Class 377-6 Vehicle Systems

Class 377/6 Electrostar Vehicle Systems
Class 377/6 Electrostar
Vehicle Systems Training

Notes
SOU.VS.09. 05. 13_H Page 1

This Publication Is For Instructional Purposes Only

And Will Not Be Updated.
Always Refer To Controlled Documentation and Procedures for the Southern Class
377/6 Electrostar Vehicles.
Revision: Issue 1
Date: February 2013
Bombardier Transportation Name Signature

Author: Paul Saxon
Checked By: Paul Stapleton
Approved By:
Revision Date Author Comment

Draft 01 February 2013 Paul Saxon Original Document
SOU.VS.09. 05. 13_H Page 2

Table of Contents
Table of Figures.................................................................................................................................. 11
Table of Tables ................................................................................................................................... 15
List of Abbreviations........................................................................................................................... 16
1. Batteries - Description ............................................................................................................... 17
1.1 General ................................................................................................................................ 17
1.2 Battery Top up System (Filling System) ......................................................................... 20
1.3 Power Distribution .............................................................................................................. 21
1.31 Load shed Loads ................................................................................................................ 21
1.32 Main Lights .......................................................................................................................... 21
1.33 Standby Lights .................................................................................................................... 21
1.34 Ventilation Loads ................................................................................................................ 22
1.35 Traction/CCTV .................................................................................................................... 22
1.36 Non- Load shed .................................................................................................................. 22
1.4 System Set-Up Pre-requisites .......................................................................................... 24
2. Air System ................................................................................................................................... 25
2.1 Air Compressor ................................................................................................................... 26
2.2 Air Dryer ............................................................................................................................... 29
2.3 Timer Memory Operation .................................................................................................. 32
2.4 Main Reservoir, Safety Valve and Regulator ................................................................. 32
2.5 Main Reservoir Pipe........................................................................................................... 32
2.6 Pneumatic Isolation Cocks ............................................................................................... 33
2.6.1 BSRIC .......................................................................................................................... 33
2.6.2 EPBAC ......................................................................................................................... 33
2.6.3 SSIC ............................................................................................................................. 34
2.6.4 MRPCC ........................................................................................................................ 34
2.6.5 ASIC ............................................................................................................................. 35
2.6.6 EHPIC .......................................................................................................................... 35
2.6.7 ECIC ............................................................................................................................. 36
2.6.8 MRPIC .......................................................................................................................... 36
2.6.9 Windscreen Washer Air Supply ............................................................................... 37
2.6.10 Cab Door Air Supply .................................................................................................. 37
2.6.11 Horns and Whistle Air Supply ................................................................................... 37
2.7 Auxiliary Compressor......................................................................................................... 38
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2.8 Main Compressor Shoegear Pneumatic Feed Circuit .................................................. 41

2.9 Air Suspension Control Equipment (3 Valve System) .................................................. 42
3. Brake Control .............................................................................................................................. 45
3.1 Brake System Air Supply .................................................................................................. 46
3.2 Brake Control Unit (BCU) .................................................................................................. 47
3.3 Analogue Control Unit ....................................................................................................... 48
3.3.1 Application and Release Magnet Valves ................................................................ 48
3.3.2 Relay Valve ................................................................................................................. 49
3.3.3 Variable Load Valve (Load Cut – Off Valve) .......................................................... 49
3.3.4 Emergency Magnet Valve ......................................................................................... 50
3.3.5 Pressure Detection..................................................................................................... 50
3.4 Control and Relay Valve Operation ................................................................................. 51
3.4.1 Pneumatic service brake application demanded ................................................... 53
3.4.2 Brakes releasing - reduced pneumatic brake step selected ................................ 55
3.4.3 Normal Running with brakes released .................................................................... 56
3.4.4 Emergency brake application ................................................................................... 56
3.4.5 Simplified step by step operation when a brake demand is made ..................... 58
3.4.6 Brake Isolation ............................................................................................................ 58
3.5 Electrical Schematic Summary ........................................................................................ 59
System Set-Up Pre-requisites ...................................................................................................... 61
3.5.1 Brake Schematic Flowcharts – Feeds from Rear Cab ............................................. 62
DMOS B (Rear Car) ................................................................................................................... 62
3.5.2 Brake Schematic Flowcharts – MOS .......................................................................... 63
3.5.3 Brake Release Flowcharts – PTOSL .......................................................................... 63
3.5.4 Brake Schematic Flowcharts – MOSL ........................................................................ 64
3.5.5 Brake Schematic Flowcharts – Front Vehicle ............................................................ 65
3.5.6 Brake Release ................................................................................................................ 67
3.6 Wheelslide Prevention ........................................................................................................... 68
3.7 Parking Brake ......................................................................................................................... 72
3.8 Driver‟s master key switch ................................................................................................ 74
3.9 Driver‟s Direction Mode Selector Switch (DDS) ............................................................ 74
3.10 Combined Power Brake Controller (CPBC) ................................................................... 74
3.11 Hill Start Button ................................................................................................................... 75
3.12 Intelligent Sanding System ............................................................................................... 76
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4. Traction Equipment .................................................................................................................... 77

4.1 Traction Convertors ........................................................................................................... 79
4.2 Traction Motors ................................................................................................................... 79
4.3 Gearboxes ........................................................................................................................... 80
4.4 Brake Resistors .................................................................................................................. 81
4.5 ACM (Auxiliary Converter Module) .................................................................................. 81
4.6 MCM (Motor Converter Module) ...................................................................................... 82
4.7 DC MCB Box ....................................................................................................................... 82
Class 377/6 DC Voltage Collection and Distribution ................................................................ 83
4.8 Traction Converter DC Link Earth Reference ................................................................ 84
4.9 Interference Current Monitoring ....................................................................................... 85
4.10 Health Monitoring (Blue Line Detection) ......................................................................... 85
4.11 Health Monitoring (Red Line Detection).......................................................................... 85
4.12 Ice Mode .............................................................................................................................. 85
4.13 Fire Detection System ....................................................................................................... 86
4. 13.1 Control Requirements ............................................................................................ 87
4. 13.1 Supervision Requirements .................................................................................... 87
4.14 Shoe Gear isolation/Earth Box ......................................................................................... 88
4.15 Shoegear ............................................................................................................................. 90
4. 15.1 System Description ................................................................................................ 91
System Operation........................................................................................................................... 91
4. 15.2 Shoegear in Current Collecting Position ............................................................. 91
4. 15.3 Shoegear in Raised Position ................................................................................ 92
4. 15.4 Shoegear ................................................................................................................. 92
4. 15.5 Collector Shoe ........................................................................................................ 92
4. 15.6 Shoe Support Bracket (Frangible Joint).............................................................. 92
4. 15.7 Shoe Arm ................................................................................................................. 92
4. 15.8 Cables ...................................................................................................................... 93
4. 15.9 Arc Shield ................................................................................................................ 93
4. 15.10 Shoebeam Arrangement ....................................................................................... 93
4. 15.11 Shoe down stop Assembly.................................................................................... 93
4. 15.12 Fault Finding ............................................................................................................... 94
Degraded Current Collection .................................................................................................... 94
5. Energy Metering ......................................................................................................................... 95
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5.1 Basic Principle .................................................................................................................... 96

5.2 Current Measurement ........................................................................................................ 98
5.3 Voltage Measurement ....................................................................................................... 98
5.4 Energy Meter....................................................................................................................... 99
5.5 Energy Meter Fault Finding ............................................................................................ 100
6. Bogies and Running Gear....................................................................................................... 101
6.1 Bogie Frame...................................................................................................................... 101
6.2 Power Bogies .................................................................................................................... 101
6.3 Primary Suspension ......................................................................................................... 103
6.4 Secondary Suspension (Lateral and Vertical) ............................................................. 103
6.5 Additional Equipment ....................................................................................................... 104
6.6 Hot Axle Box Detection ................................................................................................... 105
7. Gangway Doors ........................................................................................................................ 107
7.2 General Description ......................................................................................................... 108
7.2.1 The Motor Unit .......................................................................................................... 108
7.2.2 Cogged Belt Mechanism ......................................................................................... 108
7.2.3 DCU ............................................................................................................................ 108
7.2.4 Pulse Sensor ............................................................................................................. 109
7.2.5 Home Sensor ............................................................................................................ 109
7.3 Door Operation ................................................................................................................. 110
7.4 Failures indicated by the DCU........................................................................................ 112
8. External Doors .......................................................................................................................... 115
8.1 Working Principle ............................................................................................................. 115
8.2 Door Leaves ...................................................................................................................... 115
8.3 Door Header Mechanism ................................................................................................ 115
8.4 Saloon Door Emergency Egress.................................................................................... 118
8.5 Saloon Door Emergency Access ................................................................................... 118
8.6 Electrical Schematic Summary ...................................................................................... 119
8.7 Door Control Unit Input / Outputs .................................................................................. 122
8.8 Pin assignment of input and output signals.................................................................. 123
8.9 Door Diagnostic Information ........................................................................................... 124
8.9.1 Door functions to corresponding diagnostic codes ............................................. 125
8.10 Diagnostic Fault Finding .................................................................................................. 127
9. Correct Side Door Enable ................................................................................................... 133
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9.1 Assumptions...................................................................................................................... 134

