-09-2005 Page ii

6 MANUAL EMERGENCY BRAKE APPLICATION VALVE 24

7 VIGIDRIVE FAULT FINDING 25


VigiDrive Description Ver 1.0.doc 12-09-2005 Page 1

SINGLE HANDLE MASTER CONTROLLER AND VIGIDRIVE WITH INTEGRATED DEADMAN AND VIGILANCE CONTROL

FOR CLASS 10MX MOTOR COACHES

1 Introduction The Driving and Braking Controllers fitted to Class 5M2A motor coaches consist of two levers that are operated independently to control the powering and braking of a Class 5M2A train. These controllers have initially been installed into all series Class 10M Motor Coaches.

A new driving and braking control system has been developed with the following features.

The Driving as well as Braking control levers have been incorporated into one Single Handle Master Controller (SHMC).

The driving control position is entered by pushing the handle forward, and pulled backwards to enter the braking control positions.

The Deadman system has been changed from a heavy spring-loaded lever to a small finger operated trigger switch.

The Deadman System has to be reset every time the controller handle is returned to the OFF position from a powering position.

The Deadman System incorporates a Vigilance System that requires to be reset after a time period.

The New Deadman system is named VIGIDRIVE, which is an acronym for “Vigilant Driver”.

An audible warning is given to notify the driver that the Deadman system must be reset.

The SHMC consists of a thumb switch that is used to hold a Notch position in Series or Parallel Powering Positions when depressed. The same switch when depressed will provide Exhauster Weak Field Operation when the Handle is in the OFF position.

The old standard Reverser Key is no longer required.

A small special key is used to unlock the SHMC. When the controller is unlocked, then the Driver’s Control Key Function (DCK-Control) may be turned on (The cab is then “Occupied”.), and then Forward or Reverse may be selected, and only then will Powering or Braking be permitted.

The same key is used to unlock the High Voltage Earthing Switches.



A Separate Manual Emergency Brake Application Valve is provided to enable either the Driver or a guard to apply the brakes in an emergency situation.

The Manual Emergency Brake Application Valves cannot be operated in unmanned cabs when a driver occupies another cab.

When the Guard turns on his GCK control key, then the Manual Emergency Brake Application Valve in that cab will be made operational.

The SHMC is operated by the left hand.

The new controller improves the ergonomics of the cab, and is easy to use.

2 VIGIDRIVE Description and Functionality 2.1 General Description

The purpose of the Vigidrive system is to ensure that the driver is vigilant at all times while the system is active.

The system has been designed for ease of operation and improved safety of the trainsets.

There is a Deadman function, which will cause an Emergency Brake Application and Traction Shutdown after a short time when a Deadman trigger is detected.

In addition there is a vigilance mode that requires to be reset after a variable period of about 30 to 50 seconds. Failure to reset the Vigilance mode will cause an Emergency Brake Application.

The driver is given an audible alarm when the system needs to be reset.

The system is deactivated in the following conditions:-

The cab is vacated.

The train is stationary and the Forward/Reverse lever is in the Neutral Position. This is known as the Hold Off Mode.

2.2 Deadman Mode While the train is moving, or the Forward/Reverse lever is not in neutral, then the system is active, and the Deadman push button must be depressed at all times.

2.2.1 System Validation and Reset

To verify that the Deadman system is functioning correctly, it is a requirement that the system be reset when the Powering/Braking lever is moved from any powering position to the OFF position.



When the OFF position is attained, the alarm will sound reminding the driver that the Deadman System has to be reset.

To reset the system, the driver must release and again depress the Deadman Push Button. This will cause the system to reset and the alarm will stop sounding.

Failure to reset the system after a short time limit will cause an Emergency Brake Application and Traction Shutdown.

2.2.2 Deadman Operation

If the Deadman Push Button is released at any time while the system is active, an Emergency Brake Application will be made without any warning after a short time delay.

To allow for hand repositioning, the Deadman Push Button may be released and again quickly depressed without the Deadman system triggering an Emergency Brake.

If the Emergency Brake Application occurs while in the powering mode, then the Powering/Braking lever must be returned to the OFF position to reset the Deadman system.

2.3 Vigilance Mode When the Deadman Push Button has been continuously depressed for a variable period between 30 and 50 seconds, the alarm will sound reminding the driver that the Vigilance System has to be reset.

To reset the system, the driver must release and again depress the Deadman Push Button irrespective of the position of the Powering/Braking lever. This will reset the system and the alarm will stop sounding.

Failure to reset the system after a short time limit will cause an Emergency Brake Application.

If the Emergency Brake Application occurs while in the powering mode, then the Powering/Braking lever must be returned to the OFF position to reset the Deadman system.

When the SHMC is in the OFF or any Braking position, and the Deadman Push Button is released and again depressed after even a very short time, the 50-second timer will be reset before the timer has expired. The 50-second timer will therefore only provide a warning signal and require to be reset if the push button has been depressed continuously for more than 30 to 50 seconds.

When the SHMC is in any Powering position, and the Deadman Push Button is released and again depressed, there will be no effect on the 50-second timer. The timer will not be reset in this mode.



3 VIGIDRIVE Signal and Component Description The VigiDrive is designed for ease of maintenance in that it is connected to the train by means of three connectors that receive the input signals, and send the output signals. The connectors are coded to prevent incorrect insertion. Refer to Figure 1

3.1 Input and Output Signals The following Table lists the detail and function, of each input and output signal. To understand the functional description of each signal, refer to the simplified circuit diagram of the Single Handle Master Controller and VigiDrive interface Figures 1.

Connector Pin Signal Name Function CN1 1 Control Supply C3B 110 volt Control supply is received when

the Driver’s Control Key (DCK) is switched on. This supply is received via the SHMC by means of the interconnecting cable.

CN1 2 EVV and QSA Control This output controls the application of QSA and energizing of the EVV. This signal is high when control is on, and the VigiDrive is in Emergency Application Mode.

CN1 3 OFF- BRAKING CAM This input is high when the Powering/Braking lever is in the OFF or BRAKING position, and the Forward/Reverse lever is in Forward or Reverse position. This signal indicates non-powering mode.

CN1 4 DEADMAN Button This input is high when the DEADMAN button is depressed and DCK is on.

CN1 5 NOTCH Button This input is high when the NOTCH button is depressed and DCK is on..

CN1 6 NEUTRAL Position Cam This input is high when the Forward/Reverse lever is in the NEUTRAL position, and DCK is on. This signal is used to supply the Deadman Hold Off circuit when the train is stationary and in neutral position.

CN1 7 Emergency Application Valve Control

This output controls the Emergency Application Valve on the SHMC. This valve is energized when there is no Emergency Brake Requirement, and during Deadman Hold Off. When an Emergency Brake Application is made, then this valve is de-energized to vacate the vacuum from the train pipe by means of the Emergency Vacuum Brake Valve situated under the Manual Emergency Brake Valve.

CN1 8 POWERING Cam This input is high when the Powering/Braking lever is in any POWERING position. (Series, Parallel or Weak Field)

CN1 9 Forward + Reverse Control

This output provides supply for the Forward and Reverse Cams. This signal is high when there is no



Connector Pin Signal Name Function Emergency Brake Requirement, and during Deadman Hold Off. When an Emergency Brake Application is made, then this signal is de-energized which in turn will de-energize the Forward or Reverse train lines via the respective cams.

CN1 10 SERIES or PARALLEL Position Cam

This input is high when the Powering/Braking lever is in POWERING Series or Parallel position. (Although the CAM is “energised” in any Powering or Braking position, wiring ensures that the signal will be de-energized in the Weak Field Position by the Weak Field Cam and in the Braking Position by the LAP cam.) This signal is also de-energized during Emergency Brake Application.

CN1 11 OFF POSITION Cam This input is high when the Powering/Braking lever is in the OFF position and DCK is on.

CN1 12 Negative Supply TL18 This negative for the 110v supply is received via the Master Controller by means of the interconnecting cable.

CN2 1 C3C (TL2) This output signal is high when the SHMC is in any Powering position, and DCK is ON. This signal is passed to the Door Warbler Unit.

CN2 2 TL16 Exhauster Weak Field

This output signal is high when the Powering Braking lever is in the OFF position, DCK is on, and the NOTCH button is depressed. TL16 is then energized to provide exhauster Weak Field.

CN2 3 TL1 This output signal is high when the Powering Braking lever is in Series or Parallel position, DCK is on, and the NOTCH button is depressed. TL1 is then energized to provide the NOTCH HOLD function.

CN2 4 TL2 Output to TL2. Will be high when on Pin 5 is high.

CN2 5 C3D (TL2) Input from Door Warbler. Will be high when output from PIN 1 is high, and Door Warbler Timeout has passed.

CN2 6 10M Link TL23 This input signal needs to be looped to PIN 7 when used on a 10M-type coach, and will be high when the train speed is above 5 kph. When used on a 5M2A coach, this signal becomes an output signal that energizes TL23 when the speed is above 5kph.

CN2 7 TL23 Door Lock This input signal will be high when the train speed is above 5 kph in the case of a 10M-type coach. When used on a 5M2A coach, this signal becomes an output signal that energizes TL23 when the speed is above 5kph.



Connector Pin Signal Name Function CN2 8 Door Supply (5M2A) When used on a 5M2A coach, this signal

provides power supply from door control to energize TL23 when the speed is above 5kph.

CN2 9 Traction Supply 5M2A (600)

When used on a 5M2A coach, this signal provides power supply from traction control for K7.

CN2 10 Speed Switch 5M2A (208)

When used on a 5M2A coach, this signal provides a negative via the Traction Controller ROUT card to energize K7 when the speed is above 5kph. When used on a Class 10M type coach, then this pin must be grounded.

CN3 1 Sonalert Negative Negative Supply for Sonalert CN3 2 Sonalert Positive Energizing signal for Sonalert CN3 3 Vacuum Switch Not Used CN3 4 DM Output for TL1,3,6

(wire 31103 for 10M) This output provides supply for the Parallel and Weak Field Cams. It also supplies the Series/Parallel Position Cam. (See CN1 pin 10 for explanation) This signal is high when there is no Emergency Brake Requirement, and during Deadman Hold Off. When an Emergency Brake Application is made, then this signal is de-energized which in turn will de-energize the TL1, TL3 and TL6 via the respective cams and circuits.

CN3 5 Deadman to Traction Controller (634)

This output provides a Deadman signal to the Traction Controller. This signal is high when there is no Emergency Brake Requirement, and during Deadman Hold Off. When an Emergency Brake Application is made, then this signal is de-energized indicating a Deadman Application to the Traction Controller.

3.2 Component Function

Component Name Function K1 Emergency

Application Relay When control is on, and this relay is de-energized, then an Emergency Brake Application exists. When the VigiDrive is “Active”, then this relay is energized, and the Emergency Brake Application is de activated. The relay has a short time off delay to prevent unnecessary Deadman detection when the Deadman button is released momentarily.



Component Name Function K2 System Start and

Vigilance Timer Reset Relay

When this relay is de-energized, then the Deadman button may pick up the Emergency Application Relay, and the Vigilance timer is reset.

K3 Notch Off Delay Relay

This relay remains energized for a short period after the Master Controller has been returned to the OFF position. During this period the Deadman Push button must be released and depressed to prevent the Emergency Application Relay from de-energizing.

K4 Notch Detection and Vigilance Control Relay

This relay is energized when;a) the SHMC is in a Powering position, by the Power On cam, and by the Notch Off detection Relay.b) the SHMC is in OFF or any Braking position by the Deadman Push Button. It provides the holding circuits for K1, K2 and K3. It is controlled by the Vigilance timer, and will be de-energized when the Vigilance timer has expired. When this relay de-energizes, then the reset function is initiated whether in the Notch Off position or Vigilance timeout position.

K5 Notch Off Detection Relay

This relay detects that the Master Controller is in the Off or Braking position after the system has been reset.

K6 Notch Button Detection Relay

The Notch button energizes this relay, and it will effect the energizing of TL1 or TL16 as required.

K7 Low Speed Detection Relay

This relay is energized when the train speed is above 5 kph. When it is de-energized, and the Master Controller is in the neutral position, then the Hold Off position is maintained.

C1 Deadman Button Off delay timer capacitor for K1.

This capacitor ensures that K1 remains energized for s short time, when the deadman push button is released momentarily.

C2 Off delay timer capacitor for K3

This capacitor ensures that K3 remains energized for s short time when the SHMC is moved to the OFF position; sufficient to permit the



Component Name Function system to be reset by releasing the Deadman Push Button momentarily.

C3 Vigilance long cycle timing capacitor for K4

This capacitor provides the long cycle timing for K4. When the capacitor is sufficiently discharged, then FET1 will de-energize K4.

C4 to C8 Snubber Capacitors For relays within the VigiDrive C9 Snubber Capacitor For the Emergency Application Valve

situated on the SHMC R1-R10 Current limiting

Resistor These resistors limit the current for the Light Emitting Diodes L1 to L10.

R11 Push Button Off Delay Timer Resistor for K1

Together with C1, R11 provides the OFF Delay for K1 when the Deadman push button is released.

R12 Reset Off Delay Timer Resistor for K3

Together with C2, R12 provides the OFF Delay for K3 when the Master Controller is moved to the off position. The timer ensures sufficient time for the system to be reset.

R13 Long Cycle Discharge Resistor

Together with C3, R13 provides the Long Cycle timer for K4 via FET1.

R14 Long Cycle Charge R14 limits the charging current for C3 during the Vigilance reset function.

R15 Sonalert Current Limiter

R15 limits the current and hence volume of the Sonalert.

R16-R20 Snubber Resistors For relays within the VigiDrive R21 Snubber Resistor For the Emergency Application Valve

situated on the SHMC L1 LED Indication Light SUPPLY - On when Control is

Energized (DCK on) L2 LED Indication Light DEADMAN PUSH BUTTON – On

when Deadman Push button is depressed.

L3 LED Indication Light SYSTEM ACTIVE – On when the VigiDrive is Active. This will occur a) when the system is active, b) when the train is stationary with the SHMC in the Neutral Position.

L4 LED Indication Light OFF TIMER – On when system active, Fades as timer runs down when SHMC moved to OFF position, indicating time delay.

L5 LED Indication Light POWERING LONG CYCLE – On when vigilance is timing out. Fades as timer runs down.

L6 LED Indication Light OFF BRAKING Normal – On when SHMC in OFF or any BRAKING



Component Name Function mode.

L7 LED Indication Light NOTCH RELAY - On when Notch Push button depressed.

L8 LED Indication Light SPEED Switch – On When Speed detection relay is energised.

L9 LED Indication Light SONALERT – On while Sonalert is energized.

L10 LED Indication Light EAV_FOR_REV Active – On when the supply for the Emergency Application Valve as well as Forward and Reverse are being supplied by the VigiDrive. This will occur a) when the system is active, and b) when the train is stationary with the SHMC in the Neutral Position.

FET1 Vigilance timer switching FET

This FET switches K4 on and off in accordance with the voltage at its gate determined by the charge of capacitor C3.

Z1 Gate Voltage Limiting Tranzorb

To prevent the voltage on the gate of FET1 from exceeding 16 volts.

D1 Blocking Diode Prevents feedback from Train lines 4 and 5 from another coach.

D2 Blocking Diode Prevents LED 3 from being illuminated when the VigiDrive is in Hold Off Mode when K7 contacts (1-2 and 3-4) closed.

D3 Blocking Diode Prevents feedback when K4 contact (3-4) is closed and Deadman push button not depressed during system reset.

D4 Blocking Diode Prevents feedback when the VigiDrive is in Hold Off Mode when K7 contacts (1-2 and 3-4) closed. Also to prevent discharge of timing delay Capacitor C1 by other components of the circuit.

D5 Blocking Diode Prevent energizing of Sonalert by K2 holding circuit created by K3 contacts (7-8 and 9-10) and K4 contact (11-12).

D6 Blocking Diode Prevent discharge of timing delay Capacitor C2 by the circuit.

D7 Blocking Diode Prevents feedback from Train line 2 from another coach.

D8 Blocking Diode Prevent feedback between TL23 and 5M2A Traction Supply 600.



Component Name Function D9 Blocking Diode Prevent feedback between TL23 and

5M2A Traction Supply 600. D10 Blocking Diode Prevent feedback between TL2 CAM

and Deadman Push Button. D11 Blocking Diode Prevent feedback between TL2 CAM

and Deadman Push Button. D12 Blocking Diode Prevent feedback between Deadman

Push Button and remainder of circuit. D13 Blocking Diode Prevents feedback from Train Line

17 relay control circuit from other control signals when the VigiDrive is deactivated.

D14 Blocking Diode Prevents energizing of K7 contacts when VigiDrive is active.

D15 Blocking Diode Prevents energizing of control circuit via Vacuum Switch when installed.

D16 Blocking Diode Prevents energizing of K1 via K7 contact (5-6) and D14 when Stationary and VigiDrive is active.

4 VIGIDRIVE Circuit Description and Operation The circuit operation will be described in a chronological sequence from start up through the various phases of operation. Refer to Figures 2 and 3.

4.1 Start Up When Control is switch ON, the SHMC will be in the neutral position.

Pin CN1 (1) will be energised. Supply LED L1 will be illuminated.

Via K1 NC contacts (1-2, 3-4, 5-6) and D13 pin CN1 (2) will be energized. This output controls the application of Quick Service Application (QSA) valves and energizing of the Exhauster Vacuum Valves (EVV).

As the SHMC is in the Neutral position, pin CN1 (6) will also be energized. If the train is stationary, then K1 will be energized via K7 NC contacts (1-2 and 3-4) D14 and K4 contact (1-2). When K1 closes, it provides a holding circuit via K1 contact (11-12), and the supply to pin CN1 (2) will be removed.

Output CN1 (7) and CN1 (9) will be energized by a parallel path via K7 NC contact (5-6), and D16, and as well as via K1 contacts (7-8 and 9-10) and Diodes D1 and D16. These outputs will energize the Emergency Application Valve (EAV), and the Forward/Reverse cams on the SHMC.

System Active LED L3 and EAV FOR REV Active LED L10 will be illuminated.

In this state the VigiDrive will be in Hold Off Mode, and the exhausters may create vacuum.



4.2 VigiDrive Hold Off Mode The Hold Off Mode can only be active in a cab where Control is switched ON.

The Hold Off Mode is maintained when the coach is stationary, and the SHMC is in the Neutral position.

If the train speed increases to above 5 kph, then K7 will be energized, and K7 contacts (1-2 and 3-4) will open. Speed Switch LED 8 will be illuminated.

This will cause the supply for K1 to be removed, and K1 will de-energize after a short period determined by C1. K1 NC contacts will then via D13 energize output CN1 (2), which in turn will energize the QSA and EVV. Outputs CN1 (7) and CN1 (9) will also be de-energized resulting in the EAV and Forward/Reverse cams being de-energized. In this state the brakes are applied, and vacuum cannot be created, and Traction is prohibited.

LED 3 and LED 10 will be extinguished.

Pressing and holding the Deadman Push Button will energize pin CN1 (4), which will cause the following;

K1 will be provided with an additional supply via D12, K2 contact (1-2) and K4 contact (1-2) and K1 contact (11-12) in parallel which is closed in the Hold Off state.

Deadman Push Button LED L2 will be illuminated.

There will be no further effect on the circuit as this stage.

4.3 VigiDrive Activated from Hold Off Mode Assume the system is in Hold Off Mode, with the train stationary, and the SHMC in Neutral position.

If the SHMC is moved to the Forward or Reverse position, then pin CN1 (6) will be de-energized.

This will cause the supply for K1 via D14 to be removed, and K1 will de-energize after a short period determined by C1. K1 NC contacts will then via D13 energize output CN1 (2), which in turn will energize the QSA and EVV. Outputs CN1 (7) and CN1 (9) will also be de-energized resulting in the EAV and Forward/Reverse cams being de-energized. In this state the brakes are applied, and vacuum cannot be created, and Traction is prohibited.



Also Pin CN1 (3) will be energized via the Neutral cam and TL2 cam. This will energize K5 via K2 (5-6) contact. K5 will provide a holding circuit via contact K5 (9-10) across K2 (5-6), and K5 contact (7-8) will be closed to provide a supply from the Deadman Push Button to K4 via D11.

The system is now in the OFF Tripped Out Mode.

To prevent the system from tripping, the Deadman Push Button must be depressed before moving the appropriate handle to Forward or Reverse position. If the system has tripped, then depressing the Deadman Push Button will reset the system as follows;

K4 control circuit will be energized via (now closed) K5 contact (7-8).

Capacitor C3 will charge via R14 and K2 contact (3-4). When a threshold voltage is achieved, FET1 will turn on and energize relay K4.

Powering – Long Cycle LED L5 will be illuminated.

When K4 energizes, the following will occur;

K4 parallel Contacts (7-8 and 9-10) will energize relay K3 via D6 from Control supply.

Off delay timer capacitor C2 will charge via R12.

Off Timer LED L4 will be illuminated.

K4 contact (11-12) will energize K3 contacts (7-8 and 9-10).

K4 contact (3-4) will open to remove the “during reset supply”.

K4 contact (5-6) will open to remove the Sonalert Supply.


K3 contact (11-12) will close to maintain K1 from the Deadman Push Button.

K3 parallel contacts (7-6 and 9-10) will energize K2.


K2 will be maintained from Deadman Push Button via K2 parallel contacts (7-8 and 9-10).

K2 contact (1-2) will open to remove the start/reset holding circuit from Deadman Push Button to K1.

K2 contact (5-6) will open to remove the OFF position supply from relay K5. K5 will still be maintained via its own contact K5 (9-10) at this stage.



K2 contact (3-4) will open to remove charging supply from Vigilance long cycle timing capacitor C3.

The VigiDrive will now be in the Notched Off Vigilance Mode. 4.4 Notched Off Vigilance Mode

When the VigiDrive is in the Notched Off Vigilance Mode, the Vigilance long cycle timing capacitor C3 will be discharging via R13 and the gate of FET1.

When the voltage of C3 has discharged to the switching threshold of FET1, then FET1 will start to de-energize K4.

When K4 de-energizes, the following will occur;

K4 parallel Contacts (7-8 and 9-10) will open first and de-energize relay K3 via D6 from Control supply.

Off delay timer capacitor C2 will now discharge via R12.and K3 coil.

LED L4 will be become dimmer as C2 discharges.

K4 contact (11-12) will de-energize K3 contacts (7-8 and 9-10) holding supply to K2.

POWERING – Long Cycle LED L5 will extinguish once K4 is fully de-energized.

K4 contact (5-6) will close to energize the Sonalert, which will make a warble sound.

Sonalert LED 9 will be energized while the Sonalert is sounding.

K4 contact (3-4) will close to provide a holding supply from Control during the Reset function.

4.4.1 Notched Off Vigilance Mode RESET FUNCTION

While the Sonalert is sounding, the VigiDrive vigilance function must be reset before relay K3 is de-energized. This is accomplished by releasing the Deadman Push Button momentarily.

When the push button is released and again depressed, then the reset function operates as follows;

Deadman Push Button Released;

Deadman Push Button supply for K1 via D3 is removed. K1 is still maintained by K4 contact (3-4) from Control supply, and K3 contact (11-12), D4, and K1 contact (11-12) and Parallel K4 contact (1-2).



Supply for the Sonalert is removed, and it stops sounding.

Deadman Push Button LED L2 will extinguish.

Relay K2 will be de-energized via holding parallel contacts K2 (7-8 and 9-10) and D5.

OFF Timer LED L4 will extinguish.


K2 parallel contacts (7-8 and 9-10) will open ensuring that K2 holding circuit from Deadman Push Button is removed.

K2 contact (1-2) will close to prepare the start/reset holding circuit from Deadman Push Button to K1.

K2 contact (5-6) will close to prepare the OFF position supply for relay K5. K5 will still be maintained via its own contact K5 (9-10) at this stage.

K2 contact (3-4) will close reconnecting the charging supply for Vigilance long cycle timing capacitor C3 from the Deadman Push Button.

Deadman Push Button is again depressed;

Relays K4, K3 and K2 will be energised as previously described.

The VigiDrive will again be in the Notched Off Vigilance Mode.

4.4.2 Notched Off Vigilance Mode NO RESET

When the Sonalert begins to sound then Capacitor C2 is in the process of discharging. If the Deadman Push Button is not released and again depressed, then after a time limit K3 will de-energize.


K3 contact (11-12) will open and cause relay K1 to be de-energized from the Deadman Push Button as well as holding contact K4 (3-4). K1 is still maintained form the circuit via D14 at this stage.

K3 parallel contacts (7-6 and 9-10) will remove starting circuit for relay K2.

The Sonalert will continue to sound until the Deadman Push Button is released.

The operation will be the same if the Deadman Push Button is only released, except that the Sonalert will stop sounding.



4.4.3 Notched Off Vigilance Mode NO RESET effect

Due to the VigiDrive being in the Hold Off mode, relay K1 will not be de-energised due to supply via D14. There will thus be no effect upon the braking system.

4.5 VigiDrive Activated in Forward or Reverse Mode When the SHMC is moved to Forward or Reverse position, the appropriate train lines TL4 or TL5 will be energised by the correct cams on the SHMC.

The Neutral cam will de-energize pin CN1 (6), and remove the supply via D14 to relay K1. To prevent an Emergency Brake Application from occurring, the Deadman Push Button must be depressed before the SHMC is moved to Forward or Reverse.

The SHMC will also be in the OFF position, and the NC contact of TL2 cam will energize pin CN1 (3) via the now closed NO contact of the neutral cam. This will energize relay K5 via K2 contact (5-6).

Energizing of K5 will provide a holding contact K5 (9-10) across K2 (5-6) and K5 contact (7-8) will be closed to provide a supply from the Deadman Push Button to K4 via D11.

OFF BRAKING - Normal LED L6 will be illuminated.

The operation of the system will now be exactly the same as described for the Neutral/Notched Off Vigilance Mode, except that when the Vigilance Mode is not reset, K1 will be de-energized and an Emergency Brake Application will be made.

4.6 VigiDrive Operation While in Motion Mode With the SHMC in the neutral position, the VigiDrive is in the Hold Off Mode if the train us stationary.

When the Speed is above 5 Kph, relay K7 will be energized by TL 23, for a Class 10M type coach, or the Traction Controller for a Class 5M2A type coach. K7 contacts (1-2 and 3-4) will de-energize the supply to K1 via D14. If the Deadman Push Button has not been depressed, then an Emergency Brake Application will occur.

In this way, it is ensured that;

A train driver may not coast with the SHMC in the neutral position,

If the train had to run away due to released brakes while in the Hold Off Mode with no driver present a brake application will be automatically made.

4.7 VigiDrive Operation While in Powering Mode When in powering mode, the VigiDrive has two reset functions; Vigilance as described above, and Notch Off Reset.



