CLASS 10M5 TRAIN SET Overhaul Project...Class 10M5 Operating Manual 10M5 Operating Manual.doc W2002 9/16/2005 Page 3 of 24 CLASS 10M5 TRAIN SET Operating Manual 1. INTRODUCTION The

SOUTH AFRICAN RAIL COMMUTER CORPORATION LTD

CLASS 10M5 TRAIN SET

Operating Manual

12 AUGUST 2002

September 2005

By

Engineering Rolling Stock Technology Services (Word 20002

Class 10M5 Operating Manual

10M5 Operating Manual.doc W2002 9/16/2005 Page 1 of 24

TABLE OF CONTENTS

CLASS 10M5 TRAIN SET ............................................................................................................................................. 3

1. INTRODUCTION .................................................................................................................................................... 3

2. GLOSSARY OF TERMS......................................................................................................................................... 4

3. STARTING THE TRAIN SET................................................................................................................................ 4

4. SHUTTING DOWN THE TRAINSET................................................................................................................... 7

5. FEATURES OF THE UPGRADE .......................................................................................................................... 8

6. TRACTION CONTROL.......................................................................................................................................... 9

7. COACH CONTROL ................................................................................................................................................ 9

8. BATTERY CIRCUIT OPERATION AND PROTECTION ................................................................................ 9

9. PANTOGRAPH AND AUXILIARY COMPRESSOR CONTROL .................................................................. 10

10. MOTOR ALTERNATOR CONTROL............................................................................................................. 10

11. MAIN COMPRESSOR CONTROL................................................................................................................. 10

12. DCK AND GCK FUNCTIONS ......................................................................................................................... 11

13. EXHAUSTER CONTROL ................................................................................................................................ 12

14. TRACTION BLOWERS AND PRESSURISING FAN CONTROL.............................................................. 12

15. MASTER AND BRAKE CONTROLLER ....................................................................................................... 12

16. DRIVER INDICATIONS................................................................................................................................... 13

17. COACH VENTILATION CONTROL ............................................................................................................. 14

18. COACH LIGHTS CONTROL .......................................................................................................................... 14

19. CAB LIGHTS CONTROL ................................................................................................................................ 15

20. HEADLIGHT CONTROL................................................................................................................................. 15

21. COACH DOOR CONTROL ............................................................................................................................. 15

A. DESCRIPTION OF THE DOOR WARBLER CONTROLLER......................................................................... 16

B. OPERATION FOR A FULLY MANNED TRAINSET...................................................................................... 16

C. TRACTION INHIBIT........................................................................................................................................ 17

D. TRAINSET POWER TESTING. ...................................................................................................................... 17

22. COACH HEATER CONTROL (WHERE INSTALLED).............................................................................. 19

23. RESET FUNCTIONS......................................................................................................................................... 19



24. WINDSCREEN WIPER AND WASHER ........................................................................................................ 20

25. FIRE SUPPRESSION SYSTEM....................................................................................................................... 20

26. SPEED INDICATION SYSTEM ...................................................................................................................... 21

27. TRUNKING RADIO AND PUBLIC ADDRESS CONTROL........................................................................ 21

28. INSTRUMENTATION ...................................................................................................................................... 22



CLASS 10M5 TRAIN SET Operating Manual

1. INTRODUCTION The Class 10M5 train set is an upgraded version of the 10M3 train set. The train set has been extensively modified; the traction circuit is now controlled by a Micro Traction Controller.

This document describes the driver and guard controls and functions required to operate the trainset successfully.

Class 10M5 Drivers Desk



2. GLOSSARY OF TERMS

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

DCCT Direct Current, Current Transducer – a unit for monitoring current DC flow.

DCK Driver’s Control Key

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

HV High Voltage

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

LV Low Voltage

MA Motor Alternator

MAOVR MA Over Voltage Relay

Non Leading Cab A cab where the DCK is OFF

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

HSCB High speed circuit breaker

DDU Drivers display unit

3. STARTING THE TRAIN SET a) Check that all circuit breakers are ON – the trainset would normally be staged

with all the circuit breakers ON. The circuit breakers are found inside the LV compartment in the cab, and in the equipment cubicle in the equipment room.