9.2 Compatibility with Selective Door Operation (SDO) ................................................... 136
9.3 Platform Scenarios ........................................................................................................... 136
9.4 Splitting Scenarios ........................................................................................................... 139
9.5 Joining Scenario - Same Direction ................................................................................ 139
9.6 Manual Override Procedure............................................................................................ 140
9.7 Behaviour of TFA button during Manual Override Procedure ................................... 141
9.8 Failure Conditions ............................................................................................................ 141
9.9 Safety Considerations and Limitations.......................................................................... 141
10. Cab Doors ......................................................................................................................... 143
10.1 Cab Door Egress .............................................................................................................. 144
10.3 Cab Door Component Layout ......................................................................................... 145
10.4 Fault Finding ..................................................................................................................... 147
10.4.1 Power supply and Air supply .................................................................................. 147
10.4.2 A Door not Locking or unlocking pneumatically................................................... 148
11. Toilet Systems ...................................................................................................................... 151
11.1 Toilet System Overview................................................................................................... 152
11.2 Toilet Operation ................................................................................................................ 153
11.3 Control Unit ....................................................................................................................... 156
11.4 Vacuum Unit...................................................................................................................... 157
11.5 Intermediate Tank Assembly .......................................................................................... 158
11.6 Sliding Gate Valve ............................................................................................................ 159
11.7 Control board .................................................................................................................... 160
11.8 Back-Flush Unit ................................................................................................................ 161
11.9 Water System Panel ........................................................................................................ 162
11.10 Fresh water tank ........................................................................................................... 163
11.11 Partial freeze drain routine .......................................................................................... 163
11.12 Full freeze drain routine............................................................................................... 164
11.13 Troubleshooting and Actions ...................................................................................... 164
11.14 Back Flush Function .................................................................................................... 165
11.15 Reverse Flush ............................................................................................................... 165
11.16 Hard Reverse Flush ..................................................................................................... 166
11.17 Wallgate Unit ................................................................................................................. 167
12. On – Train Data Recorder ................................................................................................... 169
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12.1 General Overview............................................................................................................. 169

12.2 System Description .......................................................................................................... 171
12.3 Railway Router ................................................................................................................. 173
12.4 Antenna and Diplexer ...................................................................................................... 174
12.5 Download and Analysis ................................................................................................... 175
12.6 Getting Started.................................................................................................................. 176
12.7 Data transfer/erase .......................................................................................................... 178
12.8 Monitor Digital & analogue inputs .................................................................................. 181
13. Heating and Air Conditioning .............................................................................................. 189
13.1 Saloon HVAC .................................................................................................................... 189
13.2 System Overview ............................................................................................................. 189
13.3 Cab HVAC ......................................................................................................................... 190
13.4 Heating & cooling Modes ................................................................................................ 190
13.4.1 Cooling Mode ............................................................................................................ 190
13.4.2 Cool Mode 1 .............................................................................................................. 190
13.4.3 Cool Mode 2 .............................................................................................................. 190
13.4.4 Two Stage Cooling Process ................................................................................... 191
13.4.5 Single Stage Cooling Process ................................................................................ 191
13.4.6 No Cool, No Heat Mode .......................................................................................... 191
13.4.7 Heating Mode ............................................................................................................ 191
13.4.8 Heat Mode 1 .............................................................................................................. 191
13.4.9 Heat Mode 2 .............................................................................................................. 191
13.4.10 Heat Mode 3 .......................................................................................................... 191
14. On Train Communication .................................................................................................... 193
14.1 Passenger Information System ...................................................................................... 193
14.2 System Overview ............................................................................................................. 194
14.2.1 PISC Controller ......................................................................................................... 194
14.2.2 Coach Controller....................................................................................................... 194
14.2.3 PIU .............................................................................................................................. 194
14.2.4 Handset and Cradle ................................................................................................. 194
14.2.5 SCP ............................................................................................................................ 194
14.2.6 PEACU ....................................................................................................................... 195
14.2.7 GPS/GSM Antenna .................................................................................................. 195
14.2.8 Loudspeakers ........................................................................................................... 195
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14.2.9 Emergency PA .......................................................................................................... 195

14.3 PA (Public Address) ......................................................................................................... 197
14.4 C-C (Cab to Cab) ............................................................................................................. 198
14.5 PC (Passenger Communication) ................................................................................... 198
14.6 Saloon Control Panel ....................................................................................................... 199
15. GSM-R Radio ........................................................................................................................ 201
15.1 System Overview ............................................................................................................. 202
15.1.1 Cab Radio .................................................................................................................. 203
15.1.2 Gland Box .................................................................................................................. 204
15.1.3 Antenna...................................................................................................................... 204
15.1.4 Driver‟s Control Panel .............................................................................................. 205
15.2 GSM-R Fault-Finding ....................................................................................................... 206
15.2.1 Portable Maintenance Unit...................................................................................... 206
16. Mitrac/TCMS ......................................................................................................................... 217
16.1 Intelligent Display Unit (IDU) .......................................................................................... 219
16.1.1 Log In Menu .............................................................................................................. 219
16.1.2 Skip Station menu .................................................................................................... 220
16.1.3 Main Menu ................................................................................................................. 220
16.1.4 Maintainers Menu ..................................................................................................... 221
16.1.5 Default menu ............................................................................................................. 221
16.1.6 Axle Bearing Status Screens .................................................................................. 222
16.1.7 Door Configuration and Status Menus .................................................................. 223
16.1.8 CSDE Enable Pushbutton ....................................................................................... 225
16.1.9 Emergency Lights Test Button ............................................................................... 226
16.1.10 Location Menu ...................................................................................................... 227
16.1.11 Drivers Settings menu ......................................................................................... 228
16.1.12 Maintainers Settings Menu ................................................................................. 228
16.1.13 Pass Communications Menu .............................................................................. 229
16.1.14 DC Line Voltage ................................................................................................... 229
16.1.15 HVAC Status Screen ........................................................................................... 230
16.1.16 Brake System Menu ............................................................................................. 233
17. CCTV Systems ..................................................................................................................... 235
17.1 Brief description of the CCTV systems ......................................................................... 235
17.1.1 Door surveillance system (DOO) ........................................................................... 235
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17.1.2 Internal CCTV surveillance system ....................................................................... 235

17.2 System architecture ......................................................................................................... 235
17.3 Saloon CCTV .................................................................................................................... 237
17.3.1 Saloon CCTV system operation ............................................................................. 237
17.3.2 Images display .......................................................................................................... 238
17.4 Jet-TranStore 2C1D ......................................................................................................... 239
17.5 On train review facility ..................................................................................................... 240
17.6 DOO System ..................................................................................................................... 241
17.6.1 DOO System Operation .......................................................................................... 241
17.6.2 Images display .......................................................................................................... 241
17.7 Forward-facing Camera and Track Debris/3rd Rail Camera ...................................... 244
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Table of Figures
Figure 1 - Electrochemical Power Source ............................................................................................. 17
Figure 2 - Battery Box............................................................................................................................ 18
Figure 3 - Auxiliary Control Equipment Compartment ......................................................................... 19
Figure 4 - Centralised Battery Filling System ........................................................................................ 20
Figure 5 - Battery Supply Diagram Simplified ....................................................................................... 23
Figure 6 - VV180-T Compressor ............................................................................................................ 26
Figure 7 - Air Intake for Low Compression Cycle .................................................................................. 26
Figure 8 - Air Flow for High Compression Cycle .................................................................................... 27
Figure 9 - Stage 2 Aftercooler ............................................................................................................... 27
Figure 10 - Air Supply Module Generation Simplified!!!! ..................................................................... 28
Figure 11 - Air Dryer Operation, Stage 1 – Coalescing & Centrifugal Filtering ..................................... 29
Figure 12 - Air Dryer Operation, Stage 2 – Desiccant Water Adsorption ............................................. 30
Figure 13 - Air Dryer Operation, Stage 3 – Ejection of Dried Air .......................................................... 31
Figure 14 - Brake Supply Reservoir Isolating Cock ................................................................................ 33
Figure 15 – Emergency Parking Brake Application Cock ....................................................................... 33
Figure 16 - Sanding System Isolation Cock............................................................................................ 34
Figure 17 - Main Reservoir Pipe Coupling Cock .................................................................................... 34
Figure 18 - Air Suspension Isolation Cock ............................................................................................. 35
Figure 19 - Electrical Head Pneumatic Isolating Cock ........................................................................... 35
Figure 20 - Emergency Air Supply Socket and ECIC .............................................................................. 36
Figure 21 - Main Reservoir Pipe Isolating Cock ..................................................................................... 36
Figure 22 - Cab Pneumatic Module....................................................................................................... 37
Figure 23- Shoegear Control Panel ....................................................................................................... 38
Figure 24 - Auxiliary Compressor Shoegear Pneumatic feed Circuit .................................................... 39
Figure 25 - Main Compressor Pneumatic Shoegear Feed Circuit ......................................................... 40
Figure 26 - Levelling Valve in Fill Position Figure 27 - Levelling Valve in Exhaust Position ............... 42
Figure 28 - Air Suspension System Simplified!!! ................................................................................... 43
Figure 29 - Brake System Air Supply Simplified!!! ................................................................................ 46
Figure 30 - ACU Components, Control and Relay ................................................................................. 48
Figure 31 - Variable Load Valve............................................................................................................. 49
Figure 32 - Brake Raft Governors .......................................................................................................... 50
Figure 33 - Pressure Transducers .......................................................................................................... 52
Figure 34 - Brakes Applying................................................................................................................... 54
Figure 35 - ACU and VLV with Brakes Releasing ................................................................................... 55
Figure 36 - Emergency Brake Application ............................................................................................. 57
Figure 37 - Train Wire Requirements - Brake Control .......................................................................... 60
Figure 38 - Brake Train Wires ................................................................................................................ 60
Figure 39 - Rear Car Brake Release Flowchart ...................................................................................... 62
Figure 40 - MOS Car Brake Release Flowchart...................................................................................... 63
Figure 41 - PTOSL Car Brake Release Flowchart ................................................................................... 63
Figure 42 - MOSL Car Brake Release Flowchart .................................................................................... 64
Figure 43 - Leading Car Interlock Flowchart ......................................................................................... 65
Figure 44 - Brake Supply Flowchart ...................................................................................................... 65
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Figure 45 - Trainwire 13 Simplified Flowcharts..................................................................................... 66