4.7.1 Vigilance Reset FUNCTION

The Vigilance operation is similar to that described for the Notched Off Vigilance Mode, except for the following changes.

When the SHMC is moved to any Powering position, the TL2 cam energises CN1 (8). This input supplies the vigilance control relay circuit via D10.

Input CN1 (3) will be de-energized by TL2 cam, and Relay K5 will be de-energised.

K5 Contact (7-8) will remove the supply from Deadman Push Button to the Vigilance Control Relay K4 circuit via D11.

The vigilance reset function will be exactly as previously explained, the only difference being that the supply for K4 is taken from a different point.

4.7.2 Notch Off Reset FUNCTION

When in Powering Mode, and the SHMC is returned to the OFF position, it is required that the system be reset to validate that all circuits are operating correctly, and that the driver is still in control of the Deadman Push Button.

When the SHMC is returned to the OFF position, the following occurs;

The supply for K4 via pin CN1 (8) and D10 is removed.

Pin CN1 (3) is again energised.


K4 contact (5-6) will close to energize the Sonalert, which will make a warble sound.

Sonalert LED L9 will be illuminated.

K4 parallel Contacts (7-8 and 9-10) will de-energize relay K3 via D6 from Control supply.

Off delay timer capacitor C2 will now discharge via R12.and K3 coil.

OFF Timer LED L4 will be become dimmer as C2 discharges.

K4 contact (11-12) will de-energize K3 contacts (7-8 and 9-10).

K4 contact (3-4) will close to provide a holding supply from Control during the Reset function.



4.7.3 Notch Off Reset OPERATION

While the Sonalert is sounding, the VigiDrive Deadman function must be reset before relay K3 is de-energized. This is accomplished by releasing the Deadman Push Button momentarily.

When the push button is released and again depressed, then the reset function operates as follows;

Deadman Push Button Released;

Deadman Push Button supply for K1 via D3 is removed. K1 is still maintained by K4 contact (3-4) from Control supply, and K3 contact (11-12), D4, and K1 contact (11-12) and Parallel K4 contact (1-2).

Supply for the Sonalert is removed, and it stops sounding.

DM Push Button LED L2 will extinguish.

Relay K2 will be de-energized via holding parallel contacts K2 (7-8 and 9-10) and D5.


K2 parallel contacts (7-8 and 9-10) will open ensuring that K2 holding circuit from Deadman Push Button is removed.

K2 contact (1-2) will close to prepare the start/reset holding circuit from Deadman Push Button to K1.

K2 contact (5-6) will close and relay K5 will be energised.

Energizing of K5 will provide a holding contact K5 (9-10) across K2 (5-6) and K5 contact (7-8) will be closed to provide a supply from the Deadman Push Button to K4 via D11.

OFF Braking – Normal LED L6 will be illuminated.

K2 contact (3-4) will close reconnecting the charging supply for Vigilance long cycle timing capacitor C3 from the Deadman Push Button.

Deadman Push Button is again depressed;

Relays K4, K3 and K2 will be energised as previously described.

The VigiDrive will again be in the Notched Off Vigilance Mode.



4.7.4 Notch Off NO RESET

While the Sonalert is sounding, Capacitor C2 is in the process of discharging. If the Deadman Push Button is not released and again depressed, then after a time limit K3 will de-energize.


K3 contact (11-12) will open and cause relay K1 to be de-energized from the Deadman Push Button as well as holding contact K4 (3-4). K1 is still maintained form the circuit via D14 at this stage.

K3 parallel contacts (7-6 and 9-10) will remove starting circuit for relay K2.

The Sonalert will continue to sound until the Deadman Push Button is released.

The operation will be the same if the Deadman Push Button is only released, except that the Sonalert will stop sounding.

4.7.5 Notch Off NO RESET effect

Relay K1 will be de-energised. And an Emergency Brake Application will be made. Traction will also be inhibited.

4.7.6 Deadman Push Button Activation

When in Powering Mode, the Deadman Push Button may be released for a short period of time to allow for hand repositioning.

When the Deadman Push Button is released, the following occurs;

DM Push Button LED L2 will extinguish.

The supply for K1 via D3, K3 contact (11-12), D4 and K1 contract (11-12) is removed.

The Deadman Button Off delay timer capacitor C1 will discharge via R11 and K1 coil.

To prevent an Emergency Brake Application, the Deadman Push Button must be again depressed before K1 de-energizes. The time is approximately half a second.

If the Deadman Push Button is not depressed in time, then K1 will de-energize.

To be able to energize K1 again, the SHMC must be returned to the Off position and a reset carried out,

4.8 Notch Push Button Operation The Notch Push button has a dual function;

To energize TL1 for Notch Hold, and



To energize TL16 for exhauster weak field control.

The Notch Push Button is supplied directly from Control. When this button is depressed, relay K6 is energized via pin CN1 (5).

NOTCH Relay LED L7 will be illuminated.

The contacts of K6 are supplied from the OFF position cam.

When the SHMC is in the OFF position, then pin CN1 (11) supplies K6 contacts (7-8 and 9-10). When the Notch Button is therefore depressed in the OFF position, then these contacts supplies output pin CN2 (2) to energize TL16. When TL16 is high, then the exhausters run at high speed in weak field mode.

When the SHMC is in the SERIES or PARALLEL position, then pin CN1 (10) supplies K6 contacts (11-12). When the Notch Button is therefore depressed in the SERIES or PARALLEL position, then this contact supplies output pin CN2 (3) to energize TL1. When TL1 is high, then the notching up of the traction circuit is inhibited.

4.9 Speed Detection The Traction Controller accomplishes the monitoring of speed and energizing of appropriate relays and train lines.

On a 10M type Motor Coach, TL23, which is the Speed train line, is energized by a relay when the speed is above 5 kph. TL23 energizes K7 via input pin CN2 (6), D9 and pin CN2 (10) that must be grounded. The correct operation requires the fitting of the 2 “10M” links as indicated on the circuit diagram. A Speed Switch relay may be fitted to certain Class 5M2A Motor Coaches, which will operate exactly as a Class 10M coach.

However, on most Class 5M2A Motor Coaches, the output from the Traction Controller will control relay K7 directly. In this case, relay K7 is energised via pin CN2 (9), D8 and pin CN2 (10) that is grounded by the Traction Controller by means of negative switching.

Contact K7 (7-8 and 9-10) then energize the Speed TL23 from the Door Control supply via pins CN2 (8) and CN2 (7).

LED 8 will be energized while K7 is energized.

5 SINGLE HANDLE MASTER CONTROLLER CIRCUIT DESCRIPTION The SHMC consists of;

10 Micro switches that are operated by cams that determine the positions of the Forward/Reverse leave, and the Powering/Braking lever.



2 Micro switches that are operated by the DCK lever cam.

A Deadman Push Button.

A Notch Push Button.

An Emergency Application Valve, which is activated by an electrically operated air valve.

A cutout valve that is used to prevent activating of the Emergency Vacuum Brake Valve when the DCK is switched OFF. This is to ensure that the train may be dead hauled.

A cutout valve that is used to activate the Emergency Vacuum Brake Valve when the Powering/Braking lever is in the Emergency Position.

A 10 pin connector to connect to the VigiDrive.

A 15 pin connector to connect to the train.

See diagrams below for component location.

5.1 Input and Output Signals

The following Table lists the detail and function, of each input and output signal. To understand the functional description of each signal, refer to the

Notch Push Button on Side

Deadman Push Button

Vacuum Connection

Air Connection

Emergency Application Valve

DCK OFF - Cut Out Valve

Emergency Position Cut Out Valve

Powering and Braking Lever

Forward and Reverse Lever

DCK Lever

Keyhole for DCK Key


Micro Switches and Connection

Block



simplified circuit diagram of the Single Handle Master Controller and VigiDrive interface Figures 1, 2 and 3.

Connector Pin Signal Name Function CN1 1 Control Supply Positive 110 volt Control supply is received when

the Driver’s Control Key (DCK) is switched on. This supply is applied to the VigiDrive by means of the interconnecting cable.

CN1 2 EVV and QSA Control This input controls the application of QSA and energizing of the EVV. This signal is high when control is on, and the VigiDrive is in Emergency Application Mode.

CN1 3 OFF- BRAKING CAM This output is high when the Powering/Braking lever is in the OFF or BRAKING position, and the Forward/Reverse lever is in Forward or Reverse position. This signal indicates non-powering mode.

CN1 4 DEADMAN Button This output is high when the DEADMAN button is depressed and DCK is on.

CN1 5 NOTCH Button This output is high when the NOTCH button is depressed and DCK is on..

CN1 6 NEUTRAL Position Cam This output is high when the Forward/Reverse lever is in the NEUTRAL position, and DCK is on. This signal is used to supply the Deadman Hold Off circuit when the train is stationary and in neutral position.

CN1 7 Emergency Application Valve Control

This input controls the Emergency Application Valve. This valve is energized when there is no Emergency Brake Requirement, and during Deadman Hold Off. When an Emergency Brake Application is made, then this valve is de-energized to vacate the vacuum from the train pipe by means of the Emergency Vacuum Brake Valve situated under the Manual Emergency Brake Valve.

CN1 8 POWERING Cam This output is high when the Powering/Braking lever is in any POWERING position. (Series, Parallel or Weak Field)

CN1 9 Forward + Reverse Control

This input provides supply for the Forward and Reverse Cams. This signal is high when there is no Emergency Brake Requirement, and during Deadman Hold Off. When an Emergency Brake Application is made, then this signal is de-energized which in turn will de-energize the Forward or Reverse train lines via the respective cams.

CN1 10 SERIES or PARALLEL Position Cam

This output is high when the Powering/Braking lever is in POWERING Series or Parallel position. (Although the CAM is “activated” in any Powering or Braking position, wiring ensures that the signal will be de-energized in the Weak



Connector Pin Signal Name Function Field Position by the Weak Field Cam and in the Braking Position by the LAP cam.) This signal is also de-energized during Emergency Brake Application.

CN1 11 OFF POSITION Cam This output is high when the Powering/Braking lever is in the OFF position and DCK is on.

CN1 12 Negative Supply TL18 This negative for the 110v supply is fed to the VigiDrive by means of the interconnecting cable.

CN2 1 Negative Supply TL18 110V negative supply input. CN2 2 Control Supply Positive

From Emergency Push Button

110V positive supply energized by DCK ON.

CN2 3 DCK Switch Supply 41101

This is the 110V positive supply for the DCK switch on the SHMC.

CN2 4 DCK Spare Input Not used CN2 5 DCK Switch Supply

41102 Output energized when DCK lever moved to ON position.

CN2 6 DCK Spare Output Not used CN2 7 TL21 Emergency Brake Emergency Position indication. Output is

high when DCK is ON except in Emergency Position

CN2 8 TL17 Exhauster LAP Control

This output is high when DCK is ON, and Powering/Braking lever in any Braking position, or an Emergency Brake Application exists.

CN2 9 TL15 QSA Control This output is high when DCK is ON, and Powering/Braking lever in Brake-On or Emergency Position, or, an Emergency Brake Application exists.

CN2 10 TL6 Weak Field Control This output is high when DCK is ON, and Powering/Braking lever in Weak Field Position.

CN2 11 TL5 Reverse Control This output is high when DCK is ON, and Forward/Reverse Lever the Reverse Position.

CN2 12 TL4 Forward Control This output is high when DCK is ON, and Forward/Reverse Lever the Forward Position.

CN2 13 TL3 Parallel Control This output is high when DCK is ON, and Powering/Braking lever in Parallel or Weak Field Position.

CN2 14 Brake Control Supply 31102

Input supply for the Braking Control Circuits.

CN2 15 Deadman Input for TL1,3 and 6 (31104)

This input is high when DCK is ON, and no emergency Brake Application exists, or the VigiDrive is in Hold Off Mode. .

These connectors have been coded to prevent incorrect insertion.



5.2 Component Function The following table describes the function of each electrical component fitted to the SHMC.

Component Name Function 1 Cam 1 Micro Switch –

REVERSE Position To Detect Forward / Reverse Lever in REVERSE position.

2 Cam 2 Micro Switch – NEUTRAL Position

To Detect Forward / Reverse Lever in NEUTRAL position.

3 Cam 3 Micro Switch – FORWARD Position

To Detect Forward / Reverse Lever in FORWARD position.

4 Cam 4 Micro Switch – OFF Position

To Detect Powering / Braking Lever in OFF position.

5 Cam 5 Micro Switch – LAP Position

To Detect Powering / Braking Lever in LAP position

6 Cam 6 Micro Switch – BRAKE ON Position

To Detect Powering / Braking Lever in BRAKE ON position

7 Cam 7 Micro Switch – Weak Field Position

To Detect Powering / Braking Lever in Weak Field position

8 Cam 8 Micro Switch – POWERING Position

To Detect Powering / Braking Lever in POWERING position

9 Cam 9 Micro Switch – PARALLEL Position

To Detect Powering / Braking Lever in PARALLEL position

10 Cam 10 Micro Switch – EMERGENCY Position

To Detect Powering / Braking Lever in EMERGENCY position

11 Cam 11 Micro Switch – DCK ON Position

To Detect DCK Lever in ON position

12 Cam 12 Micro Switch – DCK ON Position

To Detect DCK Lever in ON position

13 Deadman Push Button To be depressed to detect active driver.

14 Notch Push Button To be depressed for Notch Hold in Powering position, and Exhauster Weak Filed in OFF position.

15 Emergency Application Valve

Air control valve used to activate Emergency Vacuum Brake Valve. When the VigiDrive is active, this valve is energized. If sufficient air pressure exists, then the main valve will isolate the Emergency Vacuum Brake Valve from atmosphere.

5.3 Mechanical Brake Function of SHMC

To understand the mechanical brake function of the SHMC, refer to Figure 5.

When the DCK lever is in the OFF position, the DCK OFF Cut Out Valve will be closed to isolate the Emergency Vacuum Brake Valve from atmosphere.



This will ensure that the braking system will operate normally when the train is dead hauled.

When the DCK is switched to the ON position, the DCK OFF Cutout Valve will connect the Emergency Application Valve, which has a port to atmosphere, to the Emergency Vacuum Brake Valve.

To be able to create vacuum, the Emergency Application Valve must be energized by the VigiDrive system. This will occur when the VigiDrive is active, or in Hold Off Mode. For the Emergency Application Valve to switch, about 20kPa air pressure is required.

When in Emergency Brake Position, the Emergency Position Cutout Valve will activate the Emergency Vacuum Brake Valve by connecting it to atmosphere directly.

5.4 Wiring Diagram Refer to the wiring diagram Figure 4 for details of the wiring of the SHMC.

The wires for each micro switch have been cable tied in such a way that a switch may be changed out without having to remove all cable ties.

6 Manual Emergency Brake Application Valve This valve is used to make a Manual Brake Application in an emergency situation, or whenever required.

When all the cabs are unmanned, this valve is unlocked, and may be opened at any time.

When any cab on the train becomes a Leading Cab by switching on the DCK, then these emergency valves in all trailing cabs will be locked to prevent unauthorized opening of the valves.

However in any cab where a DCK, or GCK is switched on, the valve will be unlocked enabling the driver or guard to open the valve when required.

This valve is fitted with a micro switch that energizes the QSA and EVV control circuit when the valve is in the open position.

The brake valve is locked by means of two small air pistons that are supplied by means of an electrically operated air valve. The DCK or GCK control circuit energizes this air valve. The valve can therefore only be actually locked once sufficient air pressure has been created.



7 VIGIDRIVE Fault Finding This section will be completed once experience has been gained with the VigiDrive and SHMC in service.

oooOOOooo

Manual Emergency Brake Valve Electrical Connection PIN FUNCTION 1 Normally Closed contact in open position 2 Normally Closed contact in open position 3 Normally Closed contact in closed position (Not used) 4 Normally Closed contact in closed position (Not used) 5 Not used 6 Not used 7 Air Lock Valve 8 Air Lock Valve



FIGURE 1

MASTER CONTROLLER

Neg

ativ

e Su

pply

TL1

8C

3C (T

L2)

VIGIDRIVE CONTROL CIRCUIT

1

1

10

Dea

dman

to T

raC

o n (6

34)TRAIN CONNECTOR (CN3)

5

Sona

lert

Neg

ativ

e

S ona

lert

Posi

tive

Vacu

um S

witc

h

DM O

utput

for TL

1,3 6

(311

0 4)

1234

TRAIN CONNECTOR (CN2)10

M L

ink

- TL 2

3

TL2 3

Doo

r Loc

k

Doo

r Su p

ply

5M2 A

Trac

tion S

upply

5M2A

(600

)

Spee

d Sw

itch

5M2A

(208

)

6789

TL16

Exh

aust

er W

F

2345

TL2

TL1

C3D

(TL2

)

TRAIN CONNECTOR (CN2)

10Br

ake

Con

tr ol 3

1102

TL3

P ara

llel C

Ont

rol

T L4

Forw

ard

Con

trol

TL5

Rev

erse

Con

tr ol

DM In

put fo

r TL 1

.3.6 (

3110

4)15 11121314

TL15

Bra

ke O

N -

QSA

TL2 1

Em

erg e

ncy

Bra k

e

DC

K O

utpu

t 41 1

02

DC

K O

utpu

t Spa

re

DC

K Su

pply

411

01

DC

K In

put S

pare

Contr

ol S

upply

from

Emer

PB

TL6

Wea

k Fi

e ld

Con

trol

TL17

Lap -

Exh

auste

r Cut

Out

6789 2345

CONNECTOR TO MASTER CONTROLLER (C

POWE

R or B

RAKE

Pos iti

on Ca

m

ODD

PO

SITI

ON

Cam

Ne g

ativ

e S u

pply

TL 1

8

For w

ard

+ R e

vers

e Co

ntro

l

9101112

DEA

DM

AN B

utto

n

NEU

TRA L

Pos

itio n

Cam

Emer

g enc

y Va

l ve C

ontro

l

NO

TCH

Bu t

ton

POW

ERIN

G C

am

45678

OFF

+ B

RAK

ING

Cam

E VV

and

QSA

Co n

trol

23

VIGIDRIVE CIRCUIT CONNECTOR (C

DEA

DM

AN B

utto

n

NEU

TRA L

Pos

itio n

Cam

Emer

g enc

y Va

l ve C

ontro

l

Ne g

ativ

e S u

pply

TL 1

8

For w

ard

+ R e

vers

e Co

ntro

l

OFF

PO

SITI

ON

Cam

SERIE

S or P

arallel

Pos iti

on Ca

m

POW

ERIN

G C

am

NO

TCH

Bu t

ton

9101112 45678

OFF

+ B

RAK

ING

Cam

E VV

and

QSA

Co n

trol

23



Figure 2

Master Controller

Emergency Application Valve

VIGIDRIVE Control Circuit

R2

L2

K3 K2

11

9

7

131

3

5

12

10

8

142

4

6

D4

Class 5M2A/10MX VigiDrive Control Circuit

5mdman17

31104

Controller

To TL18

7

D1

To Traction634

CN1 CN19

634

12CN1CN3 CN3

4 5CN12

To TL 17

K7

D16D2

R21R10

L10 C9

6

5

3

11

K1R3

L3

D13

12

K1

8

712

10 4

K1

1

2

D14

11

9

7

131

3

5

12

10

8

142

4

6

K2K1

11

9

7

131

3

5

12

10

8

142

4

6

K3

1

R11

C1

K2R16

C4

8D5

7

2

K1 K4

2

C2

R12

K3L4

R4

K3K3D6

R149

10

D3

CN1

CN1Deadman Push Button

C3

K7

K7

1

2

4

CN16

K1 K111

9

6

5

3

K4

3

4

K1

To 31101 or 15a

CN11 4

Control C3 (2030??)

634

31104

REDEmergency

CN1

Neutral

CN1

CN1

15CN27

4CN11

6

Vacuum To TL 18Pressure Switch

10

K2

7

8

1

D12 D15

9

CN33-25 to 0 kPa

K2 K4K4 K4

7 9

8 10

11

12

2 2 32

1CN12

Neutral

2 CN2

CN2

10MLink6

11

9

7

131

3

5

12

10

8

142

4

6

K6

K6

6

11

9

7

131

3

5

12

10

8

142

4

6

11

9

7

131

3

5

12

10

8

142

4

6

K4 K5

R18

D11

C6

4

Z1

FET 1R13

L6

R6

C3

K2

3

K4

D10

L5

R5R17

C5

K5L7

R7R19

C7

15

11

9

7

131

3

5

12

10

8

142

4

6

K7

208

(Micro5M2A)

CN2

R9

L9

K7L8

R8R20

C8

5

D8

D9K4

R15

Sonalert2

1010MLink

CN3

CN3

1

Tr Sup (600)5M2A

CN2

9

11

10

12

K5D7

R1

L1

8

7

2

CN1 CN28 1

K6

8

K2 K5

5

6

9

10

9

10

K6

CN1

6

CN1CN1

7

5 113

For

12CN1

TL2 Cam

CN18 3 10

Nch ButRev Off

CN2 CN2 CN1 CN1511 11

CN19

10

7

89

CN2

K6

CN1 CN2

7

2 3

8 CN2

TL23CN2

Door Supply5M2A

7

K7

K7

CN2

CN2

5

4

P

CN1

TL16TL1

TL2

C3D - (TL2)

TL4TL5

Control C3C3C - (TL2)



C3 (Control Supply)

Cam 5 Cam 8

Electrical Connections by means of a 12 and 15 way connectors.

5MSHMC20

3 CN241102

Note

4 CN2

7 CN2

TL 21 (10M)

5 CN26 CN2

41101

15a(5M2A)31101(10M) 9 CN2

Brake On (QSA)

Emergency Brake

EMERG

E NCY

SERIES

LAPBRAKE

ON

OFF

Cam 10

DCK

Cam 6

=3-V105

14 CN2

to HOLD inPowering Position

11 CN1

TL 18

TL 17

TL 16N-EWF

8 CN2

Notch andExh WFRelay

5 CN1

Exhauster Cut Out

Off Position

Push Closed for

In Off PositionExhauster Weakfield

Guards ControlKey Relay

31102

Push Closed

Power ing - Braking / Offchange over camShown in Off position.

Cam 4 (NC)

Cam 4 (NO)

Deadman Control Relay K1

2 CN1 15 CN2

Single Handle Master Controller- Electr ical Circuit Diagram -

Cam 1

FORWA

RD

WEAKF

IELD

PARA L

LEL

REVER

SE

NEUTR

AL

Cam 3

Cam 9

Cam 7

Cam 2

TL 5

Class 5M2A/10MX

Forward

Reverse

Neutral

Power On

Weak Field

Parallel

TL 4

Neutral

12 CN2

11 CN2

6 CN1

8 CN1

TL 3

TL 6

13 CN2

10 CN2

Deadman Push Button

2 CN2 1 CN1 9 CN1

Power Off

Ser ies and Par allel Posit ion

ApplicationValve

Emergency

Deadman Button

TL 1N-EWF

10 CN1

3 CN1Cam 8 (Pwr )

Cam 8 (Off+Brk)

TL 181 CN2

4 CN1

7 CN112 CN1

Figure 3



Figure 4

CAM

55

21

43

Brak

e Co

n tro

l 311

02

DM In

put fo

r TL 1

,3,6

(311

04)

MCWIRE07

D53

D102TL

15 B

rake

ON

- QSA

TL21

Em

erge

ncy

Brak

e

DCK

Ou t

put 4

1102

TL17

Lap

- Ex

haus

ter C

ut

DCK

Out

p ut S

pare

TL3

Para

llel C

ontro

l

TL4

F orw

ard

Con t

rol

TL5

Reve

rse

Cont

rol

TL6

Wea

k Fi

eld

Cont

r ol

TRAIN CONNECTOR (CN2)

567

42

51

22

81

14D

15D

234

B73B41

D63 B9352

71

21

43

11DC

K 1

21

43

12DC

K 2

15

64

10111213

74143494 112

56789

12210154

17

21

43

21

CAM

2

CAM

1

21

43

43C A

M 3

CAM

4

21

43

21

43

Single Handle Master Controller- Electrical Wiring Diagram -

VIGIDRIVE CIRCUIT CONNECTOR (CN1)

Emer

genc

y V a

lve C

ontro

l

Neg a

tive

TL18

DCK

Supp

ly 4 1

101

DCK

Inpu

t Spa

r e

POW

ERIN

G C

a m

OF F

PO

SITI

ON

Cam

Nega

tive

Supp

ly TL

18

POWE

R or B

R AKE

POSIT

ION C

am

Forw

ard

+ Re

vers

e Co

ntro

l

Contr

ol Su

pply

from

Emer

PB

OF F

+ B

RAK I

NG C

am

NEUT

RAL

Posit

ion

Cam

NOTC

H Bu

tton

DEA D

MAN

But

ton

Cont

rol S

uppl

y C3

B

EVV

and

QSA

Con

tr ol

Class 5M2A/10MX

C83

21

43

21

15P

CAM

10

10

121234

15NC

C23

111121

91011 8

84A13

A33

7244

21

43

6 7

CAM

6

C AM

7

21

43

8 9

CAM

8

CAM

9

21

43

21

43

NOTC

H PB

82

67 345

13114124

12 1

132

142C43

C

21 3

14

21 3

1513

DAV

DM P

B



5Mshmc23

Brake Pipe

VALVE

EMERGENCYBRAKE VACUUM

Manual EmergencyBrake Valve Key Control Circuit

Vacuum Control Signal

By Energising Coil fromLocked in Unmanned CabNormally Open Air Valve Lock

Opened When Master

Single Handle Master Controller- Emergency / Deadman Brake Control -

Controller is Unlocked By DCK Lever

Single Handle Master Controller

Class 5M2A / 10MX

Air Supply

Normally Closed Valve

ApplicationEmergency

Valve

Emergency PositionCut Out Valve

Filter

VigiDr ive Circuit

Normally Open Air ControlledValve Energised Closed by the

Figure 5

Chapter Four

Introduction to Micro Processor Traction

Controller

SUID-AFRIKAANSE SPOORPENDELKORPORASIE BPK SOUTH AFRICAN RAIL COMMUTER CORPORATION LTD Document Type: INSTRUCTION MANUAL Document Title:

INTRODUCTION TO THE MICROPROCESSOR TRACTION

CONTROLLER

Document Number: RTS-IM-0001

CLASS 5M2A/10M MICROPROCESSOR

CONTROLLED MOTOR COACHES

INTRODUCTION TO THE

MICROPROCESSOR TRACTION CONTROLLER

Document Type: INSTRUCTION MANUAL

Document Title: INTRODUCTION TO THE

MICROPROCESSOR TRACTION CONTROLLER Document Number: RTS-IM--0001

Approved By: Controlled and Issued By: Revision Date Page Number

Senior Engineer Configuration Manager A.3 Sep 2005 ii

CHANGE CONTROL

Control Name and Designation Signature Date

Compiled & Reviewed

Larry C. Vockerodt

2005-05-03

Approved

LIST OF REVISIONS

REV Date Name Modification A November 2004 L.C. Vockerodt Created Document from older