Check that all LV and MA links in the LV Cubicle are in the normal position.

b) Switch on Battery

1. Activate the BATTERY ON switch on the Guards panel. The local battery



2. and battery bus voltmeters should indicate about 96 volts.

3. The Driver’s Indication Panel – on the right on the drivers desk will illuminate the following lights;

a) Motor Blowers 1

b) Motor Blowers 2

c) Pressurising Fan

d) Coach Controllers

e) Fire Warning will flicker (See fire system description)

4. After 5 seconds, the coach controller’s light will extinguish, which indicates that all the coach controllers on the trainset are ready.

c) Raise the Pantograph

1. Ensure that the pantograph reservoir cock in the corridor is open.

2. Check that the pantograph cock is in the open position.

3. To raise the pantograph of one coach, push panto raise after the coach controller light has extinguished.

4. To raise all pantographs of the trainset, switch on the DCK, insert the reverser key, and select either forward or reverse (keep deadman handle depressed) then push panto raise once the coach controllers light has extinguished.

5. If the pantograph reservoir air is less than 450 KPA, then the auxiliary compressor will operate. It takes between 3 and 4 minutes to pump sufficient air to raise the pantograph. A small air gauge in the Cut Out cubicle indicates the air pressure of the pantograph reservoir. At 640kPa,

Battery ON/OFF Switch

Guard’s Panel

Battery Bus Voltmeter

Local Batteries Voltmeter

DRIVERS FAULT INDICATION PANEL

Guards Control Key (GCK)



the compressor will stop, and the pantograph will be raised.

6. When sufficient air is available, the pantograph raise valve will be energised, without running the auxiliary compressor.

d) Motor Alternator Starting

1. If all is normal, the MA will start automatically when the pantograph contacts the overhead line after ± 5 second, if 3000 Volts is available.

2. If the MA does not start reset the MA HV Over Load. This is done by switching ON the DCK, and pushing "auxiliaries reset" to reset the MA Over Load.

e) Main Compressor Starting

1. When the MA is running, the main compressor will start automatically.

2. If the compressor does not run, check that there is 110-volt supply. Switching ON the DCK can do this. If the traction blowers run, then the supply is OK. With the DCK ON, push auxiliaries reset to reset the compressor overload. If the compressor still does not run, then report the fault.

3. If the 110-volt supply is not OK i.e. the traction blowers do not run, then check that the MA Over Voltage Relay has not tripped. Open the Low-tension cubicle. The MAOVR is situated in the lower left-hand corner. Push the BLACK push button. If the MAOVR was tripped, then the supply should be restored when the alternator contactor closes.

MA OVER VOLTAGE RELAY RESET PUSH BUTTON



4. If there is still no power, reset the MA LV Over Load. With the DCK, ON push auxiliaries reset to reset the MA Over Load.

5. If there is still no 110-volt supply, report the fault.

6. With everything normal, the compressor will stop when the main pressure attains 640 kPa.

f) Exhauster Starting and Brake Test

1. If the 110 volts is normal, switch ON the DCK. The exhauster should now run. If the exhauster does not run, then push auxiliary reset (keep the DCK ON) to reset the overload.

2. If the exhauster does not run after reset report the fault.

3. If the exhauster is running, then carry out standard brake test.

g) Driving the Trainset

1. To operate the trainset, ensure that the HV compartment is locked and the DCK is switched ON.

2. Close the high-speed circuit beaker by moving the HSCB toggle switch to the “close” position. Confirm that the HSCB is closed and the all is ok by using the Drivers display unit refer to the drives display unit operating manual (Only Applicable for 10M3 & 10M4 Motor Coaches if part of Trainset consist )

3. If all systems are normal, there will be no indications on the driver’s fault indication unit.

4. Ensure that the all saloon doors are closed and the traction inhibit indicator on the door warbler are off before attempting to take traction

5. Operation of the traction circuit is identical to the standard Class 5M2A with microprocessor control.

4. SHUTTING DOWN THE TRAINSET a) Apply full brakes to release vacuum in train pipe.



b) With DCK ON open the HSCB’S on the train by moving the HSCB toggle switch to the “open” position. (Only Applicable for 10M3 & 10M4 Motor Coaches if part of Trainset consist )

c) Push panto lower.

d) Switch OFF DCK.

e) Push Battery OFF- the battery bus voltmeter will remain high until the MA has stopped.