Figure 46 - Brake Code Wires Energised ............................................................................................... 67
Figure 47 - Both WSP Dump Valves Energised...................................................................................... 69
Figure 48 - WSP Dump Valve in Hold Application ................................................................................. 70
Figure 49 - WSP Dump Valve in Vent Mode ......................................................................................... 70
Figure 50 - Parking Brake Applied ......................................................................................................... 72
Figure 51 - Brake Applied ...................................................................................................................... 72
Figure 52 - Parking Brake Application Cock Applied ............................................................................. 73
Figure 53 - Combined Power Brake Controller ..................................................................................... 74
Figure 54 - Hill Start Button Function ................................................................................................... 75
Figure 55 - Sand Hopper & Test Button ................................................................................................ 76
Figure 56 - Traction Motor .................................................................................................................... 79
Figure 57 - Gearbox Assembly .............................................................................................................. 80
Figure 58 - Circuit Diagram of Auxiliary Power Supply ......................................................................... 81
Figure 59 - Traction Earth Return Diagram ........................................................................................... 84
Figure 60 - Fire Detection System ......................................................................................................... 86
Figure 61 - Shoegear Isolation Switch ................................................................................................... 88
Figure 62 - Power and Control Circuits ................................................................................................. 89
Figure 63 - Shoe arm ............................................................................................................................. 90
Figure 64 - Shoe gear Arrangement ...................................................................................................... 91
Figure 65 - Shoegear with Arcshield ..................................................................................................... 93
Figure 66 - Energy Metering System Diagram ...................................................................................... 95
Figure 67 - Ohms Law Pie Chart ............................................................................................................ 96
Figure 68 - Energy Measuring System................................................................................................... 97
Figure 69 - Current Shunt...................................................................................................................... 98
Figure 70 - Current and Voltage Transducer......................................................................................... 98
Figure 71 - Energy Meter Display .......................................................................................................... 99
Figure 72 - Meter Display Settings ...................................................................................................... 100
Figure 73 - Series 3 Bogie .................................................................................................................... 101
Figure 74 - Bogie General View ........................................................................................................... 102
Figure 75 - Bogie Type Location .......................................................................................................... 102
Figure 76 - Primary Suspension Chevrons .......................................................................................... 103
Figure 77 - Secondary Suspension System .......................................................................................... 104
Figure 78 - AWS Receiver .................................................................................................................... 104
Figure 79 - HABD Location Diagram .................................................................................................... 105
Figure 80 – HABD Bogie Connection ................................................................................................... 106
Figure 81 - Intermediate Gangway Doors ........................................................................................... 107
Figure 82 - Door Header Mechanism .................................................................................................. 108
Figure 83 - Door Leaf Assembly .......................................................................................................... 109
Figure 84 - Door Lock .......................................................................................................................... 111
Figure 85 – DCU .................................................................................................................................. 112
Figure 86 - Door Configurations .......................................................................................................... 115
Figure 87 - Out of Service Lock ........................................................................................................... 116
Figure 88 - Passenger Doors ............................................................................................................... 117
Figure 89 - External Emergency Access Device ................................................................................... 118
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Figure 90 - Door Release Flowchart .................................................................................................... 120

Figure 91 - Door Close Flowchart ........................................................................................................ 121
Figure 92 - Tracklink II Configuration .................................................................................................. 133
Figure 93 - Station Terminus ............................................................................................................... 136
Figure 94 - Uni - Directional Platform ................................................................................................. 137
Figure 95 - Bi-directional Platform – Single Beacon ........................................................................... 137
Figure 96 - Bi-directional Platform – Dual Beacons ............................................................................ 137
Figure 97 - Bi-directional Platform with Crossover ............................................................................. 138
Figure 98 - 12 Car Rake - 4 Car Split .................................................................................................... 139
Figure 99 - 8 Car Coupling to a 4 Car................................................................................................... 139
Figure 100 - CSDE Conflict Screen ....................................................................................................... 140
Figure 101 - Cab Door ......................................................................................................................... 143
Figure 102 - Cab Door Egress device ................................................................................................... 144
Figure 103 - Cab Door Access Handle ................................................................................................. 144
Figure 104 - Cab Door ......................................................................................................................... 145
Figure 105 - Cab Door Headergear ..................................................................................................... 146
Figure 106 - Connections at Drive Mechanism ................................................................................... 147
Figure 107 - Universel Toilet PTOSL (W) Car ....................................................................................... 151
Figure 108 - Toilet Vacuum Unit ......................................................................................................... 152
Figure 109 - Toilet Bowl, Flush Nozzle and Bowl Sensor .................................................................... 153
Figure 110 - Evacuating the Intermediate Tank .................................................................................. 153
Figure 111 - Emptying the Bowl .......................................................................................................... 154
Figure 112 - Initial Water Supply ........................................................................................................ 154
Figure 113 - Emptying the Intermediate Tank .................................................................................... 155
Figure 114 - Control Unit .................................................................................................................... 156
Figure 115 - Vacuum Unit ................................................................................................................... 157
Figure 116 - Intermediate Tank .......................................................................................................... 158
Figure 117 - Sliding Gate Valve ........................................................................................................... 159
Figure 118 - Control Board .................................................................................................................. 160
Figure 119 - Back Flush Unit................................................................................................................ 161
Figure 120 - Water System Panel ........................................................................................................ 162
Figure 121 - Fresh Water Tank ............................................................................................................ 163
Figure 122 - Wallgate Wash Unit (Internal View) ............................................................................... 167
Figure 123 - Data Download to the Wayside ...................................................................................... 169
Figure 124 - On - Train Data Recorder Architecture ........................................................................... 170
Figure 125 - Teloc 1500 OTDR ............................................................................................................. 171
Figure 126 - Railway Router ................................................................................................................ 173
Figure 127 - Antenna and Diplexer ..................................................................................................... 174
Figure 128 - USB Download Function ................................................................................................. 175
Figure 129 - Opening Software ........................................................................................................... 177
Figure 130 - Recorder Selection .......................................................................................................... 177
Figure 131 - Software Accessed .......................................................................................................... 178
Figure 132 - Data Tab .......................................................................................................................... 178
Figure 133 - Warning Message ........................................................................................................... 179
Figure 134 - Values Message .............................................................................................................. 179
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Figure 135 - Main Board Screen.......................................................................................................... 179

Figure 136 - Default Location Message............................................................................................... 180
Figure 137 - Transfer Screen ............................................................................................................... 180
Figure 138 - Simulation & Monitoring Screen .................................................................................... 181
Figure 139 - Signal Selection Option ................................................................................................... 181
Figure 140 - Signal Selection ............................................................................................................... 182
Figure 141 - Save Layout Option ......................................................................................................... 183
Figure 142 - Analysis Screen ............................................................................................................... 184
Figure 143 - Time Line Details Description Screen ............................................................................. 185
Figure 144 - Relative Time Option ...................................................................................................... 185
Figure 145 - Search Menu ................................................................................................................... 186
Figure 146 - Search Hits Screen .......................................................................................................... 186
Figure 147 - Excel Data Export ............................................................................................................ 187
Figure 148 - Example of PDF Export.................................................................................................... 187
Figure 149 - HVAC Zone Positions ....................................................................................................... 189
Figure 150 - PIS/PAS/Pa Architecture ................................................................................................. 193
Figure 151 - PIS/PAS/PA System Architecture .................................................................................... 196
Figure 152 - PIS Cab Audio Control unit .............................................................................................. 197
Figure 153 - GSM-R Radio (DCP) ......................................................................................................... 201
Figure 154 - GSM-R System Architecture............................................................................................ 202
Figure 155 - Cab Radio Module ........................................................................................................... 203
Figure 156 - Gland Box ........................................................................................................................ 204
Figure 157 - GSM-R Cab Radio driver’s control panel......................................................................... 205
Figure 158 - Class 377 / 6 TCMS System Architecture (main changes highlighted in blue)................ 218
Figure 159 - Log in Menu .................................................................................................................... 219
Figure 160 - Skip Station Selection...................................................................................................... 220
Figure 161 – Drivers Main Menu and Stewards Main Menu .............................................................. 220
Figure 162 – Maintainer's Menu ......................................................................................................... 221
Figure 163 - Default Menu .................................................................................................................. 221
Figure 164 - HABD Screens.................................................................................................................. 222
Figure 165 - Door Configuration Menu ............................................................................................... 223
Figure 166 - Door Status Screen with Reset DOO ............................................................................... 224
Figure 167 - Door Status Screen after DOO Reset button pressed..................................................... 225
Figure 168 - Train Unit Configuration Menu with CSDE Enable/Disable button ................................ 225
Figure 169 - Maintainer’s Settings Menu with Emergency Lights Test Button .................................. 226
Figure 170 - Location Menu ................................................................................................................ 227
Figure 171 - Driver Settings Menu ...................................................................................................... 228
Figure 172 - Maintainers Settings Menu............................................................................................. 228
Figure 173 - Pass Comm Menu ........................................................................................................... 229
Figure 174 - Traction Status Screen .................................................................................................... 230
Figure 175 - Drivers/non active cab HVAC Status screen ................................................................... 231
Figure 176 - Maintainers HVAC Status Screen in Active Cab .............................................................. 232
Figure 177 - Brake System Menu ........................................................................................................ 233
Figure 178 - CCTV System Architecture .............................................................................................. 236
Figure 179 - Saloon Mounted CCTV Camera....................................................................................... 237
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Figure 180 - Jet-TranStore 2C1D (front panel) .................................................................................... 239

