transwerk class 10m5 trainset overhaul project/10m5... · 21 reset functions ([3101]) ... it...

SOUTH AFRICAN RAIL COMMUTER CORPORATION LTD

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

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