5. Features of the Upgrade a) Microprocessor Traction Control – Micro Traction Controller.

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

c) Installation of sealed lead acid batteries and battery charger

d) Installation of auxiliary compressor for pantograph raise

e) Fire Suppression for the High Voltage compartment

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

g) Provision of FM radio receiver

h) New Train lines plugs installed

i) Centralised driving position and new driver’s desk

j) New driver’s fault indication panel

k) Red emergency button to lower train pantographs and cut traction when required on leading cab only

l) Electric windscreen wiper motors fitted with a washer unit

m) Improved cab lighting

n) Installation of cab fan and fan heater

o) Provision of large digital speedometer for the guard

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

q) Provision of Guard Control Key (GCK)- using existing Chubb key

r) Motor Alternator output over voltage relay is included (MAOVR)

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

t) Ventilation units fitted to saloons with temperature control



u) Door warbler fitted to control the doors and alarm the passengers that the doors are closing

v) Door control relays changed

w) New door control system for passenger sliding doors

x) HV heater circuit divided into 2 circuits. Each coach controlled individually with temperature control. (Where installed)

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

6. Traction Control The traction control of the 10M5 Motor Caches is controlled by the Micro Traction Controller

The traction control is controlled by a Siemens (10M4-S1) or Bombardier (10M3) chopper system, which includes a high-speed circuit breaker, which will open quickly if there is any fault on the traction motor circuit.

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

The coach controller performs the following functions on any coach: - Control of passenger side doors. Control of the ventilation system Control of coach heater contactor (where installed). Control of the lighting system. Provision of network Fault diagnostics.

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

8. Battery Circuit Operation and Protection a) The battery is a sealed lead acid unit consisting of eight 12 volt units giving a no

load voltage of 96 volts.

b) All the batteries on a trainset may be switched ON or OFF from any cab when all control keys are OFF. When control keys are ON the batteries may not be switched from an unmanned cab.

c) If A and B bus lines are OFF for thirty minutes, then the Coach Controller will



switch the batteries off.

d) The batteries provide power for the following;

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

2. Auxiliary compressor 3. Emergency lights 4. Fire Suppression System 5. Coach sliding doors 6. Trunking Radio and Public Address 7. Cab lights 8. Tail and side lights

9. Pantograph and Auxiliary Compressor Control a) When the batteries are ON, and the Coach Controller is operational, the

pantograph of a single motor coach may be raised by pushing PANTO RAISE. To raise all the pantographs on a trainset, the DCK must be ON, and the reverser handle must first be placed in the FORWARD or REVERSE position.

b) If there is sufficient air supply in the panto reservoir (>450 kPa) the Coach Controller will energise the panto Raise valve.

c) If the air in the panto reservoir is too low (<450 kPa), the Coach Controller will first run the auxiliary compressor until the air supply is sufficient (>640 kPa), and will then energise the panto raise valve.

d) Pushing panto lower will lower all pantographs no matter what position the reverser handle is in.

e) If the auxiliary compressor runs for more than 20 minutes without attaining 640 kPa pressure, the Coach Controller will automatically switch it off and attempt to raise the pantograph.

f) If Panto Lower is energised while the auxiliary compressor is running, the Coach Controller will stop the compressor.

g) In a non-leading cab, the pantograph control buttons are disabled.

10. Motor Alternator Control a) The Motor Alternator control circuit is powered from batteries and hence

overloads may be reset without the need for manual switches.