Microprocessor Instruction Manual Document

A.1 May 2005 L.C. Vockerodt Spell and Grammar check, and addition of fault code 102

A.2 Sep 2005 L.C. Vockerodt Fault Code 103 Added C D E





Senior Engineer Configuration Manager A.3 Sep 2005 iii

INTRODUCTION TO THE MICROPROCESSOR TRACTION CONTROLLER

Table of Contents 1 PURPOSE.............................................................................................................................1

1.1 TO IMPROVE PASSENGER COMFORT, .................................................................................1 1.2 INTERLOCKS.....................................................................................................................1 1.3 CALIBRATION...................................................................................................................1 1.4 WHEEL SLIP.....................................................................................................................1 1.5 FAULT FINDING................................................................................................................1 1.6 PROVISION OF DATA LOGGING ........................................................................................2

2 POWER CIRCUIT (20-10-01) ...........................................................................................2

3 NEW NOTCHING CHART...............................................................................................4

4 NEW TRACTIVE EFFORT CURVES.............................................................................6

5 TRACTION CONTROL – HARDWARE DESCRIPTION............................................6

5.1 DIGITAL OUTPUTS ...........................................................................................................6 5.2 ANALOG OUTPUTS...........................................................................................................6 5.3 DIGITAL INPUTS...............................................................................................................7 5.4 PULSE INPUTS ..................................................................................................................8 5.5 ANALOG INPUTS ..............................................................................................................8

6 FUNCTIONAL DESCRIPTION OF THE TRACTION CONTROLLER....................8

6.1 TRACTION CONTROLLER..................................................................................................8 6.1.1 Digital Inputs ...........................................................................................................8 6.1.2 Analog inputs and Outputs.......................................................................................8 6.1.3 Pulse Inputs ..............................................................................................................9 6.1.4 Digital Outputs.........................................................................................................9 6.1.5 Central Processing Unit (CPU) ...............................................................................9 6.1.6 Local Area Network (LAN) ......................................................................................9 6.1.7 Power Supply ...........................................................................................................9 6.1.8 Notch Off Timer (Off Delay Module) and Relay (NOTR) ......................................10 6.1.9 Isolated Communication Port (ISOLCOMS) ........................................................10

6.2 TRANSDUCERS ...............................................................................................................10 6.2.1 Line Voltage Transducer (VT)................................................................................10 6.2.2 Armature Current Transducer (IT) ........................................................................10 6.2.3 Brake Pipe Vacuum Monitor (PT) .........................................................................10 6.2.4 Auxiliary Supply Voltage Monitor .........................................................................11 6.2.5 Axle Speed Detection Shaft Encoders ....................................................................11

7 NORMAL OPERATION OF TRACTION CONTROLLER .......................................11





Senior Engineer Configuration Manager A.3 Sep 2005 iv

7.1 110 VOLTS ENERGISED. ..................................................................................................11 7.2 CONTROL ENERGISED. ................................................................................................12 7.3 FORWARD OR REVERSE SELECTED. .........................................................................12 7.4 SWITCHING SELECTED. ..............................................................................................13 7.5 SERIES SELECTED ........................................................................................................14 7.6 PARALLEL SELECTED .................................................................................................15 7.7 WEAK FIELD SELECTED .............................................................................................16 7.8 OFF SELECTED ..............................................................................................................16 7.9 AUTOMATIC SEQUENCE.............................................................................................17 7.10 REVERSER RETURNED TO "NEUTRAL" .................................................................17 7.11 POWER TESTING .........................................................................................................17

8 ABNORMAL OPERATION OF THE TRACTION CONTROLLER ........................17

8.1 TRACTION MOTOR CUT-OUT.........................................................................................17 8.2 TRACTION MOTOR OVER LOAD .....................................................................................17 8.3 TRACTION MOTOR OVER CURRENT ...............................................................................18 8.4 CURRENT IMBALANCE ...................................................................................................18 8.5 CONTINUOUS CURRENT IMBALANCE .............................................................................18 8.6 ABNORMAL LINE VOLTAGE ...........................................................................................19

8.6.1 Over Voltage ..........................................................................................................19 8.6.2 Under Voltage ........................................................................................................19 8.6.3 No Line Voltage......................................................................................................19

8.7 WHEEL SLIP...................................................................................................................19 8.8 WHEEL SLIDE ................................................................................................................19 8.9 ACCELERATING RESISTOR PROTECTION ........................................................................20

8.9.1 Hand Notching Override........................................................................................20 8.9.2 Heat Counter ..........................................................................................................20

8.10 FAULTY SWITCH CHECK BACK SIGNALS ....................................................................21 8.11 FAULTY CURRENT MONITOR - LEM ...........................................................................21 8.12 DEFECTIVE SHAFT ENCODER......................................................................................21 8.13 SEQUENCE FAULT.......................................................................................................21 8.14 LOW SUPPLY AIR........................................................................................................22 8.15 TRACTION BLOWER MOTORS OFF ..............................................................................22 8.16 DEADMAN OPERATION ...............................................................................................22 8.17 COASTING IN NEUTRAL ..............................................................................................22 8.18 BRAKING WHILE POWERING ......................................................................................22 8.19 GUARD BRAKE OR VACUUM LEAK.............................................................................22 8.20 OVER SPEED ...............................................................................................................22 8.21 SINGLE AXLE OVER SPEED.........................................................................................22 8.22 PLUGGING...................................................................................................................22 8.23 ACCIDENT...................................................................................................................22 8.24 CONTROL CUT-OUT....................................................................................................23 8.25 CONTROLLER RESET...................................................................................................23 8.26 FAULTY OFF DELAY MODULE AND RELAY ..............................................................23

9 FUNCTIONAL DESCRIPTION OF THE TRACTION CONTROLLER..................23

10 EQUIPMENT REMOVED FROM A COACH ..........................................................27





Senior Engineer Configuration Manager A.3 Sep 2005 v

11 PROTECTION AND FAULT SCHEME OF THE CONTROLLER .......................28

12 FAULT DIAGNOSTIC SYSTEM - FAULT LATCH FLAG (FLF) CODES..........37

12.1 THE FLF LOGGER.......................................................................................................37 12.2 HOW TO READ THE CPU LIGHTS ................................................................................37 12.3 FLF CODE LISTING.....................................................................................................37 12.4 NON INDICATING CODES ............................................................................................40





Senior Engineer Configuration Manager A.3 Sep 2005 1

1 PURPOSE

The Class 5M2A/10M Microprocessor Controlled Traction Controller has been developed with the following major objectives;

to improve the operation of the Class 5M2A Motor Coach, to increase the reliability of the traction control equipment, to reduce maintenance requirements time and costs, to reduce wear and tear of Traction Equipment, to provide improved protection of Traction Equipment, to reduce the number of components in the traction control circuits, to simplify fault finding of Traction Equipment,

1.1 to improve passenger comfort, to improve the safety of operation, to provide fault monitoring and logging with “black box” data recording to provide a Trip Logger function, to provide a history log of record-able incidents, to provide operating statistics of the main switches.

This control system is designed to address the major shortcomings associated with the control of these coaches as detailed below;

1.2 Interlocks

Switch interlocks that are used in the sequencing can easily cause open circuits or be incorrectly adjusted. This destroys the proper sequencing of the switchgear, which is dependant upon cam operated time delays. This may lead to flash over of motors or switches. Sequence is now controlled by software.

1.3 Calibration

Calibration of the traction motor notching current is extremely difficult to control on motor coaches. Therefore, there could be four motor coaches in a train set all notching at different current levels. This can cause jerking and jolting. Switching levels are now defined in software.

1.4 Wheel Slip

On motor coaches, uncontrollable runaway wheel slip is a severe problem, which leads to, flashed over and / or centrifuged armatures of the traction motors and unnecessary tripping of the traction supply. This is due mainly to the unevenly distributed weight of the motor coach, and non-existence of wheel slip detection equipment. Wheel slip control has been addressed by means of axle speed measurement and software control.

1.5 Fault Finding

The resistor interlock control system is difficult to fault find and repair, relying heavily upon experience. A simpler solid-state system with less moving parts






and non-reliance on interlocks is provided. Diagnostic tools are provided by means of a portable computer.

1.6 Provision of Data Logging

All parameters monitored and controlled by the system are available for analysis by means of the Fault Logger and Trip Logger.

This controller is not an add-on unit, but is a complete change of the control system of the motor coach. It has been specifically designed to eliminate add on units.

The controller comprises of a universal industrialised controller that has been implemented and programmed to perform the functions required to effectively control a Class 5M2A or 10M resistor controlled Motor Coach.

The controller is mounted inside the high voltage compartment as an integral part of the HV frame. This ensures that a compete HV frame can be tested and verified before being installed into a motor coach. The status of all 110-volt input and output control signals required by the controller may be viewed through a window in the cubicle behind the driver position. These signals are indicated by means of LED's on the relevant input and output cards of the controller.

With this controller, the control circuit is simplified, as all the sequencing requirements and calibration requirements are now carried out by means of the software. Special tools and fault data recorded by means of the event logger make it easier to determine faulty traction equipment.

2 POWER CIRCUIT (20-10-01)

The traction power circuit consists of four 1500-volt traction motors. The two motors per bogie are always connected in series. The bogies are initially connected in series, and may also be connected in parallel. The traction motor fields may also be weakened by paralleling them with inductive diverts.

The traction circuit is powered from the overhead line through four line switches (LS1, LS2, LS3, and LS4) [101, 102]. Combination switches JR1&2, J1&2, RS, P and G control the grouping of the traction circuit. Switches F1 and F2 control the weak field. The resistors are switched out by means of resistor switches R1, R2, R3, R4, RR1, RR2, RR3, RR4. The direction is changed by means of the reverser (REV), which reverses the fields of the traction motors.

Cutting out acceleration resistors, and changing the combination from series to parallel accelerates the traction motors. The microprocessor traction controller carries out the entire control process.

Either bogie may be cut-out with the cut-out knife switches MCOS 1&2 and MCOS 3&4.






Line switches LS4 and LS3 are fitted with parallel resistors. When the traction circuit is opened, LS4 opens first which will introduces some resistance to the circuit to reduce the current. LS3 will introduce further resistance, and LS1 and LS2 will clear the circuit. LS1 and LS2 are fitted with restrictors to slow their opening process, so that the line current may be reduced as a result of the introduction of the additional resistance by LS3. The opening sequence of the line switches remains under hardware control via interlocks as per original design.

The traction circuit is monitored as follows:-

Line voltage is monitored by P1. [100]

Bogie one current is monitored by DCCT1. [103]

Bogie two current is monitored by DCCT2. [106]

These three units supply analogue data to the traction controller, and are powered from the traction controller 24-volt power supply.

An over load unit monitors the bogie currents. (MOL1&2, MOL3&4) [101]. The unit operates when a bogie current exceeds 350 amperes.

The input and output current is monitored by an earth leakage unit – Current Balance Relay. (CBR) which operates when the difference in input and output current is greater than 50 ampere.

These two units (existing equipment) constitute the hardwire protection of the traction system. An operation by any unit will interrupt the control circuit of the line switches which in sequence will disconnect the traction circuit from the 3000-volt supply.

The ammeter shunt (AS) [107] drives the traction current meter on the driver’s desk.

The traction circuit may be isolated and earthed by means of the High Voltage Compartment Isolating Switch (HVCIS) [104].






3 NEW NOTCHING CHART

The new notching chart is shown in figure 1.

An additional step has been included in the transition phase from series to parallel.

The notch off sequence has been changed as follows; firstly, the weak field switches are opened simultaneously, then all the R switches are opened simultaneously to reduce the line current. Then the line breakers are opened to clear the line current. Then all the combination switches are opened.






F2 ■ ■■S F1 ■ ■■■■■■

E G ■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■

Q P ■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■

U J1/2 ■■■■■■■■

E JR1/2 ■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■

N RR4 ■■■■■■ ■■■■■■■■■■■

C R4 ■■■■■■■■■■ ■■■■■■■■■■■■■■■

E R3 ■■■■■■■■■■■■■■ ■■■■■■■■■■■■■■■■■■■

RR3 ■■■■■■■■■■■■■■■■■■ ■■■■■■■■■■■■■■■■■■■■■■■■

O RR2 ■■■■■■■■■■■■■■■■■■■■■■ ■■■■■■■■■■■■■■■■■■■■■■■■■■■

F R2 ■■■■■■■■■■■■■■■■■■■■■■■■■■ ■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■

R1 ■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■ ■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■

S RR1 ■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■ ■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■

W RS ■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■

I LS4 ■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■

T LS3 ■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■

C LS2 ■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■

H LS1 ■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■

E STEP 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23

S NOTCH 1 2 3 4

SERIES TRANS

PARALLEL WF

Figure 1 Notching Chart for Microprocessor Controlled Class 5M2A / Class 10M Motor Coaches






4 NEW TRACTIVE EFFORT CURVES

The notching current for the first two notches has been lowered to prevent jerk on pull off. RR1 switches at 220 amps, and R1 switches at 235 amps.

5 TRACTION CONTROL – HARDWARE DESCRIPTION

The traction controller monitors the driving requirements, the environment and the traction system. The controller then controls the system in accordance with the software program to ensure that the driver’s instructions are carried out safely. The controller receives the Inputs and supplies the outputs as depicted in the tables below: -- 5.1 Digital Outputs

ROUT CARD 1 ROUT CARD 2 Output

No. Description Outpu

t No. Description

0 Security Relay 16 Emergency Brake Relay

1 Panto Lower Relay 17 Traction Fault Indicator

2 Fault Storage Indicator 18 LS4 3 Master Door Close

Relay 19 JR

4 Speed Switch Relay 20 J 5 Fault Lock Out Relay 21 P 6 F2 22 G 7 F1 23 RS 8 R1 24 Slide Indicator 9 R2 25 Train Line 6 Relay

10 R3 26 Forward 11 R4 27 Reverse 12 RR1 28 Slip Hold Relay 13 RR2 29 Not Used 14 RR3 30 Not Used 15 RR4 31 FLF Logger full

Indication 5.2 Analog Outputs

Output No. Description 0 Speedometer Drive 1 Ammeter Drive – where applicable

2-4 Not Used






5.3 Digital Inputs DIN CARD 1 DIN CARD 2

Input No. Description Input No. Description 0 Train Line 1 32 LS1 Check Back 1 Train Line 2 33 LS2 Check Back 2 Train Line 3 34 LS3 Check Back 3 Train Line 4 35 LS4 Check Back 4 Train Line 5 36 Not Used 5 Train Line 6 37 JR Check Back 6 Train Line 7 38 Not Used 7 Motor Blowers 1&2 39 J Check Back 8 Motor Blowers 3&4 40 P Check Back 9 Pressure Fan 41 G Check Back

10 Deadman Handle 42 RS Check Back 11 HV Door Switch 43 R1 Check Back 12 Motor Cut-Out 1&2 44 R2 Check Back 13 Motor Cut-Out 3&4 45 R3 Check Back 14 Control Cut-Out 46 R4 Check Back 15 Current Balance

Relay 47 RR1 Check Back

16 Motor Over Load 48 RR2 Check Back 17 Fault Lock Relay

Check Back 49 RR3 Check Back

18 Control –Leading Cab 50 RR4Check Back 19 Main Air 51 F1 Check Back 20 Impact Switch 52 F2 Check Back 21 Train Line 20 53 FWD Check Back 22 Notch Off Timer

Check Back 54 REW Check Back

23 Train Line 15 55 Not Used 24 Train Line 17 56 Not Used 25 Train Line 21 57 Not Used 26 Train Line 23 58 Not Used 27 Train Line 24 59 Not Used 28 Train Line 26 60 Controller Over

temperature 29 Not Used 61 Controller Fan

Fault 30 Security Relay Check

Back 62 Trunk Radio

Present 31 Remote Control 63 Softstart






5.4 Pulse Inputs Input No. Description

0 Axle 1 shaft encoder signal 1 Axle 2 shaft encoder signal 2 Axle 3 shaft encoder signal 3 Axle 4 shaft encoder signal

5.5 Analog Inputs Input No. Description

0 Line Voltage 1 Bogie Current 1 2 Bogie Current 2 3 Brake Pipe Vacuum 4 Motor Alternator Output Voltage 5 Not Used 6 Not Used 7 Not Used

6 FUNCTIONAL DESCRIPTION OF THE TRACTION CONTROLLER

This section describes the function of the various control system components. 6.1 Traction Controller

The microprocessor traction controller monitors all the required parameters and signals required for the correct operation of the traction equipment. It controls the equipment in accordance with the commands dictated by the control software.

6.1.1 Digital Inputs

The 110 volt digital signals are monitored by two 32 channel Digital Input Cards (DIN32). This card optically isolates the input signals from the internal circuits of the controller. The signals monitored are train lines, switch status, protection equipment status, etc. When the input signal is high, then the corresponding LED on the card will be ON.

6.1.2 Analog inputs and Outputs

The eight channels of the Analog to Digital-Digital to Analog Card (ADDA) monitor the analogue inputs. All the transducers used for monitoring armature current, line voltage, brake pipe vacuum, and 110-volt supply voltage operate on a 20 milli-amp current loop standard. The ADDA card converts the current loop value to a digital value for the controller. This card also drives instruments such as the speedometer, and line ammeter by converting the digital values generated by the controller to a current, which drives the instrument.






6.1.3 Pulse Inputs

The axle speeds are monitored by means of shaft encoders on each axle. The output signals are supplied to the Bi-directional Decoder Card (BIDEC) which converts the pulses into a digital value.

6.1.4 Digital Outputs

The control of switches, relays and indications are accomplished by two 16 channel Relay Output Card (ROUT16). The controller energises relays on the card, which in turn energise the required 110-volt switch, relay or lamp. All the devices that are switched are suppressed by means of snubber circuits to prevent switching spikes.

6.1.5 Central Processing Unit (CPU)

The control software (Control Program) is resident in the Central Processor Unit (CPU) card, which acts upon the inputs to produce the desired outputs.

The program is down loaded into the CPU by means of a Notebook Computer, and is stored in Flash Ram (Electrically Erasable Programmable Read Only Memory - E2PROM). When the CPU is operational, it makes use of Non Volatile Ram to store its calculated information.

The CPU also stores the fault data and trip log that is recorded on another area of Flash Ram called the Flash Disk. This data is down loaded by means of a Notebook Computer or hand terminal.

The history log (FLF LOGGER) is stored in battery backed up memory and is down loaded by means of a Notebook Computer or hand terminal.

6.1.6 Local Area Network (LAN)

This card connects the controllers in a trainset onto a network. Any controller can then be interrogated from a single point by means of a laptop computer.

6.1.7 Power Supply

The controller is powered by means of a Power Supply Unit, which incorporates a battery and battery charger. (PSU-CH). The power supply is a switch mode converter that converts the 110-volt input to the following supplies: 5 volts, +15 volts, -15 volts, and 24 volts. The 5 volts is used to power the CPU and electronic components on other cards. The +/-15 volt is used to power the Analog to Digital converters on the ADDA cards. The 24 volts is used to charge the battery, power the transducers, shaft encoders and provide supply for the relays on the ROUT16 cards.

When the 110-volt supply is de-energised, the power supply will continue to supply power to the controller for approximately 3 minutes (if the battery is fully charged) to permit any fault data that may be required to be safely stored. After this time delay, the power supply will automatically shut down.






6.1.8 Notch Off Timer (Off Delay Module) and Relay (NOTR)

The 110-volt power supply for all the HV switches is supplied by means of an Off Delay Module. This unit in turn controls a Notch Off Relay. The delay module and relay are energised when train line 2 goes high. When train 2 goes off, the delay module de-energises the Notch Off Relay a few seconds later. This allows time for the controller to notch down the HV switches in the set sequence.

6.1.9 Isolated Communication Port (ISOLCOMS)

This device is mounted within the cubicle behind the driving position, and is used to connect a notebook computer to the controller even while the HV compartment is energised.

The ISOLCOMS also has a red indication light, which is illuminated when the Traction Controller has stored fault data. In this way, it is possible to check for and to download fault data without opening the HV compartment.

The ISOLCOMS is powered by 24 volts, which is derived directly from the Traction Controller power supply unit.

6.2 Transducers

The transducers are installed in suitable positions in the power and auxiliary circuit to monitor the signals that are required to effectively control the Motor Coach.

6.2.1 Line Voltage Transducer (VT)

The Line Voltage Transducer (Type VT) is connected between the input line and earth. Its function is to monitor the line voltage and supply the information to the traction controller. It has an input range of 0-5000 Volts. The output is a current signal, which varies between 0 and 20 milli-amp.

The VT is powered by 24 volts, which is derived directly from the Traction Controller power supply unit.

6.2.2 Armature Current Transducer (IT)

Two Armature Current Transducers (Type IT) are used to monitor the armature current - one per bogie. The IT has a range from -625 amps to +625 amps. The output is a current signal, which varies between 0 and 20 milli amp.

The IT is powered by 24 volts, which is derived directly from the Traction Controller power supply unit.

6.2.3 Brake Pipe Vacuum Monitor (PT)

The Brake Pipe Vacuum Monitor (Type PT) is used to monitor the brake pipe vacuum. The PT has a range of 0 - 100 kPa vacuum. The output is a current signal, which varies between 4 and 20 milli amp.






The PT is powered by 24 volts, which is derived directly from the Traction Controller power supply unit.

6.2.4 Auxiliary Supply Voltage Monitor

The Auxiliary Supply Voltage Monitor (Type 200V20mA) is used to monitor the Auxiliary power supply. The input range is 0 - 200 volts.

The output is a current signal, which varies between 0 and 20 milli amp.

This monitor is powered by 24 volts, which is derived directly from the Traction Controller power supply unit.

6.2.5 Axle Speed Detection Shaft Encoders

The speed of all four axles is monitored by means of the Axle Speed Detection Shaft Encoders. The shaft encoder is mounted at the end of an axle and is driven by means of a spring drive coupling.

The output of the shaft encoder consists of two 180 degree phase shifted variable frequency signals, which give an effective resolution of 2048 pulses per revolution of the wheel when the data has been transformed by the BIDEC Card.

The Shaft Encoders are powered by 24 volts, which is derived directly from the Traction Controller power supply unit.

7 NORMAL OPERATION OF TRACTION CONTROLLER

Consider the Motor Coach ready for service with the HV compartment closed and unearthed. The following normal sequence of events will occur.

7.1 110 volts energised.

When the 110 volts Auxiliary supply is energised, the power supply of the controller is energised via the 5-amp "Micro Control" circuit breaker situated in the Low Voltage Compartment.

The power supply will apply the 5-volt and +/- 15-volt supply rails to the controller.

To allow time for the CPU to power up and to "boot"", the 24 volt supply is kept off for 5 seconds.

After this time delay, the 24-volt supply is applied to the controller and transducers.

The controller then calibrates the two current transducers to both read zero amps.






If the compressor air to the frame is low, than the controlled will perform a test of the Slip Hold and Train Line 6 relays to check that the circuits are operating correctly.

The controller is now ready for operation (idle state). While in the idle state the controller is monitoring all the inputs waiting for an instruction.

7.2 CONTROL energised.

When the "CONTROL" push button is energised, the controller will recognise that it must perform some additional functions required by a leading coach. The following functions will be performed during the control process by the leading coach: -

Energise the Master Door Close Relay.

Provide wheel slip/slide indication on the driver's indication panel when detected, and

Execute a Speedometer test by advancing the meter from 0 to 120 kph and back.

During this test time, the Traction Fault and Wheel Slide indication lights are energized. Also the Emergency Brake Relay is energized to check that the circuit is operating satisfactorily.

This test will be carried out if the HV is locked. 7.3 FORWARD or REVERSE selected.

The reverser key is moved into the "FORWARD" position and energises train line 4.

The controller will energise the forward magnet valve of the reverser drum and validate the check back signal from the interlock on the drum.

If the reverser key is returned to neutral, the magnet valve will be de-energised, but the check back signal will remain energised as the reverser drum "latches".

The reverser key is moved into the "REVERSE" position and energises train line 5.

The controller will energise the reverse magnet valve of the reverser drum and validate the check back signal from the interlock on the drum.

If the reverser key is returned to neutral, the magnet valve will be de-energised, but the check back signal will remain energised as the reverser drum "latches".






7.4 SWITCHING Selected.

The Master Controller Handle is moved into the "Switching" position, energising train lines 1 and 2.

Train line 2 energises the Off Delay Module.

A normally open contact on the Notch Off Timer Relay supplies 110-volt power to energise the line switches.

A second normally open contact energises a Digital input to the controller.

When the timer has energised: -

The controller checks that all the requirements for closing of the traction circuit are correct - that is: -

• Line voltage within limits • All protection circuits normal • All switch validation inputs are OFF. • Traction blowers energised • Air pressure correct.

Master Door Close Relay is energised for 1 second if the coach is leading. This relay energises train lines 24 and 26 to close the passenger side doors.

LS4 is energised.

LS4 interlocks energise LS3, which in turn energise LS1 and LS2. All check backs are validated.

High Voltage contactors JR1 and JR2 are closed, validating check backs and the power circuit is closed.

Current flows into the traction motors, which are now connected in series. (If no current flows due to an open circuit, the line switches will be opened.)

After 3 seconds, High Voltage Switch RS is energised and cuts out a section of the accelerating resistance and the armature current increases.

Automatic Hand Notching Override

The coach will continue to accelerate and the current will decrease as the speed increases. In this position, all the traction resistors except for RS are still in circuit. To assist with the protection of the resistors, the controller will automatically advance the train through its notches at 5-second intervals until full series has been attained, or the traction current is less than 100 amps

This automatic notching while in Switching mode will only take place if the bogie current is less than the switching value for a notch, and higher than 100






amps. In this way, coaches are prevented from being powered for long periods of time in a certain notch position applying heat stress to the resistors.

If the automatic notching causes the train speed to increase above that desired by the driver, then the master controller must be notched off.

7.5 SERIES Selected

The Master Controller Handle is moved into the "SERIES" position de-energising train line 1.

Train line 1 is known as the Holding Train Line. When it is energised, notching is prevented, and when it is de-energised, notching is permitted. This function allows the driver to perform "hand notching".

When train line 1 goes low, the controller energises resistor contactor RR1 - validating check back. RR1 cuts out a section of accelerating resistor and the armature current increases.