Figure 181 - PC Review Connection .................................................................................................... 240
Figure 182 - DOO Camera and Monitors ............................................................................................ 241
Figure 183 - DOO Monitors ................................................................................................................. 242
Figure 184 - DOO View (with missing camera) ................................................................................... 242
Figure 185 - Forward Facing & Track Debris Cameras ........................................................................ 244
Figure 186 - Track Debris Light............................................................................................................ 244
Table of Tables
Table 1 - Brake Truth Table ................................................................................................................... 45
Table 2 - Brake Wires Truth Table......................................................................................................... 59
Table 3 – Line Voltage and Traction Equipment ................................................................................... 78
Table 4 - Energy Meter Fault Analysis................................................................................................. 100
Table 5 - LED Signal ............................................................................................................................. 112
Table 6 - Fault Display Indication table ............................................................................................... 113
Table 7 - Mechanical Failures.............................................................................................................. 114
Table 8 - Logic Module Signals ............................................................................................................ 123
Table 9 - Power Module Signals .......................................................................................................... 123
Table 10 - Logic Module Extension Signals ......................................................................................... 123
Table 11 - Extension Module for Outputs ........................................................................................... 124
Table 12 - LED Indications ................................................................................................................... 124
Table 13 - Diagnostic Fault Codes ....................................................................................................... 126
Table 14 - Door System Fault Codes ................................................................................................... 131
Table 15 - PIBS Mitrac Message Data ................................................................................................. 134
Table 16 - CSDE inputs and TCMS response ....................................................................................... 135
Table 17 - Back-Flush unit Error Codes ............................................................................................... 161
Table 18 - Error Codes 01 -06.............................................................................................................. 164
Table 19 - Error Codes Continued... .................................................................................................... 165
Table 20 - OTDR LED Display Table ..................................................................................................... 172
Table 21 - Menu Overview .................................................................................................................. 176
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List of Abbreviations
AC Alternating Current
ADD Automatic Drop Device
AMRIC Auxiliary Main Reservoir Isolating Cock
ASIC Air Suspension Isolating Cock
AWS Automatic Warning System
BCIC Brake Cylinder Isolating Cock
BSRIC Brake Supply Reservoir Isolating Cock
CAU Call for Aid Unit
C-C Cab to Cab
CCTV Closed Circuit Television
DDS Drivers Direction Switch
DOO Driver Only Operation
DRA Drivers Reminder Appliance
DSD Drivers Safety Device
DMOS Driving Motor Open Standard
ECIC Emergency Coupler Isolation Cock
EHPIC Electrical Head Pneumatic Isolating Cock
EPBAC Emergency Parking Brake Application Cock
GSM-R Global System for Mobile Communication - Rail
HVAC Heating Ventilation and Air Conditioning
IDU Intelligent Display Unit
LHS Left Hand Side
LIM Line Interference Monitor
MCB Miniature Circuit Breaker
MOSL Motor Open Standard Lavatory
mph Miles Per Hour
MR Main Reservoir
MRPCC Main Reservoir Pipe Coupling Cock
MRPIC Main Reservoir Pipe Isolating Cock
OTDR On Train Data Recorder
PA Public Address
PASS COMM Passenger Communication
PEA Passenger Emergency Alarm
PIS Passenger Information System
PTOSL (W) Pantograph Trailer Open Standard Lavatory (Wheelchair)
PTT Press To Talk
RHS Right Hand Side
SCP Saloon Communication Panel
SDO Selective Door Operation
SSIC Sanding System Isolating Cock
TBC Traction Brake Controller
TCMS Train Control and Management System
TPWS Train Protection and Warning System
VCB Vacuum Circuit Breaker
WSP Wheel Slip Protection
SOU.VS.09. 05. 13_H Page 16

1. Batteries - Description
1.1 General
The battery system is located in the underframe battery raft fitted to the Driving Motor Open
Standard (DMOS) vehicles.
Inside the battery raft the batteries are located within battery crates which are mounted on
slides to enable easy withdrawal of the battery for maintenance.
Each battery box consists of 74 cells (115Ah) each cell having a nominal voltage of 1.2 volts
per cell, capable of maintaining essential and emergency systems for 180 minutes.
The batteries are electrochemical systems used to supply energy to electrical and electronic
equipment. Electrical energy is produced directly by chemical reactions that occur within the
battery.
The amount of electrical energy made available depends on the inherent potential and
efficiency of the electrochemical reactions, and on the amount of active material in a battery.
A Nickel Cadmium block is an electrochemical system in which electrodes containing active

materials undergo changes in oxidation state but without any change in physical state.
These active materials are highly insoluble in alkaline electrolyte. They remain solid and do
not dissolve while undergoing changes in oxidation state. Therefore, there is no chemical
mechanism that could cause the loss of active materials.
During block charge and discharge operations, hydroxide ions are transferred between the
positive and the negative plates through the electrolyte.
The alkaline solution KOH (electrolyte) acts only as a transfer medium. It does not
participate in the electrochemical reaction. As its role is passive, the electrolyte in a Nickel
Cadmium cell is never affected by the state of charge of the actual block.
Figure 1 - Electrochemical Power Source
SOU.VS.09. 05. 13_H Page 17

The battery cells have an anode (negative plate) in cadmium hydroxide and a cathode
(positive plate) in nickel hydroxide, immersed in alkaline solution (electrolyte) comprising
potassium, sodium and lithium hydroxides. The cells are rechargeable and deliver a voltage
of 1.2 V during discharge.
There are two temperature probes fitted to one cell in each battery crate, these probes are
part of the charger, temperature compensation system.
3
5
4
Figure 2 - Battery Box
Key:
1 Mounting Bracket
2 Access Door
3 Electrical Connection Cover
4 Secondary Locking Catch
5 Access Cover
The charging of the batteries should ideally be conducted once the batteries have been
discharged down to a final voltage of 1v per cell, and when in an ambient temperature of
20˚c +/- 5˚c, the charging rate will be at 20% of the Ah rating i.e. 23 amps for a duration of
7.5 hours.
During the charging/overcharging process electrolysis transforms water into gases and
Oxygen is formed at the positive plates and Hydrogen is formed at the negative plates.
Chemical composition during charging = H2 (Hydrogen) + ½ O2 (Oxygen) =H2O (Water)
The charging of the batteries should always be conducted before the batteries are topped
up, due to the chemical composition created during the charging process.
SOU.VS.09. 05. 13_H Page 18

A battery isolation switch is located within the battery box. The switch is also part of the
battery charging circuit, a 110V dc battery charging socket is located next to the switch.
When the battery isolation switch is in the “OFF” position, holes on the edge of the switch,
and a ring on the box it is mounted on, line up in order to accommodate a personal padlock.
Figure 3 - Auxiliary Control Equipment Compartment
SOU.VS.09. 05. 13_H Page 19

1.2 Battery Top up System (Filling System)

The battery MRX115 x74 is equipped with two centralised water-filling systems, these
centralised water-filling systems are built in the battery blocks and allow topping up of the
complete battery with electrolyte from one central tank. This topping up is necessary to
compensate the water consumption made by the battery use or the evaporation due to
temperature.
Two hydraulic connectors (filling units) are fixed to the battery MRX115 x74 to allow water
filling while two couplings without shutoffs allow the drainage of water out of the box. These
elements are placed on the front side of the battery box.
Figure 4 - Centralised Battery Filling System
Topping up is always the last task to perform before returning the battery to service. It should
be done every 6 months during the first year of use of the battery. The water consumption
allows enough flexibility in the electrolyte topping up maintenance schedule to make it
coincide with the train maintenance schedule.
The filling system tops up the cells to the exact level required at a rate of 0.7 litres per
minute with a water pressure of 0.15 bars within an approximate duration of 30 seconds per
cell.
The system stops filling up the cell once the level has been reached thanks to internal
pressure of the cell that will prevent the water overflowing.
Before topping up the batteries a pressure test needs to be conducted to ensure the
tightness of the filling system and avoid any leaks and incorrect filling.
SOU.VS.09. 05. 13_H Page 20

1.3 Power Distribution

A DC load shed system progressively reduces the DC load on the vehicle battery in the
event of loss of battery charging, resulting from the failure of the Auxiliary Converter Module
(ACM).
The MITRAC control system sequentially opens contactors to reduce the load at the
following stages; 30/40 seconds, 10 minutes, 60 minutes, 90 minutes and 180 minutes
following the failure of the auxiliary converter.
To prevent deep discharge, the battery is protected by the MITRAC control system, which
will open the battery contactor when 180 minutes has elapsed (since the start of loadshed), if
the battery falls below a preset level (87 Volts).
It is possible for the battery contactor to be operated before the MITRAC control system
initiates the trip, should the battery voltage fall below the voltage detector preset level (77
Volts). It is not expected that the voltage detection would operate prior to MITRAC, but if the
battery was in a low state of charge and subjected to a heavy load demand, then the voltage
detection would protect the battery from deep damaging discharge.
When the battery contactor operates the safety and essential loads are lost, but a supply
remains to the auxiliary set push button. This allows the battery contactor to be re-closed
and the vehicles control systems to re-establish power to the vehicle and the converter.
The Train Control and Management System (TMCS) provides the communication interface
and power management control between the battery and the rest of the train. It monitors the
battery temperature, battery voltage and charging current which enables it to request the
correct charging voltage from the ACM.
1.31 Load shed Loads

These are fed from contactor C-LSH and include loads which are switched off 30
seconds after the ACM has stopped operating. These are considered to be non-
critical loads which can be switched off to protect battery life. Load shed loads
include: Non Driver Side Cab Lights, Heated Windscreen, Reading Lights, and
Passenger Information Displays etc.
1.32 Main Lights

In the Class 377/6 design, 2/3 of the Lights defined as the Main Lights are controlled
by contactors mounted on each vehicle (C-BL & C-DL). The Main Lights are
maintained for 10 minutes and ensures that the Saloon Lighting continue to function
without any visible interruption during interruptions to the traction supply of up to 30
seconds.
1.33 Standby Lights

In the Class 377/6 the Emergency lights are now defined as Standby Lights and an
additional contactor will be added to switch these off after a period of time. Separate
Emergency Lights are provided by new locally battery powered LED Emergency
lights. The Standby Lights are maintained for 60 minutes.
SOU.VS.09. 05. 13_H Page 21