11. Main Compressor Control a) With the Motor Alternator running, C bus will be energised, and the main

compressor circuit will be energised.

b) The Coach Controller controls the main compressor.

c) If the compressor overload is normal, and compressor synchronisation control train line 28 is energised, then the Coach Controller will energise the compressor contactor, and the Compressor overload holding coil for half a second. The compressor will then run.

d) When train line 28 de-energises, the controller will de-energise the contactor,



and energise the automatic drain valve (where installed) for half a second. The auto drain valve operates for the first three cycles of the main compressor, and then every 30th cycle.

e) If the compressor overload trips, the controller will stop the compressor.

12. DCK and GCK Functions a) Interlocking is provided to prevent more than one DCK from being active on a

trainset at a time. b) The GCK is however always active regardless of the number of GCKS ON, on a

trainset. c) The DCK activates all the functions of the GCK, on the motor coach where it is

inserted except for the Guard’s speedometer unit, and the public address system enable signal.

d) The following function are accessible without any control keys:

1. Switching on the batteries on the trainset, except when a DCK is activated in another cab.

2. Switching off the batteries on the trainset, except when a DCK is activated in another cab.

3. Raising of the pantograph on a specific motor coach, except when a DCK is activated in another cab.

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

5. Switching on and off of the coach lights, except when a DCK is activated in another cab.

6. Tail and sidelights.

e) The following additional function are accessible with a GCK: 1. Operating the passenger side doors. 2. Operation of coach lights if a DCK is ON in another cab. 3. Operation of the communication bells. 4. Operation of the cab heater. 5. Provide power for the Trunking Radio. 6. Activate the door warbler GCK ONLY 7. Provide power for the Guard’s Speedometer 8. Activate the Public Address system. Also requires Trunk Radio handset.

f) The following additional function are accessible with a DCK: 1. Closing and opening the high speed circuit breaker

2. Powering and Braking (Electrical) the trainset. 3. Energise the repeater relay signal. (This signal on train line 13 is used to

energise control circuits on trailing motor coaches by means of the DCK) 4. Activation of Exhauster Control. 5. Activation of Coach Ventilation Control. 6. Operation of the traction and auxiliary reset controls. 7. Operation of the passenger heater control.



8. Activation of the trainset motor blowers and HV pressurising fan. 9. Activation of the Red Emergency push button. 10. Activation of the Deadman Function (Electrical) control. 11. Operation of the headlight control. 12. Activation of the train number indication lights in all cabs. 13. Activation of the door warbler

13. Exhauster Control a) With the Motor Alternator running, C bus will be energised, and the exhauster

power circuit will be energised.

b) The Coach Controller controls the exhauster and the DCK must be switched ON to energise the repeater relays, which energise the exhauster control circuit on all motor coaches.

c) If the exhauster overload is normal, the Oil Level Switch (where fitted) is normal, and DCK is ON, then the Coach Controller will energise the exhauster contactor, and the exhauster overload holding coil for half a second. The exhauster will then run.

d) The controller will also provide a negative supply for the weak field contactor, so that this contactor may be energised when train line 16 is energised in the Release position of the brake valve. The controller will start the exhauster in full field even if the brake handle is in the release position. (After a time delay weak field will be permitted.)

e) If the exhauster overload trips, or the DCK is OFF, or the Oil Level Switch opens, the controller will stop the exhauster.

14. Traction Blowers and Pressurising Fan Control a) With the Motor Alternator running, C bus will be energised.

b) The Traction Blowers, Pressurising Fan and Scavenger Fan are controlled directly by the DCK, which must be switched ON to energise the repeater relays, which energise the blower and fan circuits on all Motor Coaches.

c) Two DCCTs connected in series with the blower motors monitor the current drawn by each blower circuit. When the current is less than 2 amps, a relay will open in the DCCT, and will thus de-energise the indication circuits to the traction controller, and to the driver’s display unit.

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

e) The two DCCTs are powered by means of 24 volts, which is obtained from the traction controller power supply unit.