As the speed of the train increases, the armature current will decrease. When the switching level is achieved, the Controller will energise resistor contactor R1. This process of energising resistor switches continues until all the resistor switches have been energised.

The sequence of energising the resistor contactors and their respective switching value is shown below.

Switch Current level

RR1 220 Amps R1 235 Amps R2 270 Amps

RR2 270 Amps RR3 270 Amps R3 270 Amps R4 270 Amps

RR4 270 Amps J1/2 270 Amps

If the master controller is at any time returned to the SWITCHING position, train line 1 will again be energised and sequencing will stop. The coach will then continue to run in the notch selected. When SERIES is again selected, then the notching sequence will continue. In this way, the driver may select any notch to control the speed and acceleration of the train to suit the operational requirements. The Automatic Hand Notching Override described above will apply in this case.

Approximately one second after closing of RR4, the combination switches J1 and J2 are energised. The accelerating resistors and switches are now by






passed. The motor coach is now in full series, where the full line voltage is connected across the four traction motors in series.

In the full series condition, wheel slip correction is not possible. Wheel slip correction will again be possible in parallel.

When the closing of J1 and J2 have been validated, all the resistor switches are de-energised.

7.6 PARALLEL Selected

The Master Controller Handle is moved into the "PARALLEL" position energising train line 3.

The transition from series takes place as follows: -

Combination switches P and G are energised. After validation, combination switches J1 and J2 are opened. The traction motors are now connected in parallel with equal amounts of the accelerating resistor in series with each pair of motors.

If the bogie currents differ with more than 50 amps when P and G are closed, then the line switches will be opened. This current imbalance can be due to;

• A stiff wheel bearing or

• Imbalanced accelerating resistors or

• Uncorrected wheel slip or

• Unequal closing times for P and G switches.

After validation that the transition has been successful, then the resistor switches will be sequenced to cut-out the accelerating resistance.

If the master controller is at any time returned to the SWITCHING position, train line 1 will again be energised and sequencing will stop. The coach will then continue to run in the notch selected. When any other notch is again selected, then the notching sequence will continue. In this way, the driver may select any step to control the speed and acceleration of the train to suit the operational requirements. In Parallel mode the Automatic Hand Notching Override is not applied, and the train may run in the notch selected

The sequence of energising the resistor contactors and their respective switching value is shown below.







RR1 220 Amps R1 190 Amps R2 220 Amps

RR2 195 Amps RR3 220 Amps R3 195 Amps R4 220 Amps

RR4 200 Amps These switching levels translate to 440 amps on the cab ammeter.

7.7 WEAK FIELD Selected

The Master Controller Handle is moved into the "WEAK FIELD" position energising train line 6. On coaches where the Weak Field Function is permitted, the Traction Controller will only allow weak field between 54 and 90 kph.

Weak field switch F1 is energised and is validated.

After F1 validation weak field switch F2 is energised and is validated.

If the Master Controller Handle is moved out of the "WEAK FIELD" position train line 6 is de-energised, and F1 and F2 will de-energise simultaneously. If the speed increases to above 90 kph, then F1 and F2 will de-energise simultaneously

The sequence of energising the weak field contactors and their respective switching value is shown below.


F1 160 Amps F2 115 Amps

7.8 OFF Selected

When the Master Controller Handle is moved into the "OFF" position train lines 1, 2, 3, and 6 will be de-energised. The controller will then perform the "Notch Off Sequence".

F1 and F2 will be de-energised simultaneously.

All resistor switches are de-energised simultaneously. This reduces the line current.

Line switch LS4 is de-energised and a current limiting resistor is introduced into the power circuit.






A LS4 interlock opens LS3, which introduces a further current limiting resistor into the power circuit.

A LS3 interlock opens LS1 and LS2, which interrupt the line current.

All remaining combination switches are opened.

If notching or direction change is requested, this notch off sequence will be completed first before the new instructions are executed.

7.9 AUTOMATIC Sequence.

If the Master Controller Handle is moved directly into the "WEAK FIELD" position from stand still, the controller will carry out the sequence as described above automatically with wheel slip correction.

7.10 REVERSER returned to "NEUTRAL"

When the reverser is returned to the "NEUTRAL" position, either train line 4 or 5 will be de-energised, and the appropriate reverser magnet valve will be de-energised.

7.11 Power Testing

When the motor coach is powered tested against the brakes, the line switches will open after 5 seconds. The master controller must be returned to “OFF” to reset the system.

8 ABNORMAL OPERATION OF THE TRACTION CONTROLLER

The operation of the coach under various internal and external circumstances is described in detail below.

8.1 Traction Motor Cut-Out

When a pair of traction motors have been cut-out, the remaining pair will notch to full series during the series notching sequence. The result for the two traction motors is the same as parallel. The notching current level is 220 amps.

8.2 Traction Motor Over Load

This is a hard wire protection function, which bypasses the traction controller. An over load interlock in the LS4 control circuit will de-energize LS4, which de-energize LS3. LS3 and LS4 add resistance into the power circuit to reduce the fault current. LS1 and LS2, which are fitted with restrictors, will then open the traction circuit.

When an over load occurs, the fault counter is incremented. Fault data may be stored by the fault monitoring system if selected.

The driver by means of the reset push button then resets the traction circuit after notching off. If a second, and third motor over load occurs before the system has






notched past R3, then the fault counter will be incremented, the fault lock out relay (FLR) will be energised, and the pantograph will be lowered. The pantograph may be raised again, but traction will not be possible until, the FLR has been reset after the motor coach has been examined.

If no fault occurs before notch R3 series, then the fault counter will be set to zero.

8.3 Traction Motor Over Current

This is a software protection function. When over current is detected, the Traction Controller will de-energize LS4, which de-energize LS3. LS3 and LS4 add resistance into the power circuit to reduce the fault current. LS1 and LS2, which are fitted with restrictors, will then open the traction circuit.

When an over current occurs, the fault counter is incremented. Fault data may be stored by the fault monitoring system if selected.

Notching off then resets the traction circuit. If a second and third over current occurs before the system has notched past R3, then the fault counter will be incremented, the fault lock out relay (FLR) will be energised, and the pantograph will be lowered. The pantograph cannot be raised again until the FLR has been reset after the motor coach has been examined. (It is possible to raise the pantograph if the FLR is tripped by rearranging the pantograph wiring.)


8.4 Current Imbalance

This is a hard wire protection function, which bypasses the traction controller. A current imbalance interlock in the LS4 control circuit will de-energize LS4, which de-energize LS3. LS3 and LS4 add resistance into the power circuit to reduce the fault current. LS1 and LS2, which are fitted with restrictors, will then open the traction circuit.

When a current imbalance occurs, the fault counter is incremented. Fault data may be stored by the fault monitoring system if selected.

Notching off resets the traction circuit. If a second and third current imbalance occurs before the system has notched past R3, then the fault counter will be incremented, the fault lock out relay (FLR) will be energised, and the pantograph will be lowered. The pantograph cannot be raised again until the FLR has been reset after the motor coach has been examined. (It is possible to raise the pantograph if the FLR is tripped by rearranging the pantograph wiring.)


8.5 Continuous Current Imbalance

If a current imbalance persists for longer than two seconds, then it implies that the earth fault is between the Current Balance Relay (CBR) and the top contact






of LS1. To clear this fault, the pantograph is lowered, and FLR is locked out. 8.6 Abnormal Line Voltage 8.6.1 Over Voltage

When an over voltage occurs, the software will open the line switches. When the voltage returns to normal, and all conditions are safe, the motor coach will automatically re-notch back to the demanded mode position.

8.6.2 Under Voltage

When an under voltage occurs (between 1000 volts and 1800 volts), the line switches will be opened by the software. When the voltage returns to normal, and all conditions are safe, the motor coach will automatically re-notch back to the demanded mode position.

When the under voltage is less than 1000 volts, then the master controller has to be returned to "OFF" before notching will be permitted. This is considered as a "No Line Voltage" or "Line Ground" situation.

8.6.3 No Line Voltage

When there is no line voltage, the line switches will not close when notching is requested. 8.7 Wheel Slip

When wheel slip is detected, the motor coach will notch back until the slip has ceased, and will then automatically re-notch to the demanded notch position.

Notching back in series may proceed until all the R Switches have opened. Notching back in parallel may also proceed until all the R Switches are open.

When the rail conditions are extremely severe, and the controller has notched back until all the R switches have opened in series or parallel, then the speeds of each axle are compared with an over-slip limit. If the controller keeps the system in this mode, and any axle exceeds the over-slip limit, or the slip is not corrected within 10 seconds then the coach will notch OFF to stop the wheel slip condition.

The coach will automatically notch up again as long as the driver does not notch OFF.

The Wheel Slide light will also illuminate if wheel slip is detected on that coach. Wheel slip on other coaches cannot be indicated to the driver.

During wheel slip, train line 1 is energised to prevent any other coaches from notching further. This method prevents jerking of the trainset during wheel slip correction.

8.8 Wheel Slide

Wheel slide on a motor coach cannot be controlled automatically. When wheel slide does occur on any MOTOR COACH in a trainset, the "Wheel Slide" light in






the leading cab will be illuminated. The driver may then reduce braking effort if conditions permit to try and correct the wheel slide.

8.9 Accelerating Resistor Protection

As the accelerating resistors of the Class 5M2A motor coaches are naturally cooled, they can easily become overheated, or cause heat damage to surrounding equipment if not used correctly. The proper driving technique is to ensure that the coach is advanced to either full series or full parallel as fast as possible to prevent overheating of the accelerating resistors.

However operating conditions such as gradients, overloading, speed limits, failed motor coaches, or incorrect driving technique, may cause coaches to remain with their accelerating resistors longer in circuit than they were intended to be. This can cause excessive heat, and failure of the accelerating resistors.

In an effort to aid with the protection of the accelerating resistors, the changes described below have been made to the control software.

For this function to operate 100% successfully, the train set needs to be powered by only Micro coaches, and the HOLD and TL6 circuits must all be fully functional. A non-micro coach will not be able to respond to the signals from a micro coach for it to react correctly to the actions below. (A modification to non-micro coaches will however make this possible.)

8.9.1 Hand Notching Override

When the train is in series mode, and is held in Switching, and the motor current is between 100 and 270 amps, then the train will be forced to the next notch after a period of 5 seconds. Force notching will continue until the traction circuit has either advanced to full series, or the current has been reduced to less than 100 amps.

If the driving conditions are not conducive to the additional notches, then the driver must notch off if the speed increases above what is required. (e.g. 15 kph speed limit.)

Forced notching will generally increase the train speed to about 25 kph in full series, depending upon the load and gradient. This function is not used in parallel mode.

8.9.2 Heat Counter

From experience gained in service, and analysis of data captured during accelerating resistor failure, a “heat counter” has been included in the software to predict the amount of heat being generated by the accelerating resistors.

When the heat counter exceeds a predetermined amount, the coach experiencing the overheated situation will cause the train set to be notched off for a period of about six minutes to allow sufficient time for the accelerating resistors to cool down.






During the cool down period, the indication to the driver on any micro coach will be the Traction Fault Light, and the Wheel Slide Light flashing alternately.

In addition, on the coach where the Overheated situation occurred, the Speedometer will indicate some speed value, and will be slowly reducing as the heat counter counts down. This indication will only be seen once the train has stopped.

When the Speedo indicates zero, the indications will stop, and the train may then be driven again.

During the notching sequence when the accelerating resistors are no longer in circuit in full series, or full parallel, the heat counter will count down, as the accelerating resistors will be cooling down. Similarly, when the coach is notched OFF, the heat counter will be counting down until zero.

8.10 Faulty Switch Check Back Signals

The monitoring of the main switches has been improved, in that a faulty check back signal will not cause the line switches to open, as long as the main contact of the switch closes. The fault will still be recorded in the FLF logger.

If the coach is however undergoing a sequence test, and a check back does fail, then the line switches will open. The check back will need to be repaired to ensure a sequence test pass.

8.11 Faulty Current monitor - LEM

Each time when the system starts up, and each time the line switches close, the two current monitors are validated. If a current monitor is detected as faulty, or out of calibration, then traction will be permitted to full series only, making use of the remaining current monitor. In this way the motor coach will still assist with the powering of the train set.

If the coach is however undergoing a sequence test, and a current monitor is detected as faulty, then the line switches will open. The current monitor will need to be repaired to ensure a sequence test pass.

8.12 Defective Shaft Encoder

Every time the train coasts at above 20 km/h, the shaft encoders are evaluated for correct operation. If a faulty shaft encoder is detected, then it will be ignored for any further speed or wheel slip calculations. Fault data is also stored. A faulty shaft encoder will need to be re-detected every time the Traction Controller is restarted.

When a Shaft Encoder is not operational, the Traction Controller can still perform wheel slip detection and correction.

8.13 Sequence Fault

When a sequence fault occurs, the software will open the line switches and fault data will be stored.






8.14 Low Supply Air

When the main air is less than 300 kPa, the line switches will not close when notching is requested.

8.15 Traction Blower Motors Off

When any traction blower motor circuit breaker is off, the line switches will not close when notching is requested.

8.16 Deadman Operation

When a "Deadman" operation is made, the line switches are opened, and train line 15 and 17 are energised to operate all the QSA valves and cut-out the exhauster. Fault data is also stored.

8.17 Coasting in Neutral

This is an illegal driving technique. If this condition is detected, the train brakes will be applied after 2 seconds by energizing train lines 15 and 17. The brakes will be released as soon as the reverser is moved out of the neutral position.

8.18 Braking While Powering

If the brakes are applied while the traction circuit is energised, and the Vacuum is reduced to 30 kPa then the line breakers will be opened. The master controller will need to be returned to the "OFF" position to enable notching again.

8.19 Guard Brake or Vacuum Leak

If a guard applies the brakes at the rear of the train, or a vacuum leak occurs, then once the Vacuum has reduced to 25 kPa then the line breakers will be opened. The QSA valves will be energised, and will only be released once the train has come to a standstill. The master controller will need to be returned to the "OFF" position to enable notching again.

8.20 Over Speed

When an over speed occurs, the software will open the line switches. Notching will not be permitted until the speed has been reduced to the reset value.

In the event of synchronous slip where all four axles slip at the same speed, and wheel slip cannot be detected, this over speed function will prevent damage to the traction motors.

8.21 Single Axle Over Speed

If a single axle runs away because of non-correction of a wheel slip condition, then the line switches will open.

8.22 Plugging

If the train speed is above 10 km/h, traction will not be permitted if a change of direction is requested. The Reverser will also not change direction until the speed is below 10 kph.

8.23 Accident

If a motor coach is subjected to an extreme shock, which is detected by the






Impact Switch, all system parameters will be stored in the fault logger as a so-called "BLACK BOX" function.

8.24 Control Cut-Out

When Control is cut-out, (Barrel switch opened) traction will not be possible on that motor coach. The "Traction Fault" light will be illuminated.

8.25 Controller Reset

If the controller had to reset, then all high voltage switches will open. When the software is again operational, the driver will have to notch to OFF position to restart the system.

8.26 Faulty Off Delay Module AND Relay

If the Off Delay Module or relay fails, then the line switches will not close when notching is requested.

9 FUNCTIONAL DESCRIPTION OF THE TRACTION CONTROLLER

To control the sequence of a motor coach is a relatively simple function for a microprocessor to perform. The operation of each high voltage switch is under the direct control of the software thus eliminating series interlocks and cam dependant time delays and overlaps.

With the installation of a Microprocessor, it was possible to introduce many additional features to the motor coach control system as is described below

System Functions and Features 1 Non-dependence on series interlocks.

2 Non-dependence on cam dependant time delays.

3 Non-dependence upon time delay relays for notching control.

4 Restrictors used in the control air supply of switches to assist with the timing of switch operation are eliminated except in LS1 and LS2.

5 Correct operation of a switch is confirmed before the sequence progresses.

6 Sequence is fixed by software.

7 The software easily optimizes sequence and time delays and current switching levels.

8 Calibration of the system is accomplished by means of the software and hence not subject to drift or tampering.

9 Notch off sequence under normal and fault conditions is properly controlled






preventing open circuits in the high voltage circuit.

10 Wheel slip is detected and is controlled by stopping the sequence and notching down until the wheel slip has been corrected. This requires axle speed detection. Suitable shaft encoders are installed on each axle. While any coach on a trainset is experiencing wheel slip, the other motor coaches are prevented from notching further until the wheel slip has been arrested. This action prevents jerking of the trainset and prevents other motor coaches from slipping due to increased loading that will result when a coach notches back.

When slip cannot be corrected due to severe track conditions, the coach will be automatically notch off and on again provided the driver remains in a notch position.

11 When re-notching at speeds above 29 km/h, the controller advances the traction motors from RS stage directly to full series J stage when series or parallel is requested. This practice saves R switch wear and tear and improves the response of the motor coach.

12 Over speed cut-out has been introduced to prevent traction motor flash over and or centrifuged armatures. This also applies if wheel slip could not be corrected, where a single axle or synchronous runaway situation will be arrested.

13 Wheel sizes can be accurately calibrated by means of a single measurement.

14 The "Deadman" feature has been improved which will introduce a penalty brake application if certain unsafe (and illegal) driving practices are employed.

15 The "Deadman Emergency Brake" has been improved in that together with opening the brake pipe to atmosphere in the driven cab, all Quick Service Application Valves as well as Exhauster Cut-Out Valves on the trainset are energised simultaneously.

16 The Deadman emergency Brake will also triggered when the brakes are applied by a Guard is a trailing cab, or if a vacuum leak occurs.

17 An accident "black Box" function is included which records essential driving parameters and logs a fault if extreme deceleration or shock occurs.

18 Fault monitoring, event recording and data logging is included.

19 Train movement and fault data information can be down loaded to a base station utilizing a GSM data link (If installed on the coach and at the base depot).

20 Equipment may be tested and verified by means of a notebook computer






connected to the controller. Any microprocessor controller on a trainset may be interrogated from one cab by means of a communication network. By using a software controlled test sequence, it will be easier and quicker to locate a faulty component.

21 Fault finding of switchgear is simplified and could be carried out by low skilled maintenance staff, utilizing a hand held tester.

22 A stand-alone tester in the workshop can test the controller cards. Thus any faulty electronics of the controller may be easily isolated to a particular printed circuit board.

23 Speedometer is directly driven from the controller. The speedometer will operate even if only one shaft encoder is functional.

24 The speedometer may be tested when the HV compartment door is open by sequencing the controller. Switching will indicate 30 Km/h, Series - 60 Km/h, Parallel - 90 Km/h and Weak Field - 120 Km/h. This eliminates cumbersome testing equipment.

25 When Control is energised, the Speedometer indicates full scale for a moment to indicate to the driver that the instrument is operational.

26 Reliability of switchgear and vehicle is improved because of correct operation at all times, proper operation of switches during faults, and easier means of locating faulty equipment.

27 The controller does not require the old No Current Relay (NCR), as the system monitors the line voltage. Therefore, these coaches will not open their line switches when traversing section insulators. If severe pantograph bounce had to occur, the coach will notch off and automatically notch up to the mode demanded by the driver if conditions are safe.

When a loss of line volts occurs, the driver has to return the master controller to the "OFF" position to power again. (Thus the no current function is still available.) The NCR function is implemented in software. If there is no current flow before the RS switch is closed, then the traction circuit is de-energised.

28 Master door close function, which closes the passenger side doors when train line 2 is energised, is included and is carried out by the leading motor coach. At speeds above 5 kph an additional output is generated which energises the passenger door lock train line, TL23 (where installed)

29 To reduce jerking at start off, the Soft Start method has been retained, whereby the traction motors are started in Weak Field for one second. To reduce jerking as a result of wheel slip, the following procedure has been implemented. While a coach is experiencing slip, the whole trainset is prevented from notching further. When the wheel slip has been corrected, then the trainset will notch further synchronously. The Soft Start feature will






only function at speeds below 10 kph. If not required, the Soft Start function may be disabled by disconnecting a wire on the input panel

30 "Plugging" is prevented above 10 km/h.

31 If an earth fault occurs between the HV coil of the current imbalance relay and the line side of the line switches, the pantograph will be lowered as a final recourse to clear the fault.

32 Sequential motor over loads, over currents or current imbalance operation will result in the traction circuit being locked out by means of the Fault Lock-Out Relay (FLR) and the pantograph being lowered.

33 If the driver notches off and traction current continues to flow due to HV switches stuck closed, then the pantograph will be lowered as a final recourse.

34 The distance traveled is counted by means of an odometer that is held in non-volatile memory.

35 If wheel slide is detected on any motor coach in a trainset, then the leading motor coach will illuminate a "wheel slide" light on the driver's desk.

36 Provision has been made for switch off of traction power in case of an "Emergency" or security loop failure signal such as Red emergency pantograph lower button on 10M type coaches.

37 Under conditions of low line voltage, the notching current is reduced in an effort to prevent the 3 kV supply system from over loading.

Under conditions of high line voltage, the notching current is also reduced to limit the heat dissipated by the accelerating resistors.

38 All inputs and outputs are indicated by means of LEDs, which is an immense help for faultfinding. It is extremely easy to determine the state of the motor coach equipment by monitoring these LEDs.

In addition, the fault codes that have been defined by the traction controller are indicated on the CPU LEDs. Additional faults need to be monitored by means of a Portable Computer.

39 The master controllers’ cam-switches no longer switch contactors, but are only used as signals. The cam switches should therefore become more reliable.

40 The driver's indication unit includes a "Traction Fault" light which will be illuminated whenever traction is not possible due to faulty equipment, or when the coach has been locked out, or cut-out. This will assist fault staff to quickly determine which motor coach in a trainset has a fault.






41 The driver's indication unit includes an "Exhauster Weak Field" light which will be illuminated whenever the exhauster are running in weal field.

42 Automatic calibration of traction current monitors before traction is performed at every system start up.

43 Detection of bogie current sharing imbalance possibly caused by; seizing wheel bearings; or imbalanced accelerating resistors; or imbalanced operating times of P and G switch, or uncorrected wheel slip in transition.

44 A power test of the motor coach is limited to 5 seconds.

45 The system consists of a fault logger that logs serious faults that may be analysed once the data is downloaded.

46 All the fault codes and indication codes are stored in Fault Latch Flag logger that store up to 4500 incidents. This logger data can be analysed with a personal computer or a hand held terminal.

47 The operations of each switch is counted and stored. This data can be analysed with a notebook computer or a hand held terminal.

48 A Brake Test Logger has been included; whereby the trainset brakes may be evaluated in terms of deceleration rate and stopping distance. This system is activated with a notebook computer whilst on the train.

49 The Train set brake system can be tested even if only a leading motor coach is a Microprocessor Controlled Coach.

50 Main Accelerating resistors are protected from overheating by predicting the heat generated, and notching the train off for a period to allow cooling.

10 EQUIPMENT REMOVED FROM A COACH

1. Static Notching Relay (Electronic Unit) or Current Limit Relay. (Depending upon series of motor coach.)

2. All time delay relays in control circuit. (5 in total)

3. Restrictors from combination and resistor switches.

4. Holding relays.

5. Fault lock out relays FL1 and 2 or Pantograph Lowering Device if installed.

6. 52 interlock fingers.

7. 2 Limit switches from motor cut out switches.

8. Master Door closing relay control circuit.

9. Large Pantograph trip relay replaced with smaller relay.






10. Speedometer amplifier.

11. Speedometer gear case probe or axle generator.

12. Capacitors

13 No Current Relay (NCR)

11 PROTECTION AND FAULT SCHEME OF THE CONTROLLER

The operation of the Protection and fault scheme is shown in the diagrams below.

These charts indicate how the controller reacts to faults and what procedures are carried out to protect the traction equipment.

This scheme provides the following information.

THE EVENT What is the cause of the protection function RESULT This is the result of the action taken by the protection

scheme. INDICATION This is the initial indication that is given to the driver. DRIVER ACTION This action is required by the driver to reset the fault if

required. FINAL INDICATION

This is the indication that will remain after the driver has performed the required resetting function.

SYSTEM REACTION

This is what the controller and protection scheme does in response to the event.

DEPOT ACTION REQUIRED

The depot staff should perform this function.






EVENT RESULT INDICATION DRIVER FINAL SYSTEM DEPOT ACTION ACTION INDICATION REACTION REQUIRED 1 1 2 2 1 2 3 1 2

MOTOR OVERLOA

D

Line switches open

Line Switch Light and Traction Fault

on faulty coach

None

Increment counter, record fault data,

display Fault Code

Down load fault data if

required

Notch off, reset and Re-

Notch

Line switches open. Lower pantograph


on faulty coach

Line switch and Traction

Fault on

Fault lock out (FLR), record data, display Fault Code

Down load fault, repair

and reset

None

CURRENT BALANCE

RELAY

Line switches open


on faulty coach

None


display Fault Code


required

Notch Off and re-notch.



on faulty coach


Fault on



and reset

None

OVER CURRENT

Line switches open


on faulty coach

None


display Fault Code Down load fault data if

required




on faulty coach


Fault on



and reset

None






EVENT RESULT INDICATION DRIVER FINAL SYSTEM DEPOT ACTION ACTION INDICATION REACTION REQUIRED 4 5 6 7 8 9

OVER VOLTAGE

(>3750V)

Line switches open

Line switch and traction

fault on faulty

None

Automatic re-notch, record data, display

Fault Code


required

None

UNDER VOLTAGE

(<1850V)

Line switches open


fault on faulty

None

Automatic re-notch, record data, display

Fault Code


required

None

LINE GROUND (<1000V)

Line switches open


fault on faulty

None

Record Fault Data and

display Fault


required


NO LINE VOLTS

No operation

Traction Fault Flicker

None

None

None

Wait for Line Volts or

Raise

NO CURRENT (HT OPEN

Line Switches

Open

Line Switch And Traction Fault On

Faulty Coach


Faulty Coach

Display Fault Code

Repair HT open Circuit

Notch Off, Report Fault

CONTINUOUS HT

SHORT

Lower Pantograph, Trip FLR


Faulty Coach


Faulty Coach

Display Fault Code

Repair HT Circuit Fault

None







LINE SWITCHES

STUCK CLOSED

Lower Pantograph, Trip FKR


Faulty Coach


Faulty Coach

Display Fault Code

Repair cause for stuck switches.

None

PARALLEL BOGIE

CURRENT IMBALANCE

Line Switches

Open


Faulty Coach


Faulty Coach

Display Fault Code

Repair cause for parallel bogie

current imbalance.

Notch off and re-notch.

Report Fault.