1.34 Ventilation Loads

The saloon and cab HVAC systems are provided with DC ventilation fans which
provide the fresh air component. The fans are controlled using Mitrac and in the
Class 377/6 design it is proposed that this shall be maintained for 90 minutes. In the
event of insufficient fresh air being supplied by the fans during emergency conditions
the vehicles are also provided with hopper windows in the saloon which can be
unlocked by train crew.
1.35 Traction/CCTV
In the Class 377/6 design the CCTV, which includes Saloon, DOO, Forward Facing
and Track Debris, are classed as an Essential load. Therefore the CCTV circuits
have been moved from C-TN circuit and fed from the Non-Load shed PV94 circuit,
as per previous class 377s.
1.36 Non- Load shed

There are a number of loads which are always connected to the battery whenever the
battery contactors are closed. These are the critical loads which fall into two categories.
Those which are essential for the control of the train e.g. Mitrac and cab controls, and those
which are safety related e.g. Brakes, AWS, marker lights, Radio, PA etc.
The PA and radio is to be maintained for a minimum of 3 hours. All non-load shed loads are
maintained for this period, and now include the CCTV systems.
SOU.VS.09. 05. 13_H Page 22

Feed To LV1300 Feed To LV1301 – To Loadshed – Non Essentials, Main Lights, CCTV, Doors,
to the ACM Ventilation, Traction
C-BI
1
LV1302
S-BI Feed To Train Control
C-BI and Tail Light MCB’s
1
2
S-BI S-BI DT6000
Battery Pos Fuse 3 7
DU-VS
S-BI
5
RM-AS
Aux Set Feed TC20
Battery Aux Trip DT6094
S-BI S-BI
6 4
Battery Neg Fuse
C-BI
S-BI
2 RM-AS
Figure 5 - Battery Supply Diagram Simplified
SOU.VS.09. 05. 13_H Page 23

The flowcharts below briefly summarise the schematic drawings to show the circuits that are
required in order to obtain Power functions upon a 5 car unit once the battery switch has
been set.
The following key should be used:
MCB Relay Coil
System Component Train Wire
Normally Closed Contact Normally Open Contact
Note: The designation “TW” has been used for all train wires irrelevant of the actual wire
number.
1.4 System Set-Up Pre-requisites
CB-BP CB-C CB-C

Battery Positive MCB Cab Control MCB Cab Control MCB
TC2500
LV1303 TC2500
SI-DCS
SB-AS S-DI 3 of 12 DC Supply Select P/B
Auxiliaries Set Pushbutton Direction Selector
TC2512
TC20 TC2542
R-CAO1
Cab Occupied 1
RM-AS R-CAO 1-4
Aux Set Monitoring Relay Cab Occupied Relays 1-4 TC2513
R-ACS
AC Supply Select
Feed To CB-I, the TC2514

Battery Contactor
D-DCS
DC Supply Select Diode
TC9
DC Selected
R-DCS
DC Supply Select Relay 1-4
SOU.VS.09. 05. 13_H Page 24

2. Air System
The major components of the brake and air supply system are mounted on modules fitted to
the vehicle under frames. There will be three basic types of module:
 Air supply module, which is fitted to the PTOSL (W) vehicle.

 Brake Module, fitted to all vehicles.
 Air Suspension Rafts (three variants)
The Air Supply Module is fitted to the PTOSL (W) vehicle, the module comprises of the air
compressor, an air dryer, main reservoir and some associated valves and control equipment.
The main reservoir pipe is fed with air at 7.4 bars nominal and the pipe runs the full length of
the vehicle, connected between cars via flexible hoses mounted on the headstocks at the
vehicle ends.
At the cab end of the DMOS cars, the main reservoir pipe connects to the coupler isolating
EP valve then via an isolating cock to a manifold and flexible hose to the auto coupler.
An auxiliary compressor is fitted to the PTOSL (W) car, which provides compressed air to
lower the shoegear in the event that the main reservoir pressure is too low (e.g. if the unit
has been stabled with shoes retracted.
The two compressors on the PTOSL (W) supply air to the following equipment:
 Air suspension.
 Auto coupler (uncouple function).
 Brakes.
 Cab door.
 Horn.
 Sanding.
 Whistle.
 Shoegear Equipment.
SOU.VS.09. 05. 13_H Page 25

2.1 Air Compressor

Air is provided by a VV180-T Oil Free Compressor driven by an integral 3 phase 50 Hz
400v AC motor. The compressor is a two stage machine having two cylinders in the low-
pressure stage (I) and one cylinder in the high-pressure stage (II). Located in the cylinder
head over each cylinder is a combined suction and delivery valve.
Low Pressure
Inlet 1
Aftercooler
Outlet
Intake
Low Pressure
2 Outlet
Cooling Air High Pressure
Inlet Outlet
Figure 6 - VV180-T Compressor
The air is aspirated by the low-pressure cylinders and cleaned by dry type air filters, once
compressed; it is carried through the intercooler.
Air is drawn through the filter into the low compression piston chambers
Figure 7 - Air Intake for Low Compression Cycle
Having undergone cooling, the air is delivered to the high-pressure cylinder for further
compression to the final pressure.
SOU.VS.09. 05. 13_H Page 26

First Compression and then Air exits the intercooler and is passed into the
passed through the intercooler High Pressure Compressor cylinder
Figure 8 - Air Flow for High Compression Cycle
The aftercooler reduces the temperature level of the compressed air to a value acceptable to
air-dryer units.
Second Compression and Air passed through Air Cooler and onto the Air Dryer
Figure 9 - Stage 2 Aftercooler
The compressed air is then passed, via a flexible delivery hose, through a twin tower air
dryer and stored in the main reservoir. The supply of air to the main reservoir is under the
control of two governors, which through a contactor, enables the motor/compressor unit to
operate on a stop/start duty cycle. When the main reservoir pressure rises to 10.0 bars, a
contact in the governor opens, leading to the interruption of the electrical circuit to the motor
and subsequent stopping of the compressor.
SOU.VS.09. 05. 13_H Page 27

Compressor Governor Compressor Governor

8.5 – 10 bar 8.5 – 10 bar
Isolating Cock
Main Res Pipe
Main Compressor Governor

Reservoir Isolating Cock
Pressure
Regulator Safety Valve Non Return
(12 bar) Valve
MAIN RESERVOIR
Main Res Pipe Main Res

Test Point Test Point
Vented drain
Plug
Dry Type Air

3 Phase Filter
Compressor
Air Dryer Safety
M C C Valve (12 bar)
Twin Tower
Dry Type Air
Air Dryer
Filter
Compressor
Delivery Pipe
Figure 10 - Air Supply Module Generation Simplified!!!!
As compressed air is taken from the main reservoir for braking and other purposes, the air
pressure will be reduced progressively until the cut-in pressure of approximately 8.5 bars is
reached, when the circuit will be remade and the compressor restarted.
A second Compressor Governor is set to operate at 8.0 bar falling pressure and 10 bar rising
pressure. The second Compressor Governor can be used to prioritise the compressor when
the train is used in multiple unit (10 Car) modes.
The Compressor Governors provide volt free contacts to the train control for the prioritising
of compressors as required. The air supply module is also provided with an isolating cock for
compressor governors. This is normally used for testing purposes.
A safety valve, with an opening pressure of 12 Bar is fitted between the Delivery Hose and
the air dryer; it protects the air dryer in case of over pressure.
SOU.VS.09. 05. 13_H Page 28

2.2 Air Dryer

The Twin Tower Air Dryer comprises of two major sub-assemblies, the Pre-filter Assembly
and the Dryer Assembly, mounted to a common mounting bracket. Contaminated air enters
the Pre-filter housing and undergoes mechanical air/liquid separation by centrifugal action.
The bulk liquids are collected into a quiet sump area for discharge through a drain valve,
which operates on the half-cycle of the dryer. With the condition of a continuously “loaded”
compressor, actuation is every 60 seconds.
Coalescing
Filter
Centrifugal
Filter
Delivery Pipe
form Air
Compressor
Sump Drain Coalescer

Valve Drain Valve
Figure 11 - Air Dryer Operation, Stage 1 – Coalescing & Centrifugal Filtering
Air continuing on route to the dryer passes through a high efficiency coalescing filter
element. The large capacity element functions to coalesce water aerosols to liquid droplets
which are drained away. Coalesced liquid drainage is accomplished by a second drain valve.
The two identical drain valves are designed to be fail safe in their operation. That is
accomplished by utilising intermediate sumps, which are sized to minimise the air loss
associated with draining.
A secondary function of the coalescer element is the filtering of solids contaminates.