15. Master and Brake Controller a) The 10M5 Motor Coaches are fitted with the New Single Handle Master

Controller & Manual Emergency Brake Application Valve. The Operation of these driver control’s are fully explained in Chapter 7 Document Single Handle Master Controller and Vigidrive with Intergraded Deadman and Vigilance control for Class 10Mx Motor Coaches Operating Manual.



b) The master controller and brake valve and QSA valves are unchanged. A contactor is used to energise the QSA valves.

c) To improve the driving position, the master and brake controllers have been transposed. Powering is done with the left hand, and braking with the right hand.

d) The driver controls are energised by the DCK.

e) The Deadman handle is used to detect when a deadman function has been triggered.

f) The traction overload reset circuit is powered by the trainset batteries, if the traction reset button is depressed the master controller is de-energised.

g) If the Red Emergency push button is depressed in a Leading Cab, the master controller is de-energised, and panto lower train line 10 is energised.

16. Driver Indications a) The driver’s indication panel consists of 12 lights (3 are unused, and is mounted

on the driver’s desk.

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

c) The following is a description of the lights and meanings.

NAME STATUS INDICATION COLOUR Normal OFF Notch On Flicker

Line Switches

Line Switch Open ON

Red

Normal OFF Fault ON

Traction Fault

Driving Fault Flicker

Red

Normal OFF Notch On Flicker

Motor Alternator

MA Tripped ON

Red

No wheel Slide OFF Wheel Slide Wheel Slide Detected ON

Yellow

Normal OFF Motor Blowers 1 Blowers Off ON

Yellow

Normal OFF Motor Blowers 2 Blowers Off ON

Yellow

Normal OFF Pressurising Fan Fan Off ON

Yellow

Normal OFF Coach Controller Any Coach Controller OFF ON

Yellow

Normal OFF Fire Warning ON

Fire Warning

Fire System Fault Seq. Flicker

Red

Normal- MCBs ON OFF MCB Circuit Breaker Fault ON

Red

Heater Fault Normal OFF Yellow



NAME STATUS INDICATION COLOUR Heater Fault ON

Normal OFF Exhauster Weakfield Run Exhauster Weakfield run ON

Yellow

17. Coach Ventilation Control a) Each coach consists of 2 ventilation circuits. For a trailer coach, each circuit

comprises of two fans, and for a motor coach, one of the circuits consist of one fan. The speed of the fans are controlled in four stages to provide more airflow as the temperature increases.

b) The temperature in the coach is monitored by means of a temperature monitor, which is situated in one of the monsoon ventilator ducts.

c) The Coach Controller monitors the temperature, and switches the fan contactors accordingly to control the speed.

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

1. The load is distributed between two motor coaches.

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

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

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

f) The temperatures are set as follows

VENTILATION CIRCUIT ON Temperature OFF Temperature

VENT1 (Slow) 10 deg C 9 deg C

VENT2 (Slow) 14 deg C 13 deg C

VENT3 (Fast) 18 deg C 17 deg C

VENT4 (Fast) 22 deg C 21 deg C

18. Coach Lights Control a) The coach fluorescent lights are divided into three circuits;

1. Emergency lights fed from battery bus.

2. Half lights fed from A bus

3. Half lights fed from B bus

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

c) When LIGHTS ON is activated on the guard’s panel, the LIGHTS ON relay is



energised, which energises train line 19 and the green LIGHTS ON indicator on the guard’s panel.

d) Activating LIGHTS OFF will de-energise train line 19 and consequently all lighting relays.

e) When panto lower is depressed, the lights are automatically switched off by energising the LIGHTS OFF relay.

19. Cab Lights Control All lights in the cab are supplied from the train battery.

a) The CAB LIGHTS switch on the guard’s panel switches the cab fluorescent lights ON, and the INSTRUMENT switch on the driver’s desk switches the instrument light on. The cab lights may also be dimmed.

b) Switches on the guard’s panel control the tail and wing lights.

c) Switches on the guard’s panel control the train number indicator lights.

d) The corridor and equipment room lights may be switched ON or OFF from a switch on the guard’s panel

20. Headlight Control a) The headlights are only operational in a leading cab. When the DCK is ON then

headlights may be switched ON/OFF or DIMMED and BRIGHT by means of the switch on the driver’s desk. Contactors operate the headlights.

b) Both headlights are powered simultaneously.