COMBINATION SWITCH SETUP

ERROR (Incorrect Sequence)

Line Switches

Open


Faulty Coach


Faulty Coach

Display Fault Code

Repair cause of

combination

Notch Off and re-notch. Report Fault

SEQUENCE FAULT

(COMBINATION SWITCH ERROR)

Line Switches

Open


Faulty Coach


Faulty Coach

Record Fault Data, Display

Fault Code

Down Load Fault Data and repair

Notch Off and re-notch. Report Fault

BOGIE CURRENT MONITORS OUT

OF CALIBRATION

No Operation


Faulty Coach


Faulty Coach

Display Fault Code

Replace faulty current monitor.

Report Fault

BARREL SWITCH

(CONTROL CUT OUT)

No Operation

Traction Fault On Faulty Coach

None Display Fault

Code

None Cut in Barrel

Switch







TRACTION BLOWERS

OFF.

No Operation


None Display Fault

Code None or

repair faulty blower.

Switch Blowers on. (For Upgrade

switch control on).

Main Air Pressure Less than

No Operation


None Display Fault

Code

None Wait for air

pressure.

OFF DELAY

MODULE

No Operation


Faulty Coach


Faulty Coach Display Fault

Code Replace Timer

Module

Report Fault

SHAFT ENCODER

FAULT

Resistor Switches Notch Back Without

Wheel Slip

None

None

Record Fault Data. Ignore Faulty Unit.

Down Load Fault Data, Replace Faulty Unit.

Coast for 10 seconds

above 20 kph.

WHEEL SLIP

DURING

Resister Switched Notch Back

Automatically

None

None

Automatic notch up to demanded

position.

None

None

WHEEL SLIDE DURING

BRAKING

None

Wheel Slide Light on Leading

None

None

None

Reduce Braking Effort if







OVER WHEEL SLIP IN

PARALLEL AND SWITCHING

Line Switches Open


Faulty Coach

None

Automatic re-notch, record Fault Code

None None

TRACTION CONTROLLER

RESET

Line Switches

Open


Faulty Coach

None

Automatic notch up to demanded

position.

None

None

SHOCK GREATER THAN 5g

None

None

None

Record "Black Box"

Data.

Down Load Black Box

Data if

None

OVER SPEED WITH

Line Switches Open When Max Speed Exceeded

Line Switch And Traction Fault

Flicker On Faulty Coach

None

Display Fault Code

None

Notch Off, Reduce Speed,

Notch Up

SINGLE AXLE OVER

Line Switches

Open


Faulty Coach

None

Display Fault Code

None

Notch Off, Notch Up

PLUGGING - WITH SPEED

GREATER THAN 10 KPH

No Operation


Faulty Coach

None

Display Fault Code

None

Notch Off, Reduce Speed to Less than 10 Kph, Notch Up







PLUGGING - WITH SPEED

LESS THAN 10 KPH

Normal Operation

None

None

None

None

None

COASTING IN NEUTRAL AND SPEED > 10KPH

Penalty Brake after 2

seconds

Traction Fault Flicker

None

Display Fault Code

None

Return Reverser Handle to Forward

or Reverse

APPLY BRAKES WHILE

POWERING AND SPEED > 10 KPH

Line Switches

Open


Faulty Coach

None

Display Fault Code

None

Notch Off and Notch Up

DEAD MAN APPLICATION

Line Switches

Open, QSA

Line Switch And Traction Fault

Flicker On Faulty Coach

None

Record Fault Data, Display

Fault Code

Down Load Fault Data if

required

Notch Off and Notch Up

LINE SWITCH ERROR (CHECK BACK OR COIL)

Line Switches

Open


Faulty Coach

None

Display Fault Code

Repair Fault

Notch Off and Re-

Notch, Report

RESISTOR SWITCH ERROR (CHECK BACK

OR COIL)

Line Switches

Open


Faulty Coach

None

Display Fault Code

Repair Fault

Notch Off - Re -Notch,

Report Fault







WEAK FIELD SWITCH ERROR (CHECK BACK

OR COIL)

Line Switches

Open


Faulty Coach

None

Display Fault Code

Repair Fault


Report Fault

REVERSER SWITCH FAULT (CHECK BACK

OR COIL)

Operation in one Direction

only.


Faulty Coach

None

Display Fault Code.

Repair Fault


Report Fault

RED EMERGENCY OR SECURITY LOOP

BROKEN

Line Switches

Open


Faulty Coach

None if cleared. Traction Fault ON

if not cleared. Display Fault

Code Repair

possible fault Notch Off

and Re-Notch

TRAIN LINES 4 AND 5

No Operation


Faulty Coach

None

Display Fault Code

Repair Fault

Report Fault

POWER TEST TIME

OUT

Line switches open after 5

seconds.


Faulty Coach

None

Display Fault Code

None

Notch Off and Re-Notch

if Required

Any Check Back Stuck at Start Up

No Operation


Faulty Coach

None

Display Fault Code

Repair Faulty Switch

Report Fault






EVENT RESULT INDICATION DRIVER FINAL SYSTEM DEPOT ACTION ACTION INDICATION REACTION REQUIRED 40 41

Accel Resistor

Over Heated

Line Breakers open then No

Operation

Traction Fault and Wheel Slide Flicker

on all Coachers. Speedo on Leading

None

Record Fault Code

None

Wait for Speedo to

return to Zero

Accel Resistor

Over Heated

Line Breakers open then No

Operation

Traction Fault and Wheel Slide Flicker

on all Coachers.

None

Record Fault Code

None

Wait for Flicker to end






12 FAULT DIAGNOSTIC SYSTEM - FAULT LATCH FLAG (FLF) CODES

The traction controller generates a number of “fault and indication” codes, which are displayed on the CPU lights in a binary format. These codes are very useful in determining any fault conditions that a coach may be experiencing. These codes are known as Fault Latch Flag or FLF Codes.

12.1 The FLF Logger The Traction Controller in the FLF Logger logs these Fault Latch Flag codes. The FLF Logger is viewed by means of a notebook computer and the Traction Controller configuring software.

Each time a new code is generated, the logger will store the Date, Time, Coach Odometer reading, Code Number and Code name.

4500 codes may be stored in this way.

12.2 How to Read the CPU lights The first six lights (numbered 0 to 5) on the CPU are used to indicate a code. The code is indicated in binary form, and needs to be converted to decimal.

0 • 1 In the example shown on the left, 1 • 2 lights 0,1,3 and 5 are ON. 2 o 4 3 • 8 The decimal code is determined by 4 o 16 adding the values shown on the label. 5 • 32 6 o CPU OK 1+2+8+32 = 43 7 o COMMS (Shaft Encoder 3 No Output)

12.3 FLF Code Listing The table below lists all the possible codes, and their meanings.

Fault Code

CPU Indication

FLF Fault Name Fault Code Analysis Possible Causes of Fault Indication

1 01234567 MOL or Over Current Traction Motor Over Load Tripped or

•ooooooo Average Current monitored by Current Monitors too high.

2 01234567 Control Cut Out Barrel Switch in cut out position for longer than.

o•oooooo Open two seconds.

3 01234567 Traction Blowers Traction Motor blower circuit breakers off or

••oooooo Not Running Blower circuits de-energised. (Or no current flow in blower

circuits - 10M type upgrade coaches only)

4 01234567 LINE - No Voltage Line voltage less than 1000 volts.

oo•ooooo .

5 01234567 Main Air to Frame Main reservoir air less than 300 kPa.

•o•ooooo too low (Check air supply or pressure switch.)






Fault Code

CPU Indication


6 01234567 No TIMER Module Notch off timer not supplying power to line

o••ooooo Check Back. switches although train line 2 is energised. (Check Timer

Module, Timer Relay.)

7 01234567 Any Check-Back A switch interlock is stuck closed. Check for faulty

•••ooooo stuck closed interlock or faulty switch mechanism.

8 01234567 LS4 Time Out LS4 check-back not received within time limit or

ooo•oooo HV Door Interlock defective or Isolating Switch Interlock

defective or Line Switch supply missing or Timer Module

defective or ROUT. (Check MOL, CBR, FLR, Timer Mod, Power

Supply, Rout Card.)

9 01234567 LS3 Time Out LS3 check-back not received within time limit.

•oo•oooo (Check timer, power supply, LS3 interlock, LS3 coil).

10 01234567 LS1or LS2 Time LS1 or LS2 check-back not received within time

o•o•oooo Out limit. (Check timer, power supply,LS1 or LS2 interlock,LS1 or

LS2 coil).

11 01234567 JR Time Out JR check-back not received within time limit.

••o•oooo Check relevant JR interlock and coil.

12 01234567 RS Time Out RS check-back not received within time limit.

oo••oooo Check RS interlock and coil.

13 01234567 R1 Time Out R1 check-back not received within time limit.

•o••oooo Check R1 interlock and coil.


o•••oooo Check R2 interlock and coil.


••••oooo Check R3 interlock and coil.


oooo•ooo Check R4 interlock and coil.

17 01234567 RR1 Time Out RR1 check-back not received within time limit.

•ooo•ooo Check RR1 interlock and coil.


o•oo•ooo Check RR2 interlock and coil.


••oo•ooo Check RR3 interlock and coil.


oo•o•ooo Check RR4 interlock and coil.

21 01234567 J Time Out J check-back not received within time limit.

•o•o•ooo Check J interlock and coil.

22 01234567 P Time Out P check-back not received within time limit.

o••o•ooo Check P interlock and coil.

23 01234567 G Time Out G check-back not received within time limit.

•••o•ooo Check G interlock and coil.

24 01234567 F1 Time Out F1 check-back not received within time limit.

ooo••ooo Check F1 interlock and coil.

25 01234567 F2 Time Out F2 check-back not received within time limit.

•oo••ooo Check F2 interlock and coil.

26 01234567 REVERSER - Forward check-back not received.

o•o••ooo Forward Time Out Check forward coil or check-back interlock.

27 01234567 REVERSER - Reverse check-back not received.

••o••ooo Reverse Time Out Check reverse coil or check-back interlock.

28 01234567 TL4 and TL5 HIGH Train lines 4 and 5 short-circuited.

oo•••ooo

29 01234567 RED 110-volt supply missing or 24-volt power supply not OK.

•o•••ooo EMERGENCY (Or security loop broken - on 10M type upgrade coaches only.)






Fault Code

CPU Indication


30 01234567 LS4 Check-Back LS4 opens without any indication or action by the

o••••ooo Disappeared controller. Check for loose wires or faulty interlock.

31 01234567 POWER TEST Power Test was longer than 5 seconds

•••••ooo Time Out

32 01234567 Controller Hot Controller reset due to voltage spike. Check

ooooo•oo Reset snubber Circuits of coils.

33 01234567 Current Transducer Traction current monitors not reading the same

•oooo•oo OFFSET too Large when the system is started. Check to see which one is out of

calibration.

34 01234567 NO CURRENT No current flows in traction circuit after closing of

o•ooo•oo flow IN JR STEP JR. Check for open circuit in HV circuit.

35 01234567 Bogie Currents not When P and G close, the bogie currents are not balanced.

••ooo•oo balanced in Parallel Possible causes: - incorrect main resistors, or stiff axle bearings, or P and G not closing simultaneously.

36 01234567 OVER CURRENT Traction over current monitored by traction current. oo•oo•oo Monitored monitors

37 01234567 CONTINUOUS CBR continuously energised, LS1 support bar flash •o•oo•oo HV SHORT over or CBR flash over, or CBR stuck.

38 01234567 HV Switches Stuck All line and combination switches should be open o••oo•oo Current flow continues but current is still greater than 20 amps.

39 01234567 OVER SLIP IN RS Any axle obtained a speed greater than 50 kph while •••oo•oo STEP experiencing wheel slip in RS step.

40 01234567 OVER SPEED Single axle exceeded over speed limit during ooo•o•oo (Single Axle) uncontrollable wheel slip.

41 01234567 Shaft Encoder 1 no Check Shaft encoder, or shaft encoder drive, or •oo•o•oo Output cables and plugs If all in order, check BIDEC card for correct

operation.

42 01234567 Shaft Encoder 2 no Check Shaft encoder, or shaft encoder drive, or o•o•o•oo Output cables and plugs If all in order, check BIDEC card for correct

operation.

43 01234567 Shaft Encoder 3 no Check Shaft encoder, or shaft encoder drive, or ••o•o•oo Output cables and plugs If all in order, check BIDEC card for correct

operation.

44 01234567 Shaft Encoder 4 no Check Shaft encoder, or shaft encoder drive, or oo••o•oo Output cables and plugs If all in order, check BIDEC card for correct

operation.

45 01234567 DEADMAN Deadman function operated. •o••o•oo Activated

46 01234567 COASTING Reverser handle in neutral position while speed. o•••o•oo ILLEGALLY greater than 10 kph

47 01234567 POWERING while Brakes applied while powering and speed greater ••••o•oo BRAKING than 10 kph.

48 01234567 Coach Over-Speed Over Speed limit exceeded. Powering not available

oooo ••oo With hysteresis until speed reduced to less than Over Speed limit.

49 01234567 ANTI PLUGGING - Anti-plugging Forward - Reverse notching was •ooo••oo Forward Selected when speed was greater than 10 kph.

50 01234567 ANTI PLUGGING - Anti-plugging Reverse. - Forward notching was. o•oo••oo Reverse Selected when speed was greater than 10 kph.

51 01234567 VACUUM too low The brake vacuum is monitored to be lower than 30 ••oo••oo KPa in J Step. Check brakes and Vac transducer.

52 01234567 Impact Switch Impact Switch was activated. oo•o••oo Activated






Fault Code

CPU Indication


53 01234567 MA Voltage Monitor No MA volts monitored in J Step. •o•o••oo Defective Check MA Voltage monitor.

54 01234567 HVCDS Defective The High Voltage Compartment Door Switch is. o••o••oo Energised when the HV is locked.

55 01234567 LINE Line voltage less than 1800 volts. •••o••oo Under Voltage

56 01234567 LINE Line voltage greater than 3900 volts ooo•••oo Over Voltage

57 01234567 HV Pressure Fan The HV Pressure Fan circuit breaker is tripped. •oo•••oo Defective

58 01234567 CBR Activated The Current Balance Relay was activated. o•o•••oo

59 01234567 FLR Relay Tripped The Fault Latch Relay has been tripped. Causes are ••o•••oo MOL, CBR or faulty PSU on start up.

60 01234567 IA1 defective Bogie 1 Current not monitored. Check IT1, Plugs, Cables and oo••••oo ADDA Card.

61 01234567 IA2 Defective Bogie 2 Current not monitored. Check IT2, Plugs, Cables and •o••••oo ADDA Card.

62 01234567 Card Not Detected Any card not detected. View non indicating codes to determine o•••••oo which card is not detected.

63 01234567 System Start Up This code is generated every time the System. ••••••oo Starts Up.

12.4 Non Indicating Codes The CPU is able to display a maximum of 63 codes.

There are some indicating codes that are greater than 63. While these are not indicated, they are stored in the FLF Logger.

These codes are detailed below.

Fault Code

CPU Indication


64 None HV Opened High Voltage Compartment Opened.

65 None Motors 1 and 2 Cut Out

Motor 1 and 2 Cut Out Switch Opened

66 None Motors 3 and 4 Cut Out

Motors 3 and 4 Cut Out Switch Opened

67 None Traction Reset Activated

Train Line 7 Energised

68 None Auxiliary Reset Activated

Train Line 20 Energised.

69 None DIN1 Card not Detected

Replace Card or determine offending Card.

70 None DIN2 Card not Detected


71 None ROUT1 Card not Detected


72 None ROUT2 Card not Detected







Fault Code

CPU Indication


73 None BIDEC Card not Detected


74 None ADDA Card not Detected


75 None EBR Circuit Faulty When EBR is energised, train line 15 is not energised.

Check EBR relay coil, contacts, wiring and ROUT2 card.

76 None Slip Hold Circuit Faulty.

When Slip Hold relay is energised, train line 1 is not

energised. Check Slip Hold relay coil, contacts, wiring and

ROUT2 card.

77 None Slide Train Line 6 circuit faulty.

When TL6 relay is energised, train line 6 is not energised.

Check TL6 relay coil, contacts, wiring and ROUT2 card.

78 None NOV Reset/Corruption Detected

The non volatile memory has been reset

79 None Guard Brake or Vacuum Leak

The trainset vacuum has been reduced to less than 25kPa

without any action from the driver-i.e. guard applied

brakes, or there is a leak in the trainset vacuum system

80 None Timer Check Back Stuck Closed

Timer relay is constantly energised when the system starts

up.

81 None Cubicle High Temp Detected

The traction controller cubicle temperature has switched

the temperature detector

82 None Cubicle Fan Defective

The cubicle fan is not operating when the temperature is

high

83 None FLR Relay faulty No check back received from FLR relay when energised.

Check 1310 wire for supply , FLR coil or ROUT card.

84 None Washing Mode Coach entered washing mode for longer than 30 seconds

(If enabled)

85 None Bogie 1 Stiff Axle or High Cur

Bogie One current is detected as higher than bogie Two

which could be caused by Stiff axle, Imbalance resistors,

Time difference between closure of P and G switches, or

not corrected wheel slip in transition.

86 None Bogie 2 Stiff Axle or High Cur

Bogie Two current is detected as higher than bogie One

which could be caused by Stiff axle, Imbalance resistors,

Time difference between closure of P and G switches, or

not corrected wheel slip in transition.

87 None Speed Control Mode Entered

Speed control Mode entered. (If enabled)

88 None R5 Across LS4 Open Circuit

Resistor R5 possibly detected as being open circuit.

89 None R6 Across LS3 Open Circuit

Resistor R6 possibly detected as being open circuit.

90 None QSA-EBR-SPHD-TL6-BV Test Mode

Brake Test mode entered.

91 None QSA VACUUM Reduction too Slow

QSA reduction time too slow.

92 None Own Grids Over Heated

Grids detected as being over heated.

93 None Grids Overheated Detected

Another coach indicating that it’s grids are overheated

94 None Bogie 1 Over Slip in Parallel

Bogie One notched back, and wheel slip not corrected.






Fault Code

CPU Indication


95 None Bogie 2 Over Slip in Parallel

Bogie Two notched back, and wheel slip not corrected.

96 None ALL Shaft Encoders - No Output

No output detected from Shaft Encoders in RS step with

brakes released.

97 None Time/Date Synchronized

Time and date is synchronized by some external factor.

(Computer or GPS)

98 None Cab Occupied Control switched ON.

99 None Cab Vacated Control Switched OFF

100 None IA1 Greater than IA2 Current monitor One output higher than Monitor Two.

101 None IA2 Greater than IA1 Current monitor Two output higher than Monitor One.

102 None HV Locked HV Compartment was locked

103 None PSU Battery Low Capacity

The PSU switch switched OFF before 2Min and 30

seconds after the 110 volts was de-energized, indicating

that the battery has low capacity.

Chapter Five

Micro Processor Coach Controller Information

(Maintenance)


CLASS 10M5 TRAINSET

Coach Controller System Information (Maintenance)

September 16, 2005

By Engineering


Contents 09/16/05 Page i

Table of Contents

1. FUNCTIONAL DESCRIPTION OF OPERATION AND LAYOUT OF EQUIPMENT.......................................................................................................................................................... 1 A) REQUIREMENTS FULFILLED ....................................................................................................................................... 1 B) SYSTEM FUNCTIONALITY........................................................................................................................................... 2 C) PROTECTIVE OR SAFETY FEATURES INCORPORATED INTO THE SYSTEM...................................................................... 3 D) INDICATORS INCORPORATED INTO THE SYSTEM. ........................................................................................................ 3 E) BUILT-IN TEST FACILITIES.......................................................................................................................................... 3 F) SYSTEM COMPONENTS AND THEIR LOCATION ............................................................................................................ 3

2. SYSTEM FAULT FINDING/FUNCTIONAL CHECKS .............................................. 3 A) PRECAUTIONS TO BE TAKEN BEFORE THE SYSTEM IS TESTED OR CHECKED ................................................................ 3 B) SYSTEM TESTING TO ENSURE CORRECT FUNCTIONALITY............................................................................................ 3 C) REQUIRED TEST EQUIPMENT ...................................................................................................................................... 3 D) INDICATIONS THAT CAN BE EXPECTED DURING TESTING. ........................................................................................... 3 E) FAILURES THAT ARE LIKELY TO OCCUR WITHIN THE SYSTEM AND POSSIBLE CAUSES................................................. 3 F) FAILURES THAT ARE EVIDENT TO OPERATING CREW (CAB INDICATION, WARNING, ETC.)........................................... 3 G) CONSEQUENCES OF SYSTEM FAILURE......................................................................................................................... 3 H) STEP-BY-STEP PROCEDURES TO BE CARRIED OUT IN ORDER TO ISOLATE EACH LIKELY FAILURE ................................ 3

3. PREVENTIVE MAINTENANCE.................................................................................................. 3 A) PRECAUTIONS TO BE TAKEN BEFORE MAINTENANCE IS ATTEMPTED .......................................................................... 3

4. INPUT AND OUTPUT SIGNAL DESIGNATION............................................................ 3 A) TRAILER COACH ................................................................................................................................................... 3

1. Digital Outputs ..................................................................................................................................................... 3 2. Digital Inputs........................................................................................................................................................ 3 3. Analog Inputs ....................................................................................................................................................... 3 4. Analog Outputs..................................................................................................................................................... 3

B) MOTOR COACH ..................................................................................................................................................... 3 1. Digital Outputs ..................................................................................................................................................... 3 2. Digital Inputs........................................................................................................................................................ 3 3. Analog Inputs ....................................................................................................................................................... 3 4. Analog Outputs..................................................................................................................................................... 3

5. SYSTEM PARAMETER INDICATIONS ............................................................................... 3 1. Parameter Indications.......................................................................................................................................... 3

Class 10M5 Coach Controller - System Information (Maintenance)

10M5 Coach Controller Maintenance 2005-09-16.doc 09/16/05 Page 1

Class 10M2 Coach Controller

SYSTEM INFORMATION (MAINTENANCE)

1. Functional Description of Operation and Layout of Equipment

a) Requirements Fulfilled

The upgraded Class 5M2A train sets are equipped with a Microprocessor Controlled "Coach Controller" per coach.

The purpose of the Coach Controller is to provide an intelligent means of controlling all the non-traction auxiliary equipment on a coach.

All the control functions for equipment connected to the Coach Controller will be carried out or supervised by the Coach Controller. This Coach Controller and most of the associated control equipment are housed within suitable equipment cabinets in the high-tension compartment vestibule area on a Motor Coach, and under the coach in the case of a Trailer Coach.

The major advantages of such a central Microprocessor Controlled Coach Controller are: -

1. The control function may be easily optimized by suitable software changes.

2. The control of additional equipment is relatively easy to accommodate.

3. All the equipment under control of the controller may be easily tested for correct operation by means of a portable tester connected to the controller. Thus, the diagnosis of faulty equipment is simplified.

The following is a functional description of the Coach Controller. The same controller is used for a Trailer Coach and a Motor Coach. Different software is however applicable.

The controller performs the following functions on any coach: - Control of passenger side doors. Control of the ventilation system and coach heater contactor. Control of the lighting system. Provision of network Fault diagnostics.

On a Motor Coach, the controller performs the following additional functions/ Control of battery system Control of auxiliary compressor and pantograph Control of Motor Alternator or Generator as applicable



Control of the main compressor. Control of the exhauster

The control system requires the following transducers: -

Temperature Transducer – to monitor coach temperature. Two 20 Amp current transducers to monitor the ventilation units motor

current. One 110v voltage monitor to monitor the battery voltage on a motor

coach. One –100amp to 100 amp current monitor to monitor the battery

charging and discharge currents. One 3000 Volt voltage monitor to monitor the line voltage on a motor

coach. One pressure switch to monitor the door system air pressure.

b) System Functionality

The system consists of a standard microprocessor controlled system that has been implemented as a Coach Controller for these train sets.

The various equipment controlled by the system, are under the control of the software resident in the microprocessor memory. The software reacts to the input parameters, and controls the output equipment in accordance with the program instructions.

The input signals connected to the controller are of two types:

110v dc digital-input signals, such as train line status, status of position sensors.

0-20mA Analog signals such as coach temperature, ventilation motor current, battery voltage and current.

The output signals of the system are;

Relays that are used to energize the appropriate contactors, relays, valves or lights.

An analog 0 to 20mA signal is used to drive the Line Volt meter.

The input and output signals are distributed amongst various electronic modules or cards. These cards are connected to a common bus where data is transferred to the central processing unit. The system is powered by a switch-mode power supply that converts the train 110v dc to the required voltages for the system.

One card is used to indicate the status of certain software parameters.



c) Protective or safety features incorporated into the system.

The system monitors over current for the ventilation units, and the battery. It also monitors for over and under voltage for the battery. Appropriate actions are taken to protect the equipment being controlled. Line voltage is monitored for Motor Alternator control, as well as Line Voltage indication on the drivers desk.

The system monitors the output of the controller power supply as well as the battery supply. No control functions will be performed if these supplies are not present.

Door control air pressure is monitored by means of a pressure switch. If the pressure is less than 300 kPa, then door control will not be attempted.

The system monitors the train power supply lines. If any power supply is missing due to a failed motor alternator then the ventilation fans will be prevented from operating.

If the 110v-power supply fails, then all controlled equipment will be de energized.

d) Indicators incorporated into the system.

If any Coach Controller system on a train set is switched off or fails, then train line 38 will illuminate the “Coach Controller” indication on the driver’s desk. One card of the system - LED32 - is used to indicate certain software parameters.

e) Built-in test facilities

The system checks itself automatically on start up. A System Check relay is energized by the system. This effectively automatically checks the train 110v supply, the controller power supply, the digital input and output cards and the software for correct operation. If any of these parameters are not correct, then train line 38 will be energized.

f) System components and their location

The system may be exchanged as a plug in unit. For the Trailer Coach, the system is mounted in a control cubicle under the coach. For the Motor Coach, the controller is installed in the equipment cubicle in the high-tension compartment vestibule area on a Motor Coach.

All input and output signals are connected to the controller rack by means of 4 interface plugs – INCN1, INCN2, INCN3 and OUTCN1 which are mounted on the plug interface panel. If these plugs are disconnected then the controller may be removed as a unit. On the front of the plug interface panel, the computer communication interface (ISOLCOMS) is also mounted.

On the rear of the controller are mounted the System Check relay, as well as a “pulse stretcher” module which is used to “stretch” input pulses which may be of a shorter duration than the system sampling period.



The system cards used detailed below.

Card Mnemonic Quantity Central Processing Unit CPU 1

Network Controller LAN 1

Digital Input Card DIN32 2

Indication Card LED32 1

Digital Output Card ROUT16 3

Analog input/output card ADDA 1

110v Charger Power Supply CH-PSU 1

Isolated Communication Interface ISOLCOMS 1

Card retainer 2

The positioning of the cards and plugs for a fully equipped control system is shown in the sketch below.