Particulates that are captured in fibres of the coalescing element can reduce the service life
of the element. That impact is minimised by the large size of the element.
The air delivered to the dryer now has greatly reduced liquid water, but it is still saturated
with water in a vapour state. The amount of water vapour in the air will now be reduced
which will thereby depress or lower the dew point of the outlet air.
SOU.VS.09. 05. 13_H Page 29

Desiccant
Absorbs Water
Dry Air is passed

through the
second chamber
to regenerate the
desiccant
Figure 12 - Air Dryer Operation, Stage 2 – Desiccant Water Adsorption
Flow of inlet air is directed to one of the desiccant beds through an inlet diverter valve. The
inlet diverter valve is actuated by a control air signal coming from electronically controlled
solenoid valves.
This same control signal also opens the exhaust valve of the opposite desiccant bed, which
depressurises the chamber. A small portion of dried outlet air at the higher outlet pressure is
passed through an orifice into the depressurised chamber, across the desiccant bed and to
atmosphere through the open exhaust valve.
This reverse flow of dried air that has been expanded to near atmospheric pressure acts to
strip the moisture collected by the desiccant beads and purge it out through the open
exhaust valve. This process of removing accumulated water from the wet desiccant bed is
known as regeneration.
A self-actuating outlet shuttle valve allows air to pass from the drying chamber to the outlet
port and prevents outlet air from passing back through the depressurised, or regenerating,
chamber. The dry air goes through the final filter to ensure that any desiccant particles are
removed before the dried air is delivered to the Main Reservoir.
The Air Dryer Humidity Indicator provides a visual indication of the moisture content in the air
being delivered to the Main Reservoir.
SOU.VS.09. 05. 13_H Page 30

Dried Air is
Delivered to the
Main Reservoir
Figure 13 - Air Dryer Operation, Stage 3 – Ejection of Dried Air
The switching of drying and regeneration of each of the desiccant towers is controlled by an
electronic timer. At the start of a cycle, inlet flow is diverted to one tower, which is drying
while the exhaust valve is opened on the other tower, which is regenerating. At the end of 48
seconds the exhaust valve on the regenerating tower is closed for a 12 second period.
During these 12 seconds, the regenerating tower is re-pressurised by outlet flow through the
regeneration orifice. This gradual re-pressurisation prior to tower switching eliminates a flow
surge that can result in a higher attrition, or breakdown, of desiccant material and the
subsequent migration of desiccant fines to the dryer outlet. At the end of the 12 second
pressurisation period, the diverter valve is actuated to allow inlet flow to be redirected
through the chamber that was regenerating and the exhaust valve on the chamber that was
drying is opened. The entire 60 second cycle is then repeated on these towers.
SOU.VS.09. 05. 13_H Page 31

2.3 Timer Memory Operation

The load/unload or start/stop mode of compressor operation requires a dryer cycle control
function that assures complete desiccant regeneration prior to switching towers. The
“memory” feature of the PCB based timer has the time cycle suspend when the compressor
is operating unloaded or is stopped.
The cycle count resumes when the compressor resumes load operation or starts. This is
accomplished by providing a synchronous 96 or 110 V d.c. signal to the dryer control
receptacle pin E. The voltage is applied at the terminal during the total time the compressor
is in a load/on mode of operation. When the voltage signal is present, the timer counts.
When the voltage is removed, the timer count is suspended until the compressor resumes
load/on operation.
2.4 Main Reservoir, Safety Valve and Regulator

The main reservoir system is protected by a safety valve against excessive pressures should
the governor fail to operate. A test point is also provided to check the main reservoir
pressure. A vented drain plug provides a means of venting the reservoir where available
space prevents the use of a drain cock.
A main reservoir isolating cock is provided which enables the main reservoirs to be isolated
from the main reservoir pipe. A pressure regulator reduces the pressure of the air delivered
to the main reservoir pipe down to a nominal working pressure of 7.4 bars.
2.5 Main Reservoir Pipe

The main reservoir pipe is fed with air from the Air Supply Module at a nominal pressure of
7.4 bars. This main reservoir pipe runs the full length of the vehicle and is made continuous
through the unit via similar pipes on each vehicle and flexible hoses mounted on the
headstocks at the vehicle ends. An isolating cock is provided at each end of each vehicle to
isolate this connection if necessary.
At the cab end of the DMOS cars, the main reservoir pipe connects via an isolating cock and
flexible hose to the auto coupler, and to the uncouple EP valve.
The PTOSL (W) and MOSL cars are supplied with toilet air supply equipment which consists
of a choke and isolating cock.
Each DMOS car brake module is fitted with a low main reservoir pressure switch connected
directly to the main reservoir pipe and electrically into the brake continuity train wire. If the
pressure in the main reservoir pipe falls below a pre-determined value, then the
corresponding pressure switch will operate, to break the continuity circuit and provide an
emergency brake application. In addition these devices ensure that the brakes cannot be
released until the pressure in the main reservoir pipe, has risen to a pressure sufficient to
ensure satisfactory operation of the brake.
SOU.VS.09. 05. 13_H Page 32

2.6 Pneumatic Isolation Cocks
2.6.1 BSRIC
A Brake Supply Reservoir Isolating Cock (BSRIC) and plunger are located under a seat in
the saloon is used to isolate the brakes on individual Vehicles.
Figure 14 - Brake Supply Reservoir Isolating Cock
2.6.2 EPBAC
The Emergency Parking Brake Application Cock (EPBAC) is located at floor level behind a
panel in the Non Driving Side Footwell. When operated, the cock drains the main reservoir,
which in turn applies the parking brakes on the Train.
Figure 15 – Emergency Parking Brake Application Cock
SOU.VS.09. 05. 13_H Page 33

2.6.3 SSIC
The Sanding System Isolation Cock (SSIC) is located on the underframe of the DMOS
vehicles on the Driver‟s side close to the sand hopper. The normal operating position is with
the lever in line with the pipe. When the lever is moved to the isolated position (at right
angles to the pipe) the sanding system will be isolated.
Figure 16 - Sanding System Isolation Cock
2.6.4 MRPCC
There is a Main Reservoir Pipe Coupling Cock (MRPCC) located at each end of the vehicle
on the underframe. The normal operating position is with the lever in line with the pipe.
When the lever is moved to the isolated position (at right angles to the pipe) the air system
will be isolated and air vented from the next vehicle(s).
Figure 17 - Main Reservoir Pipe Coupling Cock
SOU.VS.09. 05. 13_H Page 34

2.6.5 ASIC
There is an Air Suspension Isolation Cock (ASIC) located at each bogie position on the
underframe. The normal operating position is with the lever in line with the pipe. When the
lever is moved to the isolated position (at right angles to the pipe) the air suspension will be
isolated and air vented from the air suspension for that bogie.
Figure 18 - Air Suspension Isolation Cock
2.6.6 EHPIC
The Electrical Head Pneumatic Isolating Cock is located at the rear of the coupling block.
The normal operating position is with the lever in line with the pipe. When the lever is moved
to the isolated position (at right angles to the pipe) the electrical head will not be able to
move into the connected position.
Figure 19 - Electrical Head Pneumatic Isolating Cock
SOU.VS.09. 05. 13_H Page 35

2.6.7 ECIC
The Emergency Air Supply Socket and the Emergency Coupling Isolation Cock (ECIC) are
located to the left of the Coupler. The normal operating position of the ECIC is with the lever
across the line of the pipe. When the lever is moved in line with the pipe and an emergency
air supply is connected to the socket air is permitted to flow into the Train.
Figure 20 - Emergency Air Supply Socket and ECIC
2.6.8 MRPIC
The Main Reservoir Pipe Isolating Cock (MRPIC) located on the PTOSL (W) is mounted on
the Air Supply Module. The normal operating position is with the lever in line with the pipe.
When the lever is moved to the isolated position (at right angles to the pipe) the main
reservoir pipe is isolated from the main reservoir.
Figure 21 - Main Reservoir Pipe Isolating Cock
SOU.VS.09. 05. 13_H Page 36

The cab pneumatic module is located behind a panel on the Non Driver‟s side cab wall. The
following isolating cocks are found on this module:
2.6.9 Windscreen Washer Air Supply

to the isolated position (at right angles to the pipe) the windscreen washer will not be
operative.
2.6.10 Cab Door Air Supply

to the isolated position (at right angles to the pipe) the air assistance for cab door opening
and closing will not be available.
2.6.11 Horns and Whistle Air Supply

to the isolated position (at right angles to the pipe) the horns and whistle will not be
operative.
Figure 22 - Cab Pneumatic Module
SOU.VS.09. 05. 13_H Page 37

2.7 Auxiliary Compressor

An auxiliary compressor is fitted to the PTOSL (W) car, which provides compressed air to
lower the shoegear in the event that the main reservoir pressure is too low.
The Auxiliary compressor is situated in the pantograph control cupboard directly below the
shoegear control panel.
Once the Auxiliary compressor is initiated air is generated and delivered to a Pressure Relief
Valve (E07) which opens at 8.0 bars to prevent overpressure at the auxiliary compressor, air
is then passed through an Air/Water separator (E08) to clean and remove moisture particles.
The air delivery continues from the Air/Water separator to a Non Return Valve (E3/02) and
then onto a shoe lowering valve (E13) which is continuously energised and fitted with
protected pilot feed to prevent drop out, at this point the circuit continues via a manual over-
ride collector lowering cock (E20).
The Manual Override Collector Lowering cock can be operated in the event of malfunction of
the Shoe lowering valve, the operation of this cock will allow air to be delivered to the
Shoegear Circuits 'A' and „B‟ via an Isolating Cock (E39).
E08 - Filter/Water
E39 -Shoegear Isolating Separator, Automatic Drain
Cock,
E07 Pressure Relief
Valve Opens @ 8.0 BAR
E39 -Shoegear Isolating E10 – Test Point

Cock,
E02 – Aux Compressor

Forced Operation Valve
E20 - Manual Over-Ride

Collector Lowering Cock E04 – Compressor
Governor Isolating Cock
E13 – Shoe Lowering
Valve E05– Compressor
Governor Pressure Switch
E06 – Compressor
Governor Vent Cock
Figure 23- Shoegear Control Panel
SOU.VS.09. 05. 13_H Page 38