21. Coach Door Control a) These coaches are fitted with the Faiverley air piston door system.

b) The door warbler also allows the driver/guard to control the saloon doors and would not allow the driver to take traction before the doors are closed

Door warbler DOOR WARBLER



A. Description of the Door Warbler Controller Door Warbler Controller

• These controllers will only be operational when a Driver activates control, or the Guard switches the

Guard’s Control Key (GCK) ON.

This Door Warbler Controller can not detect if a door is open. The reason for this is that there are no sensors at the doors. HOWEVER, it can detect if the signal is given to close or release the doors train lines.

B. Operation for a fully manned trainset 1. The Driver or the Guard is able to close the doors by pressing the desired push button

either on the right-hand or the left-hand Side Door Control push buttons. 2. If any door close push button is pressed, the following will occur. • The Warbler will sound on each Motor Coach where the Controller is installed. (For

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

be energised to start closing • When a door close push button is pressed, the Traction Inhibit light will be illuminated

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

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

Left Right

Inhibit

Close Open Close Open



C. Traction Inhibit. 1. If the Guard, Driver or the Leading Motor Coach is closing the Doors Traction inhibit

will be activated on the Leading Motor Coach. This function is used to prevent the Driver from Powering before the doors are given sufficient time to close.

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

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

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

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

D. Trainset Power Testing. 1. With this door control system, it is not possible to isolate the door control circuits

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

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

following procedure must be implemented.

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

Note

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

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

d) Normal door control is performed as follows;



1. At system start up, the controller waits for the LOW AIR input to be de-energised (at 300 kPa).

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

3. If the door is closed and either of the emergency push button at the door position are pressed, or the door is opened slightly, then the OPEN valve is energised, and the door powers open and releases in the open position after a time limit.

4. If the door is closed and the driver energises the door close train line, the FAST valve is energised, and pressure is applied to the piston.

5. If the door is open, and an emergency button is depressed, or the door is closed slightly, then the FAST valve is energised, and the door starts to close. When the CLOSED sensor is detected, the door is released and remains closed.

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

7. When the train speed is above 5 kph, train line 23 is energised, and the LOCK valve is energised. This applies full train supply air pressure to the air cylinder to “lock” the door.

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

e) Abnormal door control is performed as follows;

1. While the door is closing, and an emergency push button at the door position is depressed, the door valves will be de-energised, and the door released. The door may then be opened by hand. After a time limit, the door will continue the closing process. The closing may be interrupted 3 times, after which the door will power closed.

2. If the door is obstructed while closing, and does not attain the closed position within a time limit, the door will release, and the operation of the door will recycle as mentioned above.

3. If the train speed is less than 5 kph, and the doors are closed but not released, then depressing an emergency button will release the door. The door may then be hand opened. After a period of a few seconds, the door will close again.

4. If the train speed is greater than 5 kph, the doors will be closed and locked. Depressing an emergency button will have no effect on the door in this situation.

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



f) When the pantograph is lowered and the DCK or GCK is ON, then the door train lines are energised, and the doors will be closed. When the control keys are removed, the door train lines will be de-energised, and the doors will release.

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

22. Coach Heater Control (Where installed) a) The Coach Controller controls the 3kV DC control individually in each Motor or

Trailer Coach, but the driver still has to switch the main Heater switch ON at the driver’s desk.

b) The heater circuit now consists of two circuits per coach.

c) When the temperature is less than 10 deg. C, the heaters will be switched on in a coach if the heaters have been switched ON from the driver'’ cab.

d) When the temperature increases above 10 deg, C, the heaters will be de-energised.

e) If any faults are detected on the heaters circuit, or any HV cover is not closed, an indication light will, be energised on the coach with the fault, as well as the driver’s indication panel.

23. Reset Functions a) The only function for the traction motor reset push button on 10m4 is to reset the

traction motor overload on the an other type 10M coach on the train set

b) If there is another type 10m motor (not a 10m4) on the train set and the traction-reset button is depressed the LINE SWITCHES will open and the MOL will reset on that coach.

HSCB – On / OFF Toggle Switch

Train Number Selector

Emergency Stop Push Button

Traction Reset Push Button

Aux Reset Push Button



c) All other reset circuits are standard as per 5M2A.