CP

U

LA

N

DIN

32

DIN

32

LE

D32

RO

UT

16

RO

UT

16

RO

UT

16

AD

DA

CH

-PS

U

SYSTEM CHECK RELA

Plug Interface Panel

INC

N1

INC

N2

OU

TC

N1

INC

N3

ISOLATED COMMUNICATION INTERFACE -ISOLCOMMS

Positioning order of cards in card rack and position of interface plugs



2. System Fault Finding/Functional Checks

a) Precautions to be taken before the system is tested or checked

Ensure that the power supply is switched off before any of the cards are removed, or any card is inserted.

Ensure that it is safe to operate any of the equipment that is controlled by the controller.

After replacement of any cards, the card retainers must be firmly secured.

b) System testing to ensure correct functionality

Switch on the power supply. The sequence of events to check for is as follows.

CPU

Check that all the CPU Light Emitting Diodes (LEDs) flash once as the power supply is switched ON – this indicates CPU reset.

After the reset, the LEDs 1 and 2 will flash – indicating that the CPU operating system is functioning correctly.

POWER SUPPLY

On the power supply, check that the LEDs marked VB2, VB1, VDD, VEE and VCC are ON. LED WD must flash with a period of about 1.5 seconds.

After 5 seconds, LEDs BATT and 24V will be energized, and the 24v-supply rail of the system will be energized.

ADDA CARD

When the 24v-supply rail is energized, the ADDA card LEDs will all energize. LED 5, which must flash at 10 hertz.

ROUT CARDS

After a delay of about two seconds after the 24 volt rail is energized, ROUT card number two, will energize the System Check relay. This will be indicated by LED SYSCK on ROUT number two being energized.

DIN32 CARDS

The energizing of the SYSCK relay will be confirmed when the digital input LED CB SYSCK (Check Back System Check) is ON.

The corresponding LED on the faceplate will indicate any 110v input signals that are present. (For example A BUS, B BUS, U BUS etc.)



LED32 CARD

LED SYSOK will flash indicating that the software is running satisfactorily.

At this stage, the system is ready to respond to any commands via the input signals.

c) Required test equipment

i It comprises

A notebook computer operating the Windows 95 or later operating system is required to upload control software into the CPU. The uploading process is carried out by software called WinT.

WinT can also be used to carry out detailed interrogation of the system inputs, outputs and system memory. Suitably qualified personnel would generally use this.

A small terminal can also be used to monitor inputs to the system, and to monitor control system parameters. Maintenance staff to check the operation of input transducers could use this terminal.

ii It is used as follows

The notebook computer is connected to the system by means of an RS232 cable through the isolated communication Interface that is mounted next to the input/output interface plugs.

The terminal is connected to the CPU via the 25-pin DSUB plug on the faceplate.

iii Test equipment requires no maintained

d) Indications that can be expected during testing.

When any Coach Controller is OFF on a train set, the “Coach Controllers” light will be illuminated on the driver's desk. This function is performed by the system check relay.

When a system is being tested, the above-mentioned light will be illuminated until the SYSCK relay is energized.

e) Failures that are likely to occur within the system and possible causes.

CPU Card failure – Component failure.

LAN Card Failure – Component failure.

DIN Card failure. – Component failure.

LED Card failure. – Component failure.

ROUT Card Failure – Component failure or supply applied directly to input. This



could cause a direct short and subsequent damage to PCB.

ADDA Card Failure – Component failure or short circuit of transducer wiring. (This card supplies 24 volts to power the voltage and current transducers.)

POWER SUPPLY failure – component failure or excessive input over voltage, or battery fuse blown due to short circuit of 24-volt supply.

ISOLCOMS Failure – Component failure.

SYSCK - System Check Relay Failure – Coil open circuit or contacts stuck open or closed.

f) Failures that are evident to operating crew (cab indication, warning, etc.)

Any failure that causes a Coach Controller not to operate correctly will be indicated by the “Coach Controller” indication on the driver’s desk.

g) Consequences of system failure

All equipment under control of the controller will be in the OFF State. The coach doors will be in released, manual open mode. (The door bypass unit will still close the doors when requested by the door control system, as well as energize emergency lights.)

The fact of system failure will be indicated on the driver’s desk as described above.

h) Step-by-step procedures to be carried out in order to isolate each likely failure

Switch on the Power Supply, and check for the correct indications on the LEDs to determine where the failure might be.

On the power supply low Vcc, Vdd, Vee, VB, or VB2 will be shown by an off led. If any of these voltages are too high, the appropriate led will flash.

A failed CPU will generally have no LEDs illuminated.

A failed ADDA will have incorrect led indication.

The indication on a DIN card will depend upon the failure.

The indication on a ROUT will depend upon the failure. If a relay contact is stuck closed, the item being controlled will be permanently energized. If the contact is open circuit, the item will not be energized when the relay on the card is energized.

Once a faulty card has been isolated, then replace the card with a sound unit.

Ensure that the CPU is programmed with the Coach Controller appropriate



software – Motor Coach or Trailer Coach.

3. Preventive Maintenance

a) Precautions to be taken before maintenance is attempted

Switch off the power supply before any cards are removed or inserted.

Replace the card retainers after exchanging a card.

4. Input and Output Signal Designation

The Coach Controller monitors the systems requirements, the environment and the equipment controlled. The controller then controls the systems in accordance with the software program to ensure that the system requirements are carried out safely. The controller receives the following Inputs and supplies the following outputs: --

a) TRAILER COACH 1. Digital Outputs

ROUT CARD 1 ROUT CARD 2 ROUT CARD 3

No Description No Description No Description 0 L1 Solenoid S1

L1_FAST 16 L2 Solenoid S1



L1_OPEN 17 L2 Solenoid S2



L1_SLOW 18 L2 Solenoid S3



L1_LOCK 19 L2 Solenoid S4

L2_LOCK 35 L3 Solenoid S4

L3_LOCK 4 L1 Emergency

Alarm L1_ALARM 20 L2 Emergency Alarm

L2_ALARM 36 L3 Emergency Alarm

L3_ALARM 5 R1 Solenoid S1

R1_FAST 21 R2 Solenoid S1



R1_OPEN 22 R2 Solenoid S2



R1_SLOW 23 R2 Solenoid S3



R1_LOCK 24 R2 Solenoid S4

R2_LOCK 40 R3 Solenoid S4

R3_LOCK 9 R1 Emergency

Alarm R1_ALARM 25 R2 Emergency Alarm

R2_ALARM 41 R3 Emergency Alarm

R3_ALARM 10 Pre-close Warn

Alarm CLSALM_1 26 Main Lights

MAINLIGHT 42 Heater Contactor A

side HTRCON A 11 Closing Warn Alarm

CLSALM_2 27 Emergency Lights

EMERLIGHT 43 Heater Contactor B

side HTRCON B 12 Ventilation Circuit 1

VENT_1 28 Not Used 44 Fan Fault A Side

FAN FLT A 13 Ventilation Circuit 2 29 Not Used 45 Element Fault A Side



ROUT CARD 1 ROUT CARD 2 ROUT CARD 3 No Description No Description No Description

VENT_2 ELM FLT A 14 Ventilation Circuit 3

VENT_3 30 Not Used 46 Fan Fault B Side

FAN FLT B 15 Ventilation Circuit 4

VENT_4 31 System Check Relay

SYSCK 47 Element Fault B Side

ELM FLT B

2. Digital Inputs

DIN CARD 1 DIN CARD 2 Input No. Description Input No. Description

0 L1 Door Closed L1_CLSD 32 L2 Door Closed L2_CLSD 1 L1 Door Open L1_WIDE 33 L2 Door Open L2_WIDE 2 L1 Door Narrow L1_NARW 34 L2 Door Narrow L2_NARW 3 Not Used 35 Not Used 4 L1 Door Emergency Button

L1_EBUT 36 L2 Door Emergency Button

L2_EBUT 5 R1 Door Closed R1_CLSD 37 R2 Door Closed R2_CLSD 6 R1 Door Open R1_WIDE 38 R2 Door Open R2_WIDE 7 R1 Door Narrow R1_NARW 39 R2 Door Narrow R2_NARW 8 Version 2 Doors VER 2 DR 40 Not Used 9 R1 Door Emergency Button

R1_EBUT 41 R2 Door Emergency Button

R2_EBUT 10 Not Used 42 L3 Door Closed L3_CLSD 11 Not Used 43 L3 Door Open L3_WIDE 12 Not Used 44 L3 Door Narrow L3_NARW 13 Not Used 45 Not Used 14 Not Used 46 L3 Door Emergency Button

L3_EBUT 15 Not Used 47 R3 Door Closed R3_CLSD 16 Not Used 48 R3 Door Open R3_WIDE 17 Not Used 49 R3 Door Narrow R3_NARW 18 Main Air Reservior LOW_AIR 50 Not Used 19 Train Line 14 TL_14 51 R3 Door Emergency Button

R3_EBUT 20 6 Door Detection 6_DOOR 52 Not Used 21 A supply bus A_BUS 53 Not Used 22 B Supply Bus B_BUS 54 Not Used 23 Battery Bus U_BUS 55 Not Used 24 System Check Relay CB

CB_SYSCK 56 Not Used

25 Train Line 13 TL_13 57 Not Used 26 Train Line 19 TL_19 58 Not Used 27 Train Line 23 TL_23 59 Heater Contactor Cover Switch

HTR_CVR 28 Left Hand Door Close

LH_CLS 60 Heater Thermostat A THER_A

29 Right Hand Door Close 61 Heater Current A CURR_A




RH_CLS 30 Not Used 62 Heater Thermostat B THER_B 31 Not Used 63 Heater Current B CURR_B

3. Analog Inputs

Input No. Description

0 Coach Temperature 1 Ventilation Circuit 1 Current 2 Ventilation Circuit 2 Current 3 Not Used 4 Not Used 5 Not Used 6 Not Used 7 Not Used

4. Analog Outputs

Input No. Description 0 Not Used 1 Not Used 2 Not Used 3 Not Used



b) MOTOR COACH 1. Digital Outputs

ROUT CARD 1 ROUT CARD 2 ROUT CARD 3

No Description No

Description No Description

0 L1 Solenoid S1 L1_FAST

16

Panto Raise Valve PAN_UP

32 Voltage Regulator Start Contactor VRS

1 L1 Solenoid S2 L1_OPEN

17

Aux. Compressor Contactor AC_CONT

33 Motor Alternator Main Contactor MA MC

2 L1 Solenoid S3 L1_SLOW

18

Main Compressor Contactor MC_CONT

34 Motor Alternator Starting Contactor MA SC

3 L1 Solenoid S4 L1_LOCK

19

Main Comp Overload Hold Coil MC_OLHC

35 Auxiliary Supply Contactor AC

4 L1 Emergency Alarm L1_ALARM

20

Main Comp Auto Drain Valve MC_ADV

36 MA Overload Relay Coil MA OLR

5 R1 Solenoid S1 R1_FAST

21

Exhauster Contactor EX_CONT

37 MA Trip Relay Coil MA TR

6 R1 Solenoid S2 R1_OPEN

22

Exhauster Overload Hold Coil EX_OLHC

38 HV Air and Blower Control AIR_CNRL

7 R1 Solenoid S3 R1_SLOW

23

Exhauster Weak field Contactor EX_WF

39 Fire Alarm Warning FIRE_ALM

8 R1 Solenoid S4 R1_LOCK

24

Not Used 40 Fire Warning Bell FIRE_BEL

9 R1 Emergency Alarm R1_ALARM

25

Not Used 41 Gas Solenoid GAS_SLND

10 Pre-close Warn Alarm CLSALM_1

26

Main Lights MAINLIGHT

42 Heater Contactor A side HTRCON A

11 Closing Warn Alarm CLSALM_2

27

Emergency Lights EMERLIGHT

43 Heater Contactor B side HTRCON B

12 Ventilation Circuit 1 VENT_1

28

Local Battery Contactor BAT_ON

44 Fan Fault A Side FAN FLT A


29

Local Battery Off BAT_OFF

45 Element Fault A Side ELM FLT A


30

Train Battery Off TRBAT_OFF

46 Fan Fault B Side FAN FLT B


31

System Check Relay SYSCK

47 Element Fault B Side ELM FLT B

2. Digital Inputs

DIN CARD 1 DIN CARD 2

Input No. Description Input No. Description 0 L1 Door Closed L1_CLSD 32 Rectifier (or Generator) Positive RP 1 L1 Door Open L1_WIDE 33 Over Speed Switch OSS 2 L1 Door Narrow L1_NARW 34 MA Overload Trip MA OL 3 Not Used 35 Auxillary High Voltage Compartment

Door Interlock AHVC DIL 4 L1 Door Emergency Button 36 Alternator (or Generator) Overload A




L1_EBUT OL 5 R1 Door Closed R1_CLSD 37 MA Over Voltage Relay MA OVR 6 R1 Door Open R1_WIDE 38 Check Back for MA Main Contactor

CB MAMC 7 R1 Door Narrow R1_NARW 39 Check Back for MA Starting Contactor

CB MASC 8 Version 2 Doors VER 2 DR 40 Auxillary Reset TL20 AUX RST 9 R1 Door Emergency Button

R1_EBUT 41 Voltage Regulator Cut Out Switch VR

OUT 10 Panto Raise TL 9

PAN_RSE 42 Check Back Voltage Regulator Start

Contactor CB VRS 11 Panto Lower TL 10

PAN_LWR 43 MA Test Push Button MA TEST

12 Aux. Compressor MCB AC_MCB

44 MA On/Off Switch MA RUN

13 Aux. Compressor Governor AC_GOV

45 Not Used

14 Main Compressor Overload MC_OL

46 Not Used

15 Main Compressor Synchronisation TL 28 MC_SYNC

47 Not Used

16 Exhauster Overload EX_OL 48 Not Used 17 Exhauster Run Request

EX_RUN 49 Not Used

18 Main Air Reservior LOW_AIR

50 Not Used

19 Train Line 14 TL_14 51 Not Used 20 Leading Cab LD_CAB 52 Smoke Detector Circuit Sound

SMK_OK 21 A supply bus A_BUS 53 Optical Detector Circuit Sound

OPT_OK 22 B Supply Bus B_BUS 54 Gas Solenoid Circuit Sound

SLND_OK 23 Battery Bus U_BUS 55 Fire Bell Circuit Sound

BELL_OK 24 System Check Relay CB

CB_SYSCK 56 Smoke Fire Alarm SMK_ALM

25 Train Line 13 TL_13 57 Optical Fire Alarm OPT_ALM 26 Train Line 19 TL_19 58 Fire Alarm Reset ALM_RST 27 Train Line 23 TL_23 59 Aux. High Voltage Comp Door

Interlock HTR_CVR 28 Left Hand Door Close

LH_CLS 60 Heater Thermostat A THER_A

29 Right Hand Door Close RH_CLS

61 Heater Current A CURR_A

30 Battery On TL_46

62 Heater Thermostat B THER_B




31 Battery Off TL_47

63 Heater Current B CURR_B

3. Analog Inputs


0 Coach Temperature 1 Ventilation Circuit 1 Current 2 Ventilation Circuit 2 Current 3 Battery Voltage 4 Battery Current 5 Line Voltage 6 Not Used 7 Not Used

4. Analog Outputs


0 Line Volt Meter 1 Not Used 2 Not Used 3 Not Used

5. System Parameter Indications

The Coach Controller monitors and controls the systems parameters. The status of certain parameters is indicated on the LED32 card fitted to each controller.

The indications and status are described below 1. Parameter Indications

LED CARD Motor Coach LED CARD Trailer Coach

No Description No Description 0 System Operating SYS_OK

Flashes every cycle 0 System Operating SYS_OK

Flashes every cycle 1 Ventilation Sequence VNT_SEQ

Off = 1234 sequence On = 4321 Sequence

1 Ventilation Sequence VNT_SEQ Off = 1234 sequence On = 4321 Sequence

2 On when Ventilation Circuit 1 had a fault. VNT1_FLT

2 Ventilation Circuit 1 Fault. On = fault. VNT1_FLT



4 On when Ventilation Circuit 1 has an Over Current t. VNT1_OVR_CUR

4 On when Ventilation Circuit 1 has an Over Current t. VNT1_OVR_CUR

5 On when Ventilation Circuit 2 has 5 On when Ventilation Circuit 2 has an



LED CARD Motor Coach LED CARD Trailer Coach No Description No Description

an Over Current. VNT2_OVR_CUR

Over Current. VNT2_OVR_CUR

6 On when Glitch Delay in operation GLCH_DLY

6 On when Glitch Delay in operation GLCH_DLY

7 Aux. compressor Locked Out. Flashes when locked out. AC_LOCK

7 Not Used

8 Main compressor Locked Out. Flashes when locked out (Overload Tripped). MC_LOCK

8 Not Used

9 Exhauster Locked Out. Flashes when locked out (Overload Tripped or DCK off). EX_LOCK

9 Not Used

10 On when coach temperature > 0°C TEMP>0








14 On when L1 door in narrow mode L1_NARR


15 On when L1 door in released mode L1_RELSD


16 On when L1 door has a fault L1_FLT


17 On when R1 door in narrow mode R1_NARR


18 On when R1 door in released mode R1_RELSD


19 On when R1 door has a fault R1_FLT


20 On when Battery Charging Current > 10 amps BAT_CH>10


21 On when Battery Charging Current > 0 amps BAT_CH>0


22 On when Battery Discharge Current > 10 amps BAT_CH>10


23 On when Battery Discharge Current > 0 amps BAT_CH>0


24 On when Battery Voltage > 110 volts BAT_VOL>110








LED CARD Motor Coach LED CARD Trailer Coach No Description No Description 27 On when Battery is locked out

BAT_LOCK 27 On when L3 door in released mode

L3_RELSD 28 On when Battery Time Out is > 0

minutes BAT_TO>0 28 On when L3 door has a fault L3_FLT

29 On when Battery Time Out is > 10 minutes BAT_TO>20


30 On when Battery Time Out is > 30 minutes. Flashes when battery circuit OK BAT_TO_CMP


31 Flashes when Fire System OK. Off when Gas discharge has occurred. Fire System


Chapter Six

Driver’s Instruction Manual


CLASS 10M5 TRAIN SET

Operating Manual

12 AUGUST 2002

September 2005

By

Engineering Rolling Stock Technology Services (Word 20002

Class 10M5 Operating Manual

10M5 Operating Manual.doc W2002 9/16/2005 Page 1 of 24

TABLE OF CONTENTS

CLASS 10M5 TRAIN SET ............................................................................................................................................. 3

1. INTRODUCTION .................................................................................................................................................... 3

2. GLOSSARY OF TERMS......................................................................................................................................... 4

3. STARTING THE TRAIN SET................................................................................................................................ 4

4. SHUTTING DOWN THE TRAINSET................................................................................................................... 7

5. FEATURES OF THE UPGRADE .......................................................................................................................... 8

6. TRACTION CONTROL.......................................................................................................................................... 9

7. COACH CONTROL ................................................................................................................................................ 9

8. BATTERY CIRCUIT OPERATION AND PROTECTION ................................................................................ 9

9. PANTOGRAPH AND AUXILIARY COMPRESSOR CONTROL .................................................................. 10

10. MOTOR ALTERNATOR CONTROL............................................................................................................. 10

11. MAIN COMPRESSOR CONTROL................................................................................................................. 10

12. DCK AND GCK FUNCTIONS ......................................................................................................................... 11

13. EXHAUSTER CONTROL ................................................................................................................................ 12

14. TRACTION BLOWERS AND PRESSURISING FAN CONTROL.............................................................. 12

15. MASTER AND BRAKE CONTROLLER ....................................................................................................... 12

16. DRIVER INDICATIONS................................................................................................................................... 13

17. COACH VENTILATION CONTROL ............................................................................................................. 14

18. COACH LIGHTS CONTROL .......................................................................................................................... 14

19. CAB LIGHTS CONTROL ................................................................................................................................ 15

20. HEADLIGHT CONTROL................................................................................................................................. 15

21. COACH DOOR CONTROL ............................................................................................................................. 15

A. DESCRIPTION OF THE DOOR WARBLER CONTROLLER......................................................................... 16

B. OPERATION FOR A FULLY MANNED TRAINSET...................................................................................... 16

C. TRACTION INHIBIT........................................................................................................................................ 17

D. TRAINSET POWER TESTING. ...................................................................................................................... 17

22. COACH HEATER CONTROL (WHERE INSTALLED).............................................................................. 19

23. RESET FUNCTIONS......................................................................................................................................... 19



24. WINDSCREEN WIPER AND WASHER ........................................................................................................ 20

25. FIRE SUPPRESSION SYSTEM....................................................................................................................... 20

26. SPEED INDICATION SYSTEM ...................................................................................................................... 21

27. TRUNKING RADIO AND PUBLIC ADDRESS CONTROL........................................................................ 21

28. INSTRUMENTATION ...................................................................................................................................... 22



CLASS 10M5 TRAIN SET Operating Manual

1. INTRODUCTION The Class 10M5 train set is an upgraded version of the 10M3 train set. The train set has been extensively modified; the traction circuit is now controlled by a Micro Traction Controller.

This document describes the driver and guard controls and functions required to operate the trainset successfully.

Class 10M5 Drivers Desk



2. GLOSSARY OF TERMS

Auxiliary Compressor Battery powered compressor used to pump sufficient air to raise the pantograph

DCCT Direct Current, Current Transducer – a unit for monitoring current DC flow.

DCK Driver’s Control Key

GCK Guard’s Control Key – Chubb Key or Points Key

HV High Voltage

Leading cab A cab in which the driver’s key is switched ON

LV Low Voltage

MA Motor Alternator

MAOVR MA Over Voltage Relay

Non Leading Cab A cab where the DCK is OFF

Unmanned Cab A cab in which both DCK and GCK are OFF

HSCB High speed circuit breaker

DDU Drivers display unit

3. STARTING THE TRAIN SET a) Check that all circuit breakers are ON – the trainset would normally be staged

with all the circuit breakers ON. The circuit breakers are found inside the LV compartment in the cab, and in the equipment cubicle in the equipment room.

Check that all LV and MA links in the LV Cubicle are in the normal position.

b) Switch on Battery

1. Activate the BATTERY ON switch on the Guards panel. The local battery



2. and battery bus voltmeters should indicate about 96 volts.

3. The Driver’s Indication Panel – on the right on the drivers desk will illuminate the following lights;

a) Motor Blowers 1

b) Motor Blowers 2

c) Pressurising Fan

d) Coach Controllers

e) Fire Warning will flicker (See fire system description)

4. After 5 seconds, the coach controller’s light will extinguish, which indicates that all the coach controllers on the trainset are ready.

c) Raise the Pantograph

1. Ensure that the pantograph reservoir cock in the corridor is open.

2. Check that the pantograph cock is in the open position.

3. To raise the pantograph of one coach, push panto raise after the coach controller light has extinguished.

4. To raise all pantographs of the trainset, switch on the DCK, insert the reverser key, and select either forward or reverse (keep deadman handle depressed) then push panto raise once the coach controllers light has extinguished.

5. If the pantograph reservoir air is less than 450 KPA, then the auxiliary compressor will operate. It takes between 3 and 4 minutes to pump sufficient air to raise the pantograph. A small air gauge in the Cut Out cubicle indicates the air pressure of the pantograph reservoir. At 640kPa,

Battery ON/OFF Switch

Guard’s Panel

Battery Bus Voltmeter

Local Batteries Voltmeter

DRIVERS FAULT INDICATION PANEL

Guards Control Key (GCK)



the compressor will stop, and the pantograph will be raised.

6. When sufficient air is available, the pantograph raise valve will be energised, without running the auxiliary compressor.

d) Motor Alternator Starting

1. If all is normal, the MA will start automatically when the pantograph contacts the overhead line after ± 5 second, if 3000 Volts is available.

2. If the MA does not start reset the MA HV Over Load. This is done by switching ON the DCK, and pushing "auxiliaries reset" to reset the MA Over Load.

e) Main Compressor Starting

1. When the MA is running, the main compressor will start automatically.

2. If the compressor does not run, check that there is 110-volt supply. Switching ON the DCK can do this. If the traction blowers run, then the supply is OK. With the DCK ON, push auxiliaries reset to reset the compressor overload. If the compressor still does not run, then report the fault.

3. If the 110-volt supply is not OK i.e. the traction blowers do not run, then check that the MA Over Voltage Relay has not tripped. Open the Low-tension cubicle. The MAOVR is situated in the lower left-hand corner. Push the BLACK push button. If the MAOVR was tripped, then the supply should be restored when the alternator contactor closes.

MA OVER VOLTAGE RELAY RESET PUSH BUTTON



4. If there is still no power, reset the MA LV Over Load. With the DCK, ON push auxiliaries reset to reset the MA Over Load.

5. If there is still no 110-volt supply, report the fault.

6. With everything normal, the compressor will stop when the main pressure attains 640 kPa.

f) Exhauster Starting and Brake Test

1. If the 110 volts is normal, switch ON the DCK. The exhauster should now run. If the exhauster does not run, then push auxiliary reset (keep the DCK ON) to reset the overload.

2. If the exhauster does not run after reset report the fault.

3. If the exhauster is running, then carry out standard brake test.

g) Driving the Trainset

1. To operate the trainset, ensure that the HV compartment is locked and the DCK is switched ON.

2. Close the high-speed circuit beaker by moving the HSCB toggle switch to the “close” position. Confirm that the HSCB is closed and the all is ok by using the Drivers display unit refer to the drives display unit operating manual (Only Applicable for 10M3 & 10M4 Motor Coaches if part of Trainset consist )

3. If all systems are normal, there will be no indications on the driver’s fault indication unit.

4. Ensure that the all saloon doors are closed and the traction inhibit indicator on the door warbler are off before attempting to take traction

5. Operation of the traction circuit is identical to the standard Class 5M2A with microprocessor control.

4. SHUTTING DOWN THE TRAINSET a) Apply full brakes to release vacuum in train pipe.



b) With DCK ON open the HSCB’S on the train by moving the HSCB toggle switch to the “open” position. (Only Applicable for 10M3 & 10M4 Motor Coaches if part of Trainset consist )

c) Push panto lower.

d) Switch OFF DCK.

e) Push Battery OFF- the battery bus voltmeter will remain high until the MA has stopped.