Feed from Auxiliary Feed to Shoegear Feed to Shoegear

Compressor Circuit ‘A’ Circuit ‘B’
Figure 24 - Auxiliary Compressor Shoegear Pneumatic feed Circuit
Key:
E01 – Choke (system pressure loss protection) E08 - Filter/Water Separator, AUTOMATIC DRAIN (cleans unprotected air from auxiliary
compressor)
E02 - 2/2 Isolating Valve (to enable forced operation of auxiliary compressor) E09 - Choke (protection restrictor)
E03/1 - Check Valve (prevents back feeding main reservoir by main compressor) E10 - Plug In Test Point (pressure checking)
E03/2 - Check Valve (prevents back feeding auxiliary compressor by main reservoir) E13 - 3/2 Spring-Solenoid Valve (shoe lowering valve- continuously energised) (fitted with
protected pilot feed to prevent drop out)
E04 - 3/2 Isolation Cock, Downstream Vent (isolates aux compressor governor e05) E14 - Valve Pilot Feed Protection Reservoir
E05 - N.C. Compressor Governor Pressure Switch, opens @ 6.75 bar rising/ hysteresis 0.75 E20 - 3/2 Manual Over-Ride Collector Lowering Cock With Electrical Output
bar, with snubber
E06 - 2/2 Vent Cock (exhausts governor e05 forcing auxiliary compressor to operate, also E39 - 3/2 Isolating Cock, Downstream Vent With Electrical Output
provides moisture purge drain)
E07 = Relief Valve, Opens @ 8.0 BAR, (prevents overpressure at auxiliary compressor) E40 - Choke (safety restrictor)
SOU.VS.09. 05. 13_H Page 39

Feed from Main Compressor Feed to Shoegear Feed to Shoegear

Compressor Moisture Drain Circuit ‘A’ Circuit ‘B’
Figure 25 - Main Compressor Pneumatic Shoegear Feed Circuit
Key:
E01 – Choke (system pressure loss protection) E08 - Filter/Water Separator, AUTOMATIC DRAIN (cleans unprotected air from auxiliary
compressor)
E02 - 2/2 Isolating Valve (to enable forced operation of auxiliary compressor) E09 - Choke (protection restrictor)
E03/1 - Check Valve (prevents back feeding main reservoir by main compressor) E10 - Plug In Test Point (pressure checking)
E03/2 - Check Valve (prevents back feeding auxiliary compressor by main reservoir) E13 - 3/2 Spring-Solenoid Valve (shoe lowering valve- continuously energised) (fitted with
protected pilot feed to prevent drop out)
E04 - 3/2 Isolation Cock, Downstream Vent (isolates aux compressor governor e05) E14 - Valve Pilot Feed Protection Reservoir
E05 - N.C. Compressor Governor Pressure Switch, opens @ 6.75 bar rising/ hysteresis 0.75 E20 - 3/2 Manual Over-Ride Collector Lowering Cock With Electrical Output
bar, with snubber
E06 - 2/2 Vent Cock (exhausts governor e05 forcing auxiliary compressor to operate, also E39 - 3/2 Isolating Cock, Downstream Vent With Electrical Output
provides moisture purge drain)
E07 = Relief Valve, Opens @ 8.0 BAR, (prevents overpressure at auxiliary compressor) E40 - Choke (safety restrictor)
SOU.VS.09. 05. 13_H Page 40

2.8 Main Compressor Shoegear Pneumatic Feed Circuit

Air is delivered from the main compressor via a choke (E01) and then onto the Isolating
Valve (E02) before continuing to a Non Return Valve (E3/01).
The air delivery continues from the Non Return Valve (E3/01) to a Safety Restrictor choke
(E40) and then onto a shoe lowering valve (E13) which is continuously energised and fitted
with protected pilot feed to prevent drop out, at this point the circuit continues via a manual
over-ride collector lowering cock (E20).
The Manual Override Collector Lowering cock can be operated in the event of malfunction of
the Shoe lowering valve, the operation of this cock will allow air to be delivered to the
Shoegear Circuits 'A' and „B‟ via an Isolating Cock (E39).
SOU.VS.09. 05. 13_H Page 41

2.9 Air Suspension Control Equipment (3 Valve System)

A three point levelling system is offered to provide longitudinal and transverse control of the
vehicle body height under all conditions of load.
The system enables the coach height to be automatically maintained at a pre-set value by
controlling the air pressure in two air springs fitted between the coach body and each bogie,
in proportion to the load being carried. Thus the rate of the air spring is constantly matched
to the load supported by the spring.
When a change of coach height due to change in load occurs, the levelling valves detect the
movement and dependent upon the direction of change allow compressed air to flow to or
from the spring to increase or decrease the pressure, thereby maintaining the pre-set height
and optimum rate of the spring.
Figure 26 - Levelling Valve in Fill Position Figure 27 - Levelling Valve in Exhaust Position
Each levelling valve incorporates a „no-flow‟ zone and the effective range of this zone is
governed by the lever length. The „no-flow‟ zone is provided to prevent transient vibrations
generated during normal running from causing unnecessary wastage of air.
Air to feed the levelling vales is taken from the main reservoir pipe through an isolating cock
adjacent each bogie. A choke in the inlet connection to each valve enables pressure to be
maintained in the main reservoir pipe, in case of any loss of air that may occur from the
suspension system.
At one end of the vehicle two levelling valves are fitted, these connect individually to an
associated air spring and surge reservoir. At the opposite end, a single levelling valve is
connected to both air springs via a combined surge reservoir.
SOU.VS.09. 05. 13_H Page 42

At the end of the vehicle where a levelling valve is provided for each spring a connection
pipe is fitted between the surge reservoirs. A compensating valve installed in the pipe-line
prevents air from flowing between the springs under normal conditions. Should the spring
pressure differential on opposite sides exceed a preset value, the valve opens, thus allowing
rapid compensation of pressure between the two sides of the car?
A connection is taken from the air springs on the bogie controlled by one levelling valve, to
provide a load weighed control signal for the analogue control unit.
This load weighed signal is passed to the analogue control unit via a choke, to prevent
pressure fluctuations in the suspension system, which occurs during running, from reaching
the analogue control unit. The choke is incorporated in the brake module pipe-work.
The surge reservoirs are mounted on a raft which spans the width of the vehicle. There are
two raft types, one fitted with two surge reservoirs and the compensating valve, the other
fitted with the single large surge reservoir. The rafts are designed to accommodate other
optional equipment - namely sanding gear.
Feed from Main Res Pipe
Air Suspension Air Suspension

Isolating Cock Isolating Cock
(ASIC) No.2 end (ASIC) No.1 end
Levelling Valve Levelling Valve Levelling Valve
Compensating
Valve
Surge reservoir Surge reservoir Surge reservoir
(220 litres) (110 litres) (110 litres)
Choke Choke Choke Choke

Drain Drain Drain
Cock Cock Cock
Air Spring Air Spring Air Spring Air Spring
Figure 28 - Air Suspension System Simplified!!!
SOU.VS.09. 05. 13_H Page 43

INTENTIONALLY BLANK PAGE
SOU.VS.09. 05. 13_H Page 44

3. Brake Control
The Class 377/6 units are fitted with a three step + emergency position electrically controlled
air brake. It consists of three distinct types of braking:
 Friction Brake - Using disc brake pads applied to all wheels by air pressure.
 Regenerative Brake - Traction motors act as generators, which in turn brake the train.
In this mode the current produced by the motors is fed back into the overhead wire and
used to power other trains. If there is no train to accept the current, the braking circuitry
detects this and switches to Rheostatic braking. (This system is not currently in use).
 Rheostatic Brake - Traction motors act as generators as above, but the energy
produced is converted to heat in the Rheostatic Braking Resistors.
The term „dynamic brake‟ refers to blended Regenerative and Rheostatic or Rheostatic only.
The brake system utilises an electro-pneumatic analogue control unit to provide service and
emergency braking under electrical control. It provides a brake cylinder output pressure
which is proportional to the incoming brake demand signal, and the suspension load signal
from the BCU on a per car basis.
The brake system makes use of continuity wires which carry the electrical current supply
required for operation of the brakes, from the rear to the front of the train.
The Westinghouse electro-pneumatic closed loop analogue service brake is of the energise
to- release type which is capable of graduated application and release on all cars in a train.
The emergency brake is also of the energise-to-release type giving fail safe operation. All
brake applications, whether service or emergency, are regulated on each car in accordance
with the suspension load signals on that vehicle to provide load weighed brake performance.
Train Wire TW10 TW11 TW12 TW15
Brake Release 1 1 1 1
Brake step B1 0 1 1 1
Emergency 0 0 0 0
1 = Trainwire Energised
0 = Trainwire De - energised
Table 1 - Brake Truth Table
SOU.VS.09. 05. 13_H Page 45

3.1 Brake System Air Supply

Air from the train main reservoir pipe is fed via a saloon mounted isolating cock to the brake
module where it passes through a strainer/check valve unit to the brake supply reservoir.
This ensures a protected supply of air, which is used only for operation of the brake system.
A low brake supply reservoir pressure switch is connected to the feed side of the reservoir.
The contacts of this form part of the brake continuity wire to provide an emergency brake
application should the reservoir pressure drop below a predetermined level.
This is normally set to the level which allows an emergency brake application to be made
without replenishment from the main reservoir system.
Brake Release Brake Supply

Valve BSRV Reservoir
Isolating Cock
BSRIC
Pressure switch
Main (Low brake supply
Reservoir Pipe reservoir) Main
Relay Valve Reservoir Pipe
Brake Supply
Reservoir
Combined strainer /
check valve
BCP Pressure
control transmitter
Control
Reservoir Application Release Magnet
Variable Load cut
Magnet Fast & Fast & Slow
off valve
Emergency Magnet Slow
valve
Figure 29 - Brake System Air Supply Simplified!!!
SOU.VS.09. 05. 13_H Page 46