24. Windscreen Wiper and Washer a) A 110v/24v DC-to-DC converter powers the electric windscreen wiper and

washer. The motor has two speeds and is controlled by a switch on the driver’s desk.

b) A washer is integrated into the wiper blade. The washer motor is energised by a push button on the driver’s desk.

c) The DC-to-DC converter is energised when a DCK key is inserted somewhere on the train set.

25. Fire Suppression System a) The fire suppression system is powered from the trainset batteries, and is

controlled by the coach controller.

b) The system has been designed in such a way that an faulty fire system will not cause a trainset failure in service.

c) Two smoke detectors are installed into the HV compartment.

d) The fire system controls a fire bell in the driver’s cab of the coach where detection has occurred and a gas solenoid to discharge fire extinguishing gas into the HV compartment.

e) The Fire Warning light on the driver’s indication panel will be energised in the event of detection.

f) System Start up Operation and Self Test

1. On start up, the Coach Controller checks the validity of the smoke detectors, the fire bell and the gas solenoid.

2. While this process is taking place, the Fire Warning light on the driver’s desk will flash for 15 seconds.

3. If all systems are operational, the light will extinguish.

4. The fire system controls the air pressure to the HV frame, as well as the Traction Blowers and Pressurisation Fan.

5. Any fault is indicated with the Fire Warning light, where a code is used to indicate the faulty component as follows.

Smoke detector ON for 1 second, OF for 4 seconds

Optic Detector ON for 2 second, OF for 3 seconds

Fire Bell ON for 3 second, OF for 2 seconds

Gas Solenoid ON for 4 second, OF for 1 seconds

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



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

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

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

Switch on the DCK.

Determine on which coach the traction blowers are not running. This will be the faulty coach, as the fire system de-energises the blowers when a fault is detected.

9. Locate the Fire System control unit in the control cubicle, and press the

red RESET button. The blowers will then be energised, and air pressure supplied to the HV compartment.

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

g) Fire Detection and Acknowledge of False Alarm

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

2. The trainset must be safely stopped and the problem coach detected.

3. If a fire has occurred, take appropriate action.

4. If it is a false alarm, then locate the fire system control unit in the control cubicle, and press the red RESET button. All systems will then function normally.

26. Speed Indication System a) The speed signal is obtained from the Siemens Traction Controller.

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

c) The three-speedo system is connected in series.

27. Trunking Radio and Public Address Control a) The Trunking Radio is powered when either a DCK or a GCK is switched ON.

Fire Control Panel

Fire System Reset Button



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

28. Instrumentation a) Standard meters are used for Line Volts, Traction Amps and MA Volts.

b) A standard speedometer is used.

c) Standard vacuum and air gauges are used.

d) An air gauge is installed in the Cut Out Cubicle to indicate the pressure in the pantograph reservoir.

e) The battery bus is monitored by a voltmeter on the driver’s desk,

f) The local battery is monitored by a voltmeter on the driver’s desk.

g) The drivers display unit can also be used to monitor the over head line voltage and the traction motor current per bogie or in total on any 10m4 motor coach

connected into the train set refer to the drivers display operating manual oooOOOOooo

DRIVERS CONSOLE



Bell Push Button

Wiper Switch

Instrument Light Push Button

Panto Raise Push Button

Panto Lower Push Button

Emergency Stop Button

Windscreen Washer Push Button

10M3 / 10M4 Drivers Desk

Headlight DIM/BRIGHT Switch Headlight ON/OFF Switch

10M5 Drivers Desk

Bell Push Button

Wiper Switch

Instrument Light Push Button

Panto Raise Push Button

Panto Lower Push Button

Windscreen Washer Push Button

Headlight DIM/BRIGHT Switch

Headlight ON/OFF Switch

AUX Headlight ON/OFF Switch

Documents

CLASS 10M5 TRAIN SET Overhaul Project...Class 10M5 Operating Manual 10M5 Operating Manual.doc W2002 9/16/2005 Page 3 of 24 CLASS 10M5 TRAIN SET Operating Manual 1. INTRODUCTION The