5. Features of the Upgrade a) Microprocessor Traction Control – Micro Traction Controller.

b) Microprocessor Coach Control to control auxiliary equipment - using same components as the traction controller

c) Installation of sealed lead acid batteries and battery charger

d) Installation of auxiliary compressor for pantograph raise

e) Fire Suppression for the High Voltage compartment

f) Provision of public address system integrated with the trunking radio

g) Provision of FM radio receiver

h) New Train lines plugs installed

i) Centralised driving position and new driver’s desk

j) New driver’s fault indication panel

k) Red emergency button to lower train pantographs and cut traction when required on leading cab only

l) Electric windscreen wiper motors fitted with a washer unit

m) Improved cab lighting

n) Installation of cab fan and fan heater

o) Provision of large digital speedometer for the guard

p) Provision of new Driver’s Control Key (DCK)

q) Provision of Guard Control Key (GCK)- using existing Chubb key

r) Motor Alternator output over voltage relay is included (MAOVR)

s) New pantograph valves. Selection of coach or train pantographs raise included

t) Ventilation units fitted to saloons with temperature control



u) Door warbler fitted to control the doors and alarm the passengers that the doors are closing

v) Door control relays changed

w) New door control system for passenger sliding doors

x) HV heater circuit divided into 2 circuits. Each coach controlled individually with temperature control. (Where installed)

y) Coach lights divided into 3 circuits, Emergency-battery, A bus and B bus

6. Traction Control The traction control of the 10M5 Motor Caches is controlled by the Micro Traction Controller

The traction control is controlled by a Siemens (10M4-S1) or Bombardier (10M3) chopper system, which includes a high-speed circuit breaker, which will open quickly if there is any fault on the traction motor circuit.

7. Coach Control A microprocessor coach controller is used to control the non-traction equipment on a motor coach as well as a trailer coach

The coach controller performs the following functions on any coach: - Control of passenger side doors. Control of the ventilation system Control of coach heater contactor (where installed). Control of the lighting system. Provision of network Fault diagnostics.

On a Motor Coach, the controller performs the following additional functions/ Control of battery system Control of auxiliary compressor and pantograph Control of the main compressor. Control of the exhauster Control of Fire Extinguishing system Control of the MA or MG

8. Battery Circuit Operation and Protection a) The battery is a sealed lead acid unit consisting of eight 12 volt units giving a no

load voltage of 96 volts.

b) All the batteries on a trainset may be switched ON or OFF from any cab when all control keys are OFF. When control keys are ON the batteries may not be switched from an unmanned cab.

c) If A and B bus lines are OFF for thirty minutes, then the Coach Controller will



switch the batteries off.

d) The batteries provide power for the following;

1. Control circuits - power circuit may be sequenced from batteries if there is enough air supply

2. Auxiliary compressor 3. Emergency lights 4. Fire Suppression System 5. Coach sliding doors 6. Trunking Radio and Public Address 7. Cab lights 8. Tail and side lights

9. Pantograph and Auxiliary Compressor Control a) When the batteries are ON, and the Coach Controller is operational, the

pantograph of a single motor coach may be raised by pushing PANTO RAISE. To raise all the pantographs on a trainset, the DCK must be ON, and the reverser handle must first be placed in the FORWARD or REVERSE position.

b) If there is sufficient air supply in the panto reservoir (>450 kPa) the Coach Controller will energise the panto Raise valve.

c) If the air in the panto reservoir is too low (<450 kPa), the Coach Controller will first run the auxiliary compressor until the air supply is sufficient (>640 kPa), and will then energise the panto raise valve.

d) Pushing panto lower will lower all pantographs no matter what position the reverser handle is in.

e) If the auxiliary compressor runs for more than 20 minutes without attaining 640 kPa pressure, the Coach Controller will automatically switch it off and attempt to raise the pantograph.

f) If Panto Lower is energised while the auxiliary compressor is running, the Coach Controller will stop the compressor.

g) In a non-leading cab, the pantograph control buttons are disabled.

10. Motor Alternator Control a) The Motor Alternator control circuit is powered from batteries and hence

overloads may be reset without the need for manual switches.

11. Main Compressor Control a) With the Motor Alternator running, C bus will be energised, and the main

compressor circuit will be energised.

b) The Coach Controller controls the main compressor.

c) If the compressor overload is normal, and compressor synchronisation control train line 28 is energised, then the Coach Controller will energise the compressor contactor, and the Compressor overload holding coil for half a second. The compressor will then run.

d) When train line 28 de-energises, the controller will de-energise the contactor,



and energise the automatic drain valve (where installed) for half a second. The auto drain valve operates for the first three cycles of the main compressor, and then every 30th cycle.

e) If the compressor overload trips, the controller will stop the compressor.

12. DCK and GCK Functions a) Interlocking is provided to prevent more than one DCK from being active on a

trainset at a time. b) The GCK is however always active regardless of the number of GCKS ON, on a

trainset. c) The DCK activates all the functions of the GCK, on the motor coach where it is

inserted except for the Guard’s speedometer unit, and the public address system enable signal.

d) The following function are accessible without any control keys:

1. Switching on the batteries on the trainset, except when a DCK is activated in another cab.

2. Switching off the batteries on the trainset, except when a DCK is activated in another cab.

3. Raising of the pantograph on a specific motor coach, except when a DCK is activated in another cab.

4. Lowering of the pantographs on the complete trainset, except when a DCK is activated in another cab.

5. Switching on and off of the coach lights, except when a DCK is activated in another cab.

6. Tail and sidelights.

e) The following additional function are accessible with a GCK: 1. Operating the passenger side doors. 2. Operation of coach lights if a DCK is ON in another cab. 3. Operation of the communication bells. 4. Operation of the cab heater. 5. Provide power for the Trunking Radio. 6. Activate the door warbler GCK ONLY 7. Provide power for the Guard’s Speedometer 8. Activate the Public Address system. Also requires Trunk Radio handset.

f) The following additional function are accessible with a DCK: 1. Closing and opening the high speed circuit breaker

2. Powering and Braking (Electrical) the trainset. 3. Energise the repeater relay signal. (This signal on train line 13 is used to

energise control circuits on trailing motor coaches by means of the DCK) 4. Activation of Exhauster Control. 5. Activation of Coach Ventilation Control. 6. Operation of the traction and auxiliary reset controls. 7. Operation of the passenger heater control.



8. Activation of the trainset motor blowers and HV pressurising fan. 9. Activation of the Red Emergency push button. 10. Activation of the Deadman Function (Electrical) control. 11. Operation of the headlight control. 12. Activation of the train number indication lights in all cabs. 13. Activation of the door warbler

13. Exhauster Control a) With the Motor Alternator running, C bus will be energised, and the exhauster

power circuit will be energised.

b) The Coach Controller controls the exhauster and the DCK must be switched ON to energise the repeater relays, which energise the exhauster control circuit on all motor coaches.

c) If the exhauster overload is normal, the Oil Level Switch (where fitted) is normal, and DCK is ON, then the Coach Controller will energise the exhauster contactor, and the exhauster overload holding coil for half a second. The exhauster will then run.

d) The controller will also provide a negative supply for the weak field contactor, so that this contactor may be energised when train line 16 is energised in the Release position of the brake valve. The controller will start the exhauster in full field even if the brake handle is in the release position. (After a time delay weak field will be permitted.)

e) If the exhauster overload trips, or the DCK is OFF, or the Oil Level Switch opens, the controller will stop the exhauster.

14. Traction Blowers and Pressurising Fan Control a) With the Motor Alternator running, C bus will be energised.

b) The Traction Blowers, Pressurising Fan and Scavenger Fan are controlled directly by the DCK, which must be switched ON to energise the repeater relays, which energise the blower and fan circuits on all Motor Coaches.

c) Two DCCTs connected in series with the blower motors monitor the current drawn by each blower circuit. When the current is less than 2 amps, a relay will open in the DCCT, and will thus de-energise the indication circuits to the traction controller, and to the driver’s display unit.

d) Because the driver’s indication panel is moved to the desk position, the indication lights for these blowers and fan will be ON when the fans are OFF.

e) The two DCCTs are powered by means of 24 volts, which is obtained from the traction controller power supply unit.

15. Master and Brake Controller a) The 10M5 Motor Coaches are fitted with the New Single Handle Master

Controller & Manual Emergency Brake Application Valve. The Operation of these driver control’s are fully explained in Chapter 7 Document Single Handle Master Controller and Vigidrive with Intergraded Deadman and Vigilance control for Class 10Mx Motor Coaches Operating Manual.



b) The master controller and brake valve and QSA valves are unchanged. A contactor is used to energise the QSA valves.

c) To improve the driving position, the master and brake controllers have been transposed. Powering is done with the left hand, and braking with the right hand.

d) The driver controls are energised by the DCK.

e) The Deadman handle is used to detect when a deadman function has been triggered.

f) The traction overload reset circuit is powered by the trainset batteries, if the traction reset button is depressed the master controller is de-energised.

g) If the Red Emergency push button is depressed in a Leading Cab, the master controller is de-energised, and panto lower train line 10 is energised.

16. Driver Indications a) The driver’s indication panel consists of 12 lights (3 are unused, and is mounted

on the driver’s desk.

b) The unit consists of a test button, which energises all the lights when depressed. In this way the operation of the lights may be confirmed.

c) The following is a description of the lights and meanings.

NAME STATUS INDICATION COLOUR Normal OFF Notch On Flicker

Line Switches

Line Switch Open ON

Red

Normal OFF Fault ON

Traction Fault

Driving Fault Flicker

Red

Normal OFF Notch On Flicker

Motor Alternator

MA Tripped ON

Red

No wheel Slide OFF Wheel Slide Wheel Slide Detected ON

Yellow

Normal OFF Motor Blowers 1 Blowers Off ON

Yellow

Normal OFF Motor Blowers 2 Blowers Off ON

Yellow

Normal OFF Pressurising Fan Fan Off ON

Yellow

Normal OFF Coach Controller Any Coach Controller OFF ON

Yellow

Normal OFF Fire Warning ON

Fire Warning

Fire System Fault Seq. Flicker

Red

Normal- MCBs ON OFF MCB Circuit Breaker Fault ON

Red

Heater Fault Normal OFF Yellow



NAME STATUS INDICATION COLOUR Heater Fault ON

Normal OFF Exhauster Weakfield Run Exhauster Weakfield run ON

Yellow

17. Coach Ventilation Control a) Each coach consists of 2 ventilation circuits. For a trailer coach, each circuit

comprises of two fans, and for a motor coach, one of the circuits consist of one fan. The speed of the fans are controlled in four stages to provide more airflow as the temperature increases.

b) The temperature in the coach is monitored by means of a temperature monitor, which is situated in one of the monsoon ventilator ducts.

c) The Coach Controller monitors the temperature, and switches the fan contactors accordingly to control the speed.

d) For the fans to operate A and B bus must be energised, and the DCK must be ON (Train line 13 energised). If any of these inputs to the controller are OFF, the fans will not be energised. In this way;

1. The load is distributed between two motor coaches.

2. Fans will not run unnecessarily when the train set is powered up but unmanned.

3. If a Motor Alternator fails, then the fans will not operate thus reducing the load on the remaining Motor Alternator.

e) The operation of the fans is staggered relative to their position, so that the air may be evenly circulated.

f) The temperatures are set as follows

VENTILATION CIRCUIT ON Temperature OFF Temperature

VENT1 (Slow) 10 deg C 9 deg C

VENT2 (Slow) 14 deg C 13 deg C

VENT3 (Fast) 18 deg C 17 deg C

VENT4 (Fast) 22 deg C 21 deg C

18. Coach Lights Control a) The coach fluorescent lights are divided into three circuits;

1. Emergency lights fed from battery bus.

2. Half lights fed from A bus

3. Half lights fed from B bus

b) In this way the load is distributed between two motor coaches.

c) When LIGHTS ON is activated on the guard’s panel, the LIGHTS ON relay is



energised, which energises train line 19 and the green LIGHTS ON indicator on the guard’s panel.

d) Activating LIGHTS OFF will de-energise train line 19 and consequently all lighting relays.

e) When panto lower is depressed, the lights are automatically switched off by energising the LIGHTS OFF relay.

19. Cab Lights Control All lights in the cab are supplied from the train battery.

a) The CAB LIGHTS switch on the guard’s panel switches the cab fluorescent lights ON, and the INSTRUMENT switch on the driver’s desk switches the instrument light on. The cab lights may also be dimmed.

b) Switches on the guard’s panel control the tail and wing lights.

c) Switches on the guard’s panel control the train number indicator lights.

d) The corridor and equipment room lights may be switched ON or OFF from a switch on the guard’s panel

20. Headlight Control a) The headlights are only operational in a leading cab. When the DCK is ON then

headlights may be switched ON/OFF or DIMMED and BRIGHT by means of the switch on the driver’s desk. Contactors operate the headlights.

b) Both headlights are powered simultaneously.

21. Coach Door Control a) These coaches are fitted with the Faiverley air piston door system.

b) The door warbler also allows the driver/guard to control the saloon doors and would not allow the driver to take traction before the doors are closed

Door warbler DOOR WARBLER



A. Description of the Door Warbler Controller Door Warbler Controller

• These controllers will only be operational when a Driver activates control, or the Guard switches the

Guard’s Control Key (GCK) ON.

This Door Warbler Controller can not detect if a door is open. The reason for this is that there are no sensors at the doors. HOWEVER, it can detect if the signal is given to close or release the doors train lines.

B. Operation for a fully manned trainset 1. The Driver or the Guard is able to close the doors by pressing the desired push button

either on the right-hand or the left-hand Side Door Control push buttons. 2. If any door close push button is pressed, the following will occur. • The Warbler will sound on each Motor Coach where the Controller is installed. (For

±3 Seconds) • After the Warbler has sounded there will be a delay of ±3 seconds, then the doors will

be energised to start closing • When a door close push button is pressed, the Traction Inhibit light will be illuminated

on the leading Motor Coach Door Control Panel. While this light is ON, traction will not be permitted for a time limit. (± 10 Seconds)

• After the Traction Inhibit light is OFF. Traction will be permitted.

Left Right

Inhibit

Close Open Close Open



C. Traction Inhibit. 1. If the Guard, Driver or the Leading Motor Coach is closing the Doors Traction inhibit

will be activated on the Leading Motor Coach. This function is used to prevent the Driver from Powering before the doors are given sufficient time to close.

2. The Traction Inhibit Fault Indication will only be ON when the Master Controller is

moved to Notch 1 and the Traction Inhibit is illuminated on the Door Warbler. (Normal Operation).

3. BUT if the Traction Inhibit Light is OFF on the Door Warbler Controller and the

Traction Inhibit Fault Light is still ON when the Master Controller is in any Notch, a fault has occurred. At this stage the traction inhibit can be overridden if the Master Controller is moved to Notch 1 and the Traction Inhibit Push button is pressed and released. BUT if the Master Controller is moved to notch OFF and moved back to notch 1 with the Traction Inhibit Fault Light still ON in front of the Driver the same actions must be repeated as explained above. THIS IS NOT THE NORMAL OPERATION AND MUST BE REPORTED TO THE FAULT PERSONNEL.

D. Trainset Power Testing. 1. With this door control system, it is not possible to isolate the door control circuits

from the Driver’s Control. Consequently, when a driver performs a power test of the trainset, the warbler will sound, and the doors will be closed. This is not a good situation to occur within the confines of a station, as passengers will be confused and could lead to panic.

2. To permit the driver to perform a power test without door control taking place, the

following procedure must be implemented.

Switch on control in normal way Apply brakes Select forward or reverse Push in and hold Auxiliary reset Perform power test and notch off Release auxiliary control push button

Note

If the auxiliary reset is released before the master controller is returned to OFF position, then a door close cycle will be initiated.

c) The Coach Controller separately controls each door. The controller monitors and controls the following;

d) Normal door control is performed as follows;



1. At system start up, the controller waits for the LOW AIR input to be de-energised (at 300 kPa).

2. The position of the door needs to be determined. If the door is either open or closed, nothing happens. If the door is neither open nor closed as detected by the sensors, then the door is closed slowly. When the CLOSED sensor is detected, the door is released. The controller then waits for an instruction.

3. If the door is closed and either of the emergency push button at the door position are pressed, or the door is opened slightly, then the OPEN valve is energised, and the door powers open and releases in the open position after a time limit.

4. If the door is closed and the driver energises the door close train line, the FAST valve is energised, and pressure is applied to the piston.

5. If the door is open, and an emergency button is depressed, or the door is closed slightly, then the FAST valve is energised, and the door starts to close. When the CLOSED sensor is detected, the door is released and remains closed.

6. If the door is open, and the close train line is energised, then the FAST valve is energised, and the door starts to close. When the CLOSED sensor is detected, the FAST valve keeps the door closed.

7. When the train speed is above 5 kph, train line 23 is energised, and the LOCK valve is energised. This applies full train supply air pressure to the air cylinder to “lock” the door.

8. When the door close train line is de-energised and the train speed is less than 5 kph, then the FAST and LOCK valves will be de-energised, and the door will remain closed in the released mode.

e) Abnormal door control is performed as follows;

1. While the door is closing, and an emergency push button at the door position is depressed, the door valves will be de-energised, and the door released. The door may then be opened by hand. After a time limit, the door will continue the closing process. The closing may be interrupted 3 times, after which the door will power closed.

2. If the door is obstructed while closing, and does not attain the closed position within a time limit, the door will release, and the operation of the door will recycle as mentioned above.

3. If the train speed is less than 5 kph, and the doors are closed but not released, then depressing an emergency button will release the door. The door may then be hand opened. After a period of a few seconds, the door will close again.

4. If the train speed is greater than 5 kph, the doors will be closed and locked. Depressing an emergency button will have no effect on the door in this situation.

5. When the door close train line is de-energised (released) and the train speed is greater than 5 kph, then the FAST and LOCK valves will remain energised, until the train speed is less than 5 kph when the door will be released.



f) When the pantograph is lowered and the DCK or GCK is ON, then the door train lines are energised, and the doors will be closed. When the control keys are removed, the door train lines will be de-energised, and the doors will release.

g) If the power had to fail, so that the battery bus is de-energised, the doors will be released.

22. Coach Heater Control (Where installed) a) The Coach Controller controls the 3kV DC control individually in each Motor or

Trailer Coach, but the driver still has to switch the main Heater switch ON at the driver’s desk.

b) The heater circuit now consists of two circuits per coach.

c) When the temperature is less than 10 deg. C, the heaters will be switched on in a coach if the heaters have been switched ON from the driver'’ cab.

d) When the temperature increases above 10 deg, C, the heaters will be de-energised.

e) If any faults are detected on the heaters circuit, or any HV cover is not closed, an indication light will, be energised on the coach with the fault, as well as the driver’s indication panel.

23. Reset Functions a) The only function for the traction motor reset push button on 10m4 is to reset the

traction motor overload on the an other type 10M coach on the train set

b) If there is another type 10m motor (not a 10m4) on the train set and the traction-reset button is depressed the LINE SWITCHES will open and the MOL will reset on that coach.

HSCB – On / OFF Toggle Switch

Train Number Selector

Emergency Stop Push Button

Traction Reset Push Button

Aux Reset Push Button



c) All other reset circuits are standard as per 5M2A.

24. Windscreen Wiper and Washer a) A 110v/24v DC-to-DC converter powers the electric windscreen wiper and

washer. The motor has two speeds and is controlled by a switch on the driver’s desk.

b) A washer is integrated into the wiper blade. The washer motor is energised by a push button on the driver’s desk.

c) The DC-to-DC converter is energised when a DCK key is inserted somewhere on the train set.

25. Fire Suppression System a) The fire suppression system is powered from the trainset batteries, and is

controlled by the coach controller.

b) The system has been designed in such a way that an faulty fire system will not cause a trainset failure in service.

c) Two smoke detectors are installed into the HV compartment.

d) The fire system controls a fire bell in the driver’s cab of the coach where detection has occurred and a gas solenoid to discharge fire extinguishing gas into the HV compartment.

e) The Fire Warning light on the driver’s indication panel will be energised in the event of detection.

f) System Start up Operation and Self Test

1. On start up, the Coach Controller checks the validity of the smoke detectors, the fire bell and the gas solenoid.

2. While this process is taking place, the Fire Warning light on the driver’s desk will flash for 15 seconds.

3. If all systems are operational, the light will extinguish.

4. The fire system controls the air pressure to the HV frame, as well as the Traction Blowers and Pressurisation Fan.

5. Any fault is indicated with the Fire Warning light, where a code is used to indicate the faulty component as follows.

Smoke detector ON for 1 second, OF for 4 seconds

Optic Detector ON for 2 second, OF for 3 seconds

Fire Bell ON for 3 second, OF for 2 seconds

Gas Solenoid ON for 4 second, OF for 1 seconds

All Faulty Short Indication every few minutes as a reminder to report the fault



6. If a fault is detected, the fault has to be acknowledged before the system will allow the faulty coach to power.

7. Where possible, the fire bell will sound on the coach with the fault, so that it can be easily detected.

8. If the fire bell cannot sound, then the faulty coach can be detected as follows.

Switch on the DCK.

Determine on which coach the traction blowers are not running. This will be the faulty coach, as the fire system de-energises the blowers when a fault is detected.

9. Locate the Fire System control unit in the control cubicle, and press the

red RESET button. The blowers will then be energised, and air pressure supplied to the HV compartment.

10. When a Fire System has been reset in this way, the Fire Warning light will give a short Indication every few minutes as a reminder to report the problem.

g) Fire Detection and Acknowledge of False Alarm

1. If a fire is detected in service, the Fire Warning light will illuminate, and the Fire Bell will sound in the coach where the detection has taken place.

2. The trainset must be safely stopped and the problem coach detected.

3. If a fire has occurred, take appropriate action.

4. If it is a false alarm, then locate the fire system control unit in the control cubicle, and press the red RESET button. All systems will then function normally.

26. Speed Indication System a) The speed signal is obtained from the Siemens Traction Controller.

b) The signal is used to drive the driver’s speedometer, the guard’s speedometer, and to provide a speed signal to the public address system. The public address adjusts its output volume in proportion to the train speed.

c) The three-speedo system is connected in series.

27. Trunking Radio and Public Address Control a) The Trunking Radio is powered when either a DCK or a GCK is switched ON.

Fire Control Panel

Fire System Reset Button



b) The public address and music system will only be enable when a GCK is inserted, and a Trunking Radio handset is inserted.

28. Instrumentation a) Standard meters are used for Line Volts, Traction Amps and MA Volts.

b) A standard speedometer is used.

c) Standard vacuum and air gauges are used.

d) An air gauge is installed in the Cut Out Cubicle to indicate the pressure in the pantograph reservoir.

e) The battery bus is monitored by a voltmeter on the driver’s desk,

f) The local battery is monitored by a voltmeter on the driver’s desk.

g) The drivers display unit can also be used to monitor the over head line voltage and the traction motor current per bogie or in total on any 10m4 motor coach

connected into the train set refer to the drivers display operating manual oooOOOOooo

DRIVERS CONSOLE



Bell Push Button

Wiper Switch

Instrument Light Push Button

Panto Raise Push Button

Panto Lower Push Button

Emergency Stop Button

Windscreen Washer Push Button

10M3 / 10M4 Drivers Desk

Headlight DIM/BRIGHT Switch Headlight ON/OFF Switch

10M5 Drivers Desk

Bell Push Button

Wiper Switch

Instrument Light Push Button

Panto Raise Push Button

Panto Lower Push Button

Windscreen Washer Push Button

Headlight DIM/BRIGHT Switch

Headlight ON/OFF Switch

AUX Headlight ON/OFF Switch

Chapter Seven

SINGLE HANDLE DRIVING AND BRAKING CONTROLLER WITH INTEGRATED DEADMAN

AND VIGILANCE CONTROL FOR CLASS 10MX MOTOR

COACHES

Operating Manual


Subject

SINGLE HANDLE DRIVING AND BRAKING CONTROLLER WITH INTERGRATED DEADMAN AND VIGILANCE CONTROL FOR CLASS 10MX

MOTOR COACHES

Operating Manual

September 2005

By


Version 3.2

SHMC Description 3.2 .doc 14-09-2005 Page i

SINGLE HANDLE DRIVING AND BRAKING CONTROLLER WITH INTERGRATED DEADMAN AND VIGILANCE CONTROL FOR

CLASS 10MX MOTOR COACHES

Operating Manual

Table of Contents

1 INTRODUCTION 1

2 SINGLE HANDLE MASTER CONTROLLER DESCRIPTION 2

2.1 UNLOCKING THE CONTROLLER 2 2.2 OCCUPYING THE CAB 2 2.3 SELECTING FORWARD OR REVERSE 3 2.4 POWERING MODE 3 2.5 BRAKING MODE 3 2.6 LOCKING THE CONTROLLER 4

3 VIGIDRIVE DESCRIPTION AND OPERATION 4

3.1 GENERAL DESCRIPTION 4 3.2 DEADMAN MODE 4 3.2.1 SYSTEM VALIDATION AND RESET 5 3.2.2 DEADMAN OPERATION 5 3.3 VIGILANCE MODE 5

4 MANUAL EMERGENCY BRAKE APPLICATION VALVE DESCRIPTION 6

5 POWER TEST PROCEDURE 7

6 TEST FOR CONTINUOUS VACUUM BRAKES 7

6.1 PURPOSE OF CONTINUOUS BRAKE TEST 8 6.2 THE CONTINUOUS BRAKE TEST 8

7 TEST FOR DEADMAN OPERATION WHILE MOVING 9

8 CAB VACATING PROCEDURE 9

Operating Manual for Single Handle Master Controller System

SHMC Description 3.2 .doc 14-09-2005 Page 1

1 Introduction The Driving and Braking Controllers fitted to Class 5M2A motor coaches consist of two levers that are operated independently to control the powering and braking of a Class 5M2A train. These controllers have initially been installed into all series Class 10M Motor Coaches. A new driving and braking control system has been developed with the following features.

The Driving as well as Braking control levers have been incorporated into one Single Handle Master Controller (SHMC).

The driving control position is entered by pushing the handle forward, and pulled backwards to enter the braking control positions.

The Deadman system has been changed from a heavy spring-loaded lever to a small finger operated trigger switch.

The Deadman System has to be reset every time the controller handle is returned to the OFF position from a powering position.

The Deadman System incorporates a Vigilance System that requires to be reset after a time period.

The New Deadman system is named VIGIDRIVE, which is an acronym for “Vigilant Driver”.

An audible warning is given to notify the driver that the Deadman system must be reset.

The SHMC consists of a thumb switch that is used to hold a Notch position in Series or Parallel Powering Positions when depressed. The same switch when depressed will provide Exhauster Weak Field Operation when the Handle is in the OFF position.

The old standard Reverser Key is no longer required. A small special key is used to unlock the SHMC. When the controller is

unlocked, then the Driver’s Control Key Function (DCK-Control) may be turned on (The cab is then “Occupied”.), and then Forward or Reverse may be selected, and only then will Powering or Braking be permitted.

The same key is used to unlock the High Voltage Earthing Switches. A Separate Manual Emergency Brake Application Valve is provided to

enable either the Driver or a guard to apply the brakes in an emergency situation.

The Manual Emergency Brake Application Valves cannot be operated in unmanned cabs when a driver occupies another cab.

When the Guard turns on his GCK control key, then the Manual Emergency Brake Application Valve in that cab will be made operational.

The SHMC is operated by the left hand. The new controller improves the ergonomics of the cab, and is easy to use.



2 Single Handle Master Controller Description

2.1 Unlocking the Controller Insert the special DCK key into the slot on the left hand side of the controller. When the key is turned forward, it becomes captive. The DCK lever is now unlocked.

2.2 Occupying the Cab With the DCK key turned on, move the DCK lever from the OFF position to the ON position. This will energize all the control functions of the cab, and will also unlock the Forward/Reverse lever.


Deadman Push Button

Powering and Braking Lever

Forward and Reverse Lever

DCK Lever

Keyhole for DCK Key




The exhauster will run, and vacuum will be created. 2.3 Selecting Forward or Reverse

When forward or reverse is selected, then the Deadman system is made active. Grip the powering/braking lever, and depress the Deadman switch. Move the Forward/Reverse lever form Neutral to the desired direction. The Deadman function is now active. If the Deadman push button is released, in this mode, then an emergency brake application will be made after a short time delay; destroying the train pipe vacuum, and energizing the Exhauster Cutout Valves (EVV).

2.4 Powering Mode When either forward or reverse is selected, then the Powering/Braking lever may be moved into the Series, Parallel, or Weak Field positions, by pushing the lever forward – away from the driver. When the lever is in Series, Parallel or Weak Field position, the Traction controller will notch the coach automatically. If it is desired to HOLD the system in a specific step, then the Notch Push Button must be held in with the thumb. When this push button is released, then the notching sequence will continue automatically. The Notch Push Button is disabled in the Weak Field Position. To drive the train in full series, move the lever to the Series position, and allow the Traction Controller to Notch up to full series. To advance to Parallel, move the lever to the parallel position, and the Traction Controller will Notch up to full Parallel. If the lever is moved back to series, after parallel mode has been entered, then there will be no effect – the parallel notching will continue. To notch off, move the lever to the OFF Position. At this stage an alarm will sound reminding the driver that the Deadman System has to be reset. Release and again depress the Deadman push button. This will cause the system to reset and the alarm to stop. Failure to reset the system after a short time limit will cause an Emergency Brake Application.

2.5 Braking Mode When either forward or reverse is selected, then the Powering/Braking lever may be moved into the Lap, Brake On or Emergency positions, by pulling the lever backwards – towards the driver. When the lever is moved to the Lap position, the Exhauster Cutout Valves (EVV) are energised. When the lever is moved to the Brake On position, the Quick Service Application (QSA) Valves are energised and the train pipe vacuum is destroyed.



When the desired train pipe vacuum has been achieved, then moving the handle back to Lap position will maintain that vacuum level. The train brakes can thus be controlled by moving the lever between Lap and Brake On to comply with the braking requirements. If the lever is moved to the Emergency position, then the QSA Valves will be energised together with the Emergency Application Valve. To release the brakes, move the lever back to the OFF position. To create vacuum more quickly, depress the Notch push button in the OFF position, and the Exhauster will run at high speed.

2.6 Locking the Controller To lock the controller, proceed as follows:-

Place powering/braking lever into the OFF position, Place the Forward/Reverse Lever into the Neutral position. Place the DCK lever into the OFF position. This will cause the cab to be

“Vacated”. Turn the DCK key clockwise and remove the key.

All the levers are now in the locked position and cannot be moved.

3 VIGIDRIVE Description and Operation 3.1 General Description

The purpose of the Vigidrive system is to ensure that the driver is vigilant at all times while the system is active. The system has been designed for ease of operation and improved safety of the trainsets. There is a Deadman function, which will cause an Emergency Brake Application and Traction Shutdown after a short time when a Deadman trigger is detected. In addition there is a vigilance mode that requires to be reset after a period of about 50 seconds. Failure to reset the Vigilance mode will cause an Emergency Brake Application. The driver is given an audible alarm when the system needs to be reset. The system is deactivated in the following conditions:-

The cab is vacated. The train is stationary and the Forward/Reverse lever is in the Neutral

Position. 3.2 Deadman Mode

While the train is moving, or the Forward/Reverse lever is not in neutral, then the system is active, and the Deadman push button must be depressed at all times.



3.2.1 System Validation and Reset

To verify that the Deadman system is functioning correctly, it is a requirement that the system must be reset when the Powering/Braking lever is moved from any powering position to the OFF position. When the OFF position is attained, an alarm will sound reminding the driver that the Deadman System has to be reset. To reset the system, release and again depress the Deadman push button. This will cause the system to reset and the alarm will stop. Failure to reset the system after a short time limit will cause an Emergency Brake Application and Traction Shutdown.

3.2.2 Deadman Operation

If the Deadman Push Button is released at any time while the system is active, an Emergency Brake Application will be made without any warning after a short time delay. If the Emergency Brake Application occurs while in the powering mode, then the Powering/Braking lever will have to be returned to the OFF position to reset the Deadman system. To allow for hand repositioning, the Deadman Push button may be released and again quickly depressed without the Deadman system triggering an Emergency Brake.

3.3 Vigilance Mode When the Deadman Push Button has been continuously depressed for a period longer than about 50 seconds, the alarm will sound reminding the driver that the Deadman System has to be reset. To reset the system, release and again depress the Deadman push button irrespective of the position of the Powering/Braking lever. This will cause the system to reset and the alarm will stop. Failure to reset the system after a short time limit will cause an Emergency Brake Application. If the Emergency Brake Application occurs while in the powering mode, then the Powering/Braking lever will have to be returned to the OFF position to reset the Deadman system. When the SHMC is in the OFF or any Braking position, and the Deadman Push Button is released and again depressed after even a very short time, the 50-second timer will be reset before the timer has expired. The 50-second timer will therefore only provide a warning signal and require to be reset if the push button has been depressed continuously for more than 30 to 50 seconds. When the SHMC is in any Powering position, and the Deadman Push Button is released and again depressed, there will be no effect on the 50-second timer. The timer will not be reset in this mode.



4 Manual Emergency Brake Application Valve Description The Manual Emergency Brake Application Valve is designed to be operational in a manned cab. Its function is to allow the driver or guard to make an emergency brake application without using the SHMC. When the lever is pulled up and pushed towards the left, the train pipe will be vented to atmosphere, the QSA Valves and EVV Valves will be energized, and a brake application will be made. The lever cannot be activated in an unmanned cab when another cab has been “occupied” by a driver. When the lever is in the open position, a small catch pin will ensure that the lever remains in the open position. The catch pin needs to be released to return the lever to the closed position. See photos below.

Lever in Normal (Closed) position

Lever in Emergency (Open) position

Normal Closed Position Push Catch Towards Lever to Release.

Catch Pin



5 Power Test Procedure The SHMC require a modified Power Test Procedure as detailed below.

Switch on the DCK key, and move the DCK lever to the ON position. Create vacuum and test the performance with the Powering/Braking lever

in the OFF position. Test the working of the exhauster cut-out valve with the Powering/Braking

lever in the lap position. Thereafter test the operation of the quick service application valves (QSA's).with the Powering/Braking lever in the Brake On position.

Place the Manual Emergency Brake Application Valve into the EMERGENCY position. Ensure that the Train Pipe Vacuum is destroyed.

Move the Forward/Reverse lever into the forward position while depressing the Deadman push button. Move the Powering/Braking lever into the series position. Ensure that the line-switch indication light goes off. Release the Deadman push button while in the series position to test the Deadman feature. Ensure that the traction motor current is switched off. Move the Powering/Braking lever into the OFF position and reset the Deadman system.

With the brakes still fully applied, move the Forward/Reverse lever into the reverse position. Move the Powering/Braking lever into the series position and ensure that the line-switch indication light goes off Move the Powering/Braking lever into the OFF position and reset the Deadman system. Move the Forward/Reverse lever into the neutral position.

Switch the DCK lever to the OFF position. Place the Manual Emergency Brake Application Valve into the NORMAL

position. Ensure that the Train Pipe Vacuum remains zero. Switch the DCK lever to the ON position. Move the Forward/Reverse lever into the forward position while depressing

the Deadman push button. Release the Deadman push button and ensure that the vacuum is

destroyed by means of the Deadman Emergency Application Valve. Move the Forward/Reverse lever into the neutral position while depressing

the Deadman push button. Switch the DCK lever to the OFF position. Place the Manual Emergency Brake Application Valve into the

EMERGENCY position. Ensure that the Train Pipe Vacuum is destroyed, and return the lever to the Normal position.

6 Test for Continuous Vacuum Brakes The SHMC require a modified Brake Test Procedure as detailed below. After a trainset is prepared for service and before the train set is moved, the personnel must first carry out a continuous brake test.



6.1 Purpose of Continuous Brake Test With this brake test the personnel can determine whether the vacuum

pipes are coupled throughout the train and if there are any blockages in the train pipe.

If some of the vacuum pipes are placed on the dummies and are therefore not coupled throughout the train, the exhauster will create vacuum in that portion of the train to which it is coupled, but when vacuum is destroyed, brakes will be applied to that portion of the train only.

Before commencing a trip with a trainset from the home depot, an out station or stabling yard, or after the train has been marshaled en route for any reason, the vacuum brake must be tested. The Metro Guard in conjunction with the Train Driver must carry out the continuous brake test.

6.2 The Continuous Brake Test The Metro Guard must go to the opposite side of the train. After unlocking the SHMC of the leading driving cab, and moving the DCK

lever to the ON position, the Train Driver must place the Powering/Braking lever into the emergency position.

The Metro Guard sends the bell signal 3 pause 3 to the Train Driver. The Train Driver places the Powering/Braking lever into the OFF position to create vacuum of at least 61 kPa. As soon as 61 kPa is registered on the vacuum gauge, the Metro Guard sends the bell signal 3 pause 3 to the Train Driver.

The Train Driver must move the DCK lever to the OFF position to eliminate the Quick Service Application Valves and then place the Manual Emergency Brake Application Valve into the EMERGENCY position. Atmospheric air flows from the brake application valve in the driving cab through the train.

The Metro Guard must watch the vacuum gauge and ensure that it does not take longer then 10 seconds for the vacuum to decline from 61 kPa to 15 kPa.

The Train Driver must wait 12 seconds before he places the Manual Emergency Brake Application Valve into the NORMAL position. Observe the vacuum gauge that no vacuum is created while the DCK lever is in the OFF position. Thereafter he must place the DCK lever into the ON position.

The Metro Guard must ensure that 61 kPa is again created and then he must place the Manual Emergency Application Valve into the EMERGENCY position.

The Driver must watch the vacuum gauge and ensure that it does not take longer then 10 seconds for the vacuum to decline from 61 kPa to 15 kPa.

The Metro Guard must wait 12 seconds before he places the Manual Emergency Brake Application Valve back into the NORMAL position and ensure that 61 kPa is again created and then sends the bell signal 3 pause 1 to the Train Driver.



If the Metro Guard observes that it takes more than 10 seconds for the vacuum to decline from 61 kPa to 15 kPa, he must not send the bell signal 3 pause 1 to the Train Driver, but he must advise the Train Driver of the circumstances in order that the train can be examined. Report the defect.

If the Train Driver observes that it takes more than 10 seconds for the vacuum to decline from 61 kPa to 15 kPa, then the defect must be reported.

7 Test for Deadman Operation While Moving Before commencing a trip with a trainset from the home depot, an out station or stabling yard, or after the train has been marshaled en route for any reason, the Deadman must be tested to ensure that Traction Current is cutoff, and Vacuum is destroyed simultaneously. The Driver must power the train, with the Emergency Application Valve in the Normal position. As soon as Traction Current is detected on the meter, the Driver must make a deadman application, by releasing the Deadman Trigger. The Driver must ensure that Traction Current is cut, and that the Train Pipe Vacuum is destroyed.

8 Cab Vacating Procedure When the DCK lever is placed into the OFF position, there is a possibility that the Train Pipe Vacuum will not be fully destroyed because the Deadman Circuit is bypassed when the Forward/Reverse lever is in the Neutral position and the train is stationary. To ensure that the Train Pipe Vacuum is fully destroyed before vacating the cab, the Driver must proceed as follows.

Switch the DCK lever to the OFF position. Place the Manual Emergency Brake Application Valve into the

EMERGENCY position. Wait until the Train Pipe Vacuum is destroyed. Place the Manual Emergency Brake Application Valve into the NORMAL

position.

oooOOOooo

Class 10M2,3,4,5 Coach Controller Card Input Output List

These tables depict the meanings and status of all the input, output and indication

signals as seen on the card leds of the coach controllers.

Contents

1. Trailer Coach Digital Outputs .............................................................................. 1 2. Trailer Coach Digital Inputs ................................................................................. 2 3. Trailer Coach Analog Inputs ................................................................................ 2 4. Motor Coach Digital Outputs ............................................................................... 3 5. Motor Coach Digital Inputs .................................................................................. 4 6. Motor Coach Analog Inputs ................................................................................. 5 7. Motor Coach Analog Outputs .............................................................................. 5 8. Motor and Trailer Coach Parameter Indications .................................................. 5 1. Trailer Coach Digital Outputs

ROUT CARD 1 ROUT CARD 2 ROUT CARD 3 No Description No Description No Description 0 L1 Solenoid S1

L1 FAST 16 L2 Solenoid S1 L2 FAST 32 L3 Solenoid S1 L3 FAST

1 L1 Solenoid S2 L1 OPEN

17 L2 Solenoid S2 L2 OPEN 33 L3 Solenoid S2 L3 OPEN

2 L1 Solenoid S3 L1 SLOW

18 L2 Solenoid S3 L2 SLOW 34 L3 Solenoid S3 L3 SLOW

3 Not Used 19 Not Used 35 Not Used 4 L1 Emergency Alarm L1

ALARM 20 L2 Emergency Alarm

L2 ALARM 36 L3 Emergency Alarm

L3 ALARM 5 R1 Solenoid S1

R1 FAST 21 R2 Solenoid S1 R2 FAST 37 R3 Solenoid S1

R3 FAST 6 R1 Solenoid S2

R1 OPEN 22 R2 Solenoid S2 R2 OPEN 38 R3 Solenoid S2

R3 OPEN 7 R1 Solenoid S3

R1 SLOW 23 R2 Solenoid S3 R2 SLOW 39 R3 Solenoid S3

R3 SLOW 8 Not Used 24 Not Used 40 Not Used 9 R1 Emergency Alarm

R1 ALARM 25 R2 Emergency Alarm

R2 ALARM 41 R3 Emergency Alarm

R3 ALARM 10 Pre-close Warn Alarm

CLSALM 1 26 Main Lights MAINLIGHT 42 Heater Contactor A side

HTRCON A 11 Closing Warn Alarm

CLSALM 2 27 Emergency Lights

EMERLIGHT 43 Heater Contactor B side

HTRCON B 12 Ventilation Circuit 1

VENT 1 28 Not Used 44 Fan Fault A Side

FAN FLT A 13 Ventilation Circuit 2

VENT 2 29 Not Used 45 Element Fault A Side

ELM FLT A 14 Ventilation Circuit 3

VENT 3 30 Not Used 46 Fan Fault B Side

FAN FLT B 15 Ventilation Circuit 4

VENT 4 31 System Check Relay SYSCK 47 Element Fault B Side

ELM FLT B

Coach Controller Input Output List

Coach Controller Card Input_Output List 10M5.doc 09/16/05 Page 2

2. Trailer Coach Digital Inputs


0 L1 Door Closed L1 CLSD 32 L2 Door Closed L2 CLSD 1 L1 Door Open L1 WIDE 33 L2 Door Open L2 WIDE 2 Not Used 34 Not Used 3 Not Used 35 Not Used 4 L1 Door Emergency Button L1 EBUT 36 L2 Door Emergency Button L2 EBUT 5 R1 Door Closed R1 CLSD 37 R2 Door Closed R2 CLSD 6 R1 Door Open R1 WIDE 38 R2 Door Open R2 WIDE 7 Not Used 39 Not Used 8 Version 2 Doors VER 2 DR 40 Not Used 9 R1 Door Emergency Button R1 EBUT 41 R2 Door Emergency Button R2 EBUT

10 Not Used 42 L3 Door Closed L3 CLSD 11 Not Used 43 L3 Door Open L3 WIDE 12 Not Used 44 Not Used 13 Not Used 45 Not Used 14 Not Used 46 L3 Door Emergency Button L3 EBUT 15 Not Used 47 R3 Door Closed R3 CLSD 16 Not Used 48 R3 Door Open R3 WIDE 17 Not Used 49 Not Used 18 Main Air Reservior LOW AIR 50 Not Used 19 Train Line 14 HEATERS 51 R3 Door Emergency Button R3 EBUT 20 6 Door Detection 6 DOOR 52 Not Used 21 A supply bus A BUS 53 Not Used 22 B Supply Bus B BUS 54 Not Used 23 Battery Bus BAT BUS 55 Not Used 24 System Check Relay CB CB SYSCK 56 Not Used 25 Train Line 13 DCK 57 Not Used 26 Train Line 19 Lights 58 Not Used 27 Train Line 23 SPD>5kph 59 Heater Cover Switch HTR CVR 28 Left Hand Door Close LH CLS 60 Heater Thermostat A THER A 29 Right Hand Door Close RH CLS 61 Heater Current A CURR A 30 Not Used 62 Heater Thermostat B THER B 31 Not Used 63 Heater Current B C URR B

3. Trailer Coach Analog Inputs

Input No. Description 0 Coach Temperature 1 Ventilation Circuit 1 Current 2 Ventilation Circuit 2 Current 3 Not Used 4 Not Used 5 Not Used 6 Not Used 7 Not Used



4. Motor Coach Digital Outputs

ROUT CARD 1 ROUT CARD 2 ROUT CARD 3 No Description No Description No Description 0 L1 Solenoid S1

L1 FAST 16 Panto Raise Valve PAN UP 32 Voltage Regulator Start

Contactor VRS 1 L1 Solenoid S2

L1 OPEN 17 Aux. Compressor Contactor

AC CONT 33 Motor Alternator Main

Contactor MA MC 2 L1 Solenoid S3

L1 SLOW 18 Main Compressor

Contactor MC CONT 34 Motor Alternator Starting

Contactor MA SC 3 Not Used 19 Main Comp Overload Hold

Coil MC OLHC 35 Auxiliary Supply Contactor

AC 4 L1 Emergency Alarm L1

ALARM 20 Main Comp Auto Drain

Valve MC ADV 36 MA Overload Relay Coil

MA OLR 5 R1 Solenoid S1

R1 FAST 21 Exhauster Contactor

EX CONT 37 MA Trip Relay Coil MA TR

6 R1 Solenoid S2 R1 OPEN

22 Exhauster Overload Hold Coil EX OLHC

38 HV Air and Blower Control AIR CNRL

7 R1 Solenoid S3 R1 SLOW

23 Exhauster Weak field Contactor EX WF

Fire Alarm Warning FIRE ALM

8 Not Used 24 Not Used 40 Fire Warning Bell FIRE BEL

9 R1 Emergency Alarm R1 ALARM

25 Not Used 41 Gas Solenoid GAS SLND

10 Pre-close Warn Alarm CLSALM 1

26 Main Lights MAINLIGHT 42 Heater Contactor A side HTRCON A

11 Closing Warn Alarm CLSALM 2

27 Emergency Lights EMERLIGHT

43 Heater Contactor B side HTRCON B

12 Ventilation Circuit 1 VENT 1

28 Local Battery Contactor BAT ON

44 Fan Fault A Side FAN FLT A


29 Local Battery Off BAT OFF

45 Element Fault A Side ELM FLT A


30 Train Battery Off TRBAT OFF

46 Fan Fault B Side FAN FLT B


31 System Check Relay SYSCK

47 Element Fault B Side ELM FLT B



5. Motor Coach Digital Inputs


0 L1 Door Closed L1 CLSD 32 Rectifier (or Generator) Positive RP 1 L1 Door Open L1 WIDE 33 Over Speed Switch OSS 2 Not Used 34 MA Overload Trip MA OL 3 Not Used 35 Auxiliary High Voltage Compartment

Door Interlock AHVC DIL 4 L1 Door Emergency Button L1 EBUT 36 Alternator (or Generator) Overload

A OL 5 R1 Door Closed R1 CLSD 37 MA Over Voltage Relay MA OVR 6 R1 Door Open R1 WIDE 38 Check Back for MA Main Contactor

CB MAMC 7 Not Used 39 Check Back for MA Starting Contactor

CB MASC 8 Version 2 Doors VER 2 DR 40 Auxiliary Reset TL20 AUX RST 9 R1 Door Emergency Button R1 EBUT 41 Voltage Regulator Cut Out Switch

VR OUT 10 Panto Raise TL 9 PAN RSE 42 Check Back Voltage Regulator Start

Contactor CB VRS 11 Panto Lower TL 10 PAN LWR 43 MA Test Push Button MA TEST 12 Aux. Compressor MCB AC MCB 44 MA On/Off Switch MA RUN 13 Aux. Compressor Governor AC GOV 45 Not Used 14 Main Compressor Overload MC OL 46 Not Used 15 Main Compressor Synchronisation TL

28 MC SYNC 47 Not Used

16 Exhauster Overload EX OL 48 Not Used 17 Exhauster Run Request EX RUN 49 Not Used 18 Main Air Reservior LOW AIR 50 ) Not Used 19 Train Line 14 HEATERS 51 ) Not Used 20 Leading Cab LD CAB 52 ) Smoke Detector Circuit Sound

SMK OK 21 A supply bus A BUS 53 ) Optical Detector Circuit Sound

OPT OK 22 B Supply Bus B BUS 54 ) Gas Solenoid Circuit Sound SLND OK 23 Battery Bus BAT BUS 55 Fire Bell Circuit Sound BELL OK 24 System Check Relay CB CB SYSCK 56 ) Smoke Fire Alarm SMK ALM 25 Train Line 13 DCK 57 ) Optical Fire Alarm OPT ALM 26 Train Line 19 Lights 58 Fire Alarm Reset ALM RST 27 Train Line 23 SPD>5kph 59 Aux. High Voltage Comp Door

Interlock HTR CVR 28 Left Hand Door Close LH CLS 60 ) Heater Thermostat A THER A 29 Right Hand Door Close RH CLS 61 Heater Current A CURR A 30 Battery On TRBAT ON 62 m) Heater Thermostat B THER B 31 Battery Off TRBAT OFF 63 ) Heater Current B CURR B



6. Motor Coach Analog Inputs

Input No. Description 0 Coach Temperature 1 Ventilation Circuit 1 Current 2 Ventilation Circuit 2 Current 3 Battery Voltage 4 Battery Current 5 Line Voltage 6 Not Used 7 Not Used

7. Motor Coach Analog Outputs

Input No. Description 0 Line Volt Meter 1 Not Used 2 Not Used 3 Not Used



8. Motor and Trailer Coach Parameter Indications

LED CARD Motor Coach LED CARD Trailer Coach No Description No Description 0 System Operating SYS OK

Flashes every cycle 0 System Operating SYS OK

Flashes every cycle 1 Ventilation Sequence VNT SEQ

Off = 1234 sequence On = 4321 Sequence (10M and 10M1only)

1 Ventilation Sequence VNT SEQOff = 1234 sequence On = 4321 Sequence (10M and 10M1only)

2 On when Ventilation Circuit 1 had a fault. VNT1 FLT

2 Ventilation Circuit 1 Fault. On = fault. VNT1 FLT

3 On when Ventilation Circuit 2 had a fault. VNT2 FLT

3 On when Ventilation Circuit 2 had a fault. VNT2 FL

4 On when Ventilation Circuit 1 has an Over Current VNT1 OVR CUR

4 On when Ventilation Circuit 1 has an Over Current. VNT1 OVR CUR



6 On when Glitch Delay in operation GLCH DLY 6 On when Glitch Delay in operation GLCH DLY 7 Aux. compressor Locked Out. Flashes when locked

out. AC LOCK 7 Not Used

8 Main compressor Locked Out. Flashes when locked out (Overload Tripped). MC LOCK

8 Not Used

9 Exhauster Locked Out. Flashes when locked out (Overload Tripped or DCK off). EX LOCK

9 Not Used

10 On when coach temperature > 0°C TEMP>0 10 On when coach temperature > 0°C TEMP>0 11 On when coach temperature > 10°C TEMP>10 11 On when coach temperature > 10°C

TEMP>10 12 On when coach temperature > 20°C TEMP>20 12 On when coach temperature > 20°C

TEMP>20 13 On when coach temperature > 30°C TEMP>30 13 On when coach temperature > 30°C

TEMP>30 14 On when L1 door in narrow mode L1 NARR 14 On when L1 door in narrow mode L1 NARR 15 On when L1 door in released mode L1 RELSD 15 On when L1 door in released mode L1 RELSD 16 On when L1 door has a fault L1 FLT 16 On when L1 door has a fault L1 FLT 17 On when R1 door in narrow mode R1 NARR 17 On when R1 door in narrow mode R1 NARR 18 On when R1 door in released mode R1 RELSD 18 On when R1 door in released mode

R1 RELSD 19 On when R1 door has a fault R1 FLT 19 On when R1 door has a fault R1 FLT 20 On when Battery Charging Current > 10 amps BAT

CH>10 20 On when L2 door in narrow mode L2 NARR

21 On when Battery Charging Current > 0 amps BAT CH>0

21 On when L2 door in released mode L2 RELSD

22 On when Battery Discharge Current > 10 amps BAT CH>10

22 On when L2 door has a fault L2 FLT

23 On when Battery Discharge Current > 0 amps BAT CH>0

23 On when R2 door in narrow mode R2 NARR

24 On when Battery Voltage > 110 volts BAT VOL>110

24 On when R2 door in released mode R2 RELSD


25 On when R2 door has a fault R2 FLT


26 On when L3 door in narrow mode L3 NARR

27 On when Battery is locked out BAT LOCK 27 On when L3 door in released mode L3 RELSD 28 On when Battery Time Out is > 0 minutes

BAT TO>0 28 On when L3 door has a fault L3 FLT

29 On when Battery Time Out is > 20 minutes BAT TO>20

29 On when R3 door in narrow mode R3 NARR

30 On when Battery Time Out is > 30 minutes. Flashes when battery circuit OK BAT TO CMP

30 On when R3 door in released mode R3 RELSD

31 Flashes when fire System OK, On when fire system has a fault Fire Sys

31 On when R3 door has a fault R3 FLT

Circuit and Functional Description - PRASA Corporate Overhaul... · Class 10M5 Trainig Syllabus.doc...

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Transcript of Circuit and Functional Description - PRASA Corporate Overhaul... · Class 10M5 Trainig Syllabus.doc...