3.2 Brake Control Unit (BCU)

A Brake Control Unit is fitted to each car which is the interface between the train wired brake
demand signal from the traction traction/brake controller and the Analogue Control Unit.
The BCU will provide the control signals for the dynamic brake and blended control of the
pneumatic brake in accordance with the brake effort provided by the traction equipment.
One of the functions of the BCU, fitted on each vehicle, is to „decode‟ a combination of:
 The incoming CPBC brake demand, i.e. train wires TB10, 11, 12 & RW15, and also
 An Air Suspension Load pressure signal.
Using these two input signals the BCU has the necessary information to establish what the
appropriate braking force should be. The required braking force may be achieved by either
friction or a combination of both friction and dynamic.
In order that the BCU is able to control and maintain the required braking force, be it friction
or dynamic, the BCU relies on „decoded‟ data from a number of other inputs and feedback
signals. This data is constantly being fed back to the BCU and if changes are noted, such as
WSP activity, then the braking demand will be altered accordingly – this is referred to as a
closed loop control chain.
An example of a typical closed loop system would be the main compressor circuit. As the
main reservoir pressures drops, the step by step process involved would be:-
 Compressor governor switch closes, when pressure reaches 8.5 bar, and sends
signal for the compressor to start.
 Compressor receives signal and starts up, the pressure starts to rise
 Pressure reaches 10.0 bar, Compressor governor switch opens and sends signal for
the compressor to stop.
 Compressor stops.
The BCU works on a similar principal to the example detailed above. Regardless of whether
it is a dynamic brake or an air brake demand - they both employ a number of closed loop
control chains to achieve the required brake force.
Dependent upon what the preset braking method is (i.e. friction or a combination of friction
and dynamic) will determine the destination of the „decoded‟ brake demand signals from the
BCU.
Dynamic brake - If the dynamic braking option is selected then the outputted brake demand
signals will be directed to both the Analogue Control Unit (ACU) and the traction package.
Friction brake - If the Dynamic brake has not been selected, in the cab, then there will only
be friction brake demand output signals. The BCU output signals are connected to four
solenoid valves mounted on the ACU, 2 x Release and 2 x Application solenoid valves.
Control of these four solenoid valves is used to achieve the required braking level.
SOU.VS.09. 05. 13_H Page 47

3.1 Analogue Control Unit

The Analogue Control Unit varies the brake cylinder pressures in response to control signals
from the Brake Control Unit. It also includes the control valves to provide the load
proportional Emergency brake.
Figure 30 - ACU Components, Control and Relay
3.3.1 Application and Release Magnet Valves

The Analogue Control Unit incorporates application and release magnet valves to vary the
control pressure. The magnet valves feed a control pressure to the control side of the relay
valve via a damping chamber. A pressure signal from the damping chamber is fed back to
the BCU to provide closed loop control of the pressure.
SOU.VS.09. 05. 13_H Page 48

3.3.2 Relay Valve

This is a large capacity valve which provides fast application and release of the brake
cylinder pressure. In service brake, the relay valve operates in response to the output
pressure (control pressure) from the analogue control unit magnet valves to vary the brake
cylinder pressure. In emergency, the control pressure for the relay valve is provided by
feeding the BSR pressure to the load cut off valve (to provide load weighing control) via the
emergency solenoid valve.
3.3.3 Variable Load Valve (Load Cut – Off Valve)

The load cut-off valve is a variable pressure limiting device which receives a control pressure
signal from the suspension system and thereby limits its output pressure to a value
according to the vehicle load. If the suspension pressure signal is vented for any reason, the
load cut-off valve assumes its crush laden performance.
Filter
Exhaust
passage
Check Spring
Valve
VLV Inlet valve
(shown in OPEN position)
Supply
(from Chamber X)
Inlet/Exhaust
Valve Seat
Output
(to Chamber Y)
Exhaust Valve
(Stem)
Air Suspension
pressure)
Spring
Output Pressure Top

Chamber Diaphragm
Diaphragm
Follower
Main
Spring
Stem
Centre
Main Spring Diaphragm
Adjuster
Control
Chamber Diaphragm
Follower
Bottom
Bias Diaphragm
Spring
Diaphragm
Follower
Bias Spring Lock

Adjuster Nut
Figure 31 - Variable Load Valve
The pneumatic signal from the air suspension is damped by a choke, in order to prevent the
setting being constantly altered by dynamic changes in the suspension pressure due to the
effects of rail joints, points, crossings etc.
SOU.VS.09. 05. 13_H Page 49

3.3.4 Emergency Magnet Valve

The emergency magnet valve receives a command signal from the emergency train wire.
When the magnet valve is energised, control pressure from the analogue control unit is
allowed to pass via the load cut-off valve to the relay valve. When the emergency circuit is
de-energised, the emergency magnet valve is de-energised in order to by-pass the
application and release magnet valves to allow brake supply reservoir pressure to pass via
the load cut-off valve to the relay valve. The load cut-off valve provides load proportional
control of the Emergency brake.
3.3.5 Pressure Detection

A pressure transmitter is connected to Brake Cylinder output of the analogue control unit.
The Brake Control Unit sends this signal to the train monitoring system, in order that it may
be determined if the brake effort on that car is below the demanded level. Thus a warning is
able to be given to the driver if a loss of brake pressure in excess of 20% occurs on the unit,
when a brake application is demanded.
All car types have Parking Brake Governors and Low BSR Governors to provide the status
of these pressures to the train. In addition to these the DMOS cars have Low MRP and Shoe
Gear Governors fitted. The Low BSR and Low MRP Governors are wired into the train
Emergency circuit and will break the Emergency circuit to initiate an Emergency brake on
the complete train if low pressure is detected by any of these Governors.
Figure 32 - Brake Raft Governors
SOU.VS.09. 05. 13_H Page 50

3.2 Control and Relay Valve Operation

The Control and Relay Valve has five solenoid valves, 2 x Application, 2 x Release and 1 x
Emergency. Both Application Solenoid Valves are supplied with air directly from the BSR via
air galleries. One of these air galleries is fitted with an inline choke that restricts the airflow
and is referred to as the „fine‟ feed.
The other gallery is unrestricted and is referred to as the „coarse‟ feed. When responding to
a brake demand then both application Solenoid Valves will be initially de-energised thus
creating an inrush of air to rapidly fill Chamber X, the BCP will now also rise as a
consequence.
When approximately 0.4 bar of BCP is achieved then the „coarse‟ application Solenoid Valve
will energise and as such only the „fine‟ inlet will now supply air to Chamber X (and hence
increase BCP). When the required brake demand is achieved then the Application Solenoid
Valve („fine‟ feed) will energise.
Both of the Release Solenoid Valves are similarly fitted with „coarse‟ and „fine‟ air galleries.
With these particular valves the „coarse‟ and „fine‟ galleries may be utilised to exhaust
Chamber X via the Release Solenoid Valves.
Operation of only the „fine‟ Release Solenoid Valve is generally sufficient in order to release
the brake air within specification. If however a full brake release, from say the Emergency
position, is required then both the „coarse‟ and „fine‟ Release Solenoid Valves may be
utilised.
At the lower end of the main body a Control Diaphragm is clamped between two housings to
provide two separate chambers, one above the diaphragm to form Chamber Y and one
below, called Registration Chamber A, which registers the output BSR pressure via a small
choke hole. A stem, under the influence of the control diaphragm, operates an enclosed Inlet
and Exhaust valve arrangement.
The Inlet and Exhaust valve arrangement control all air flow between the Control/Relay
Valve and the Brake Cylinders. There are three positional combinations for these two valves:
 Inlet Valve away from its seat (i.e. being pushed downwards by Exhaust Valve Stem)
to allow BSR air to flow to Brake Cylinders and Chamber Y.
 Inlet Valve closed against seat and Exhaust Valve pressed against Inlet Valve seat
thereby preventing any inflow between BSR and Brake Cylinders.
 Inlet Valve closed against seat and Exhaust Valve stem lifted upwards (by Control
Diaphragm) allowing air to exhaust to atmosphere from Brake Cylinders.
SOU.VS.09. 05. 13_H Page 51

Three pressure transducers are mounted on the main body. The basic function of a pressure
transducer is to convert the air pressure being monitored into an electrical analogue signal.
The three pressure transducers and their functions are as follow:
 Control Pressure Transducer – monitors the pressure within the Chamber X and
forms part of the closed loop control chain. The information is fed back to the BCU
 Output Pressure Transducer - A pressure transmitter is connected to the BCP
output of the ACU. The BCU sends this signal to the train monitoring system in order
that it may be determined if the brake effort on that car is below the demanded level.
 Air Suspension Pressure Transducer - fed back to the BCU for use in load-
weighing brake and traction demands.
Figure 33 - Pressure Transducers
The Control and Relay Valve is designed with large air galleries to allow rapid transfer of
inlet and exhausting air.
SOU.VS.09. 05. 13_H Page 52

3.4.1 Pneumatic service brake application demanded

When a brake application demand is made, the controlling signal from the BCU de-energises
the two Release and two Application Solenoid Valves, the Emergency Solenoid Valve
remains energised.
De-energisation of the Release Solenoid Valves seals the exhaust outlet of Chamber X. De-
energisation of the two Application Solenoid Valves introduces BSR air pressure into
Chamber X. The resulting air pressure increase is monitored at the Control Pressure
Transducer.
As stated previously, one Application Solenoid Valve supplies Chamber X through a choked
port to give a slower pressure increase rate than the other unrestricted Application solenoid
valve. When a brake step is initiated then both Application Solenoid Valves will de-energise
to create an inrush of air which rapidly fills the brake actuators to approximately 0.4 bar.
Immediately 0.4 bar of BCP is achieved then the „coarse‟ Application Solenoid Valve will
energise and as such there will then only be a restricted „fine‟ air supply to chamber X. When
Chamber X pressure equates to the required brake demand signal, created within the BCU,
then the „choked‟ Application Solenoid Valve will also energise - both Application Solenoid
Valves will now be energised therefore no more air will be introduced into Chamber X.
The increasing air pressure within Chamber X passes through the Emergency Solenoid
Valve to the open VLV Inlet Valve – note, the VLV Inlet Valve will only ever close in the
Emergency brake step. From the Inlet Valve the air pressure progresses to Chamber Y, the
resulting force created will eventually move the Control Diaphragm downward.
The downward movement of the Exhaust Valve (stem), being influenced by the diaphragm
movement, forces open the Inlet valve. BSR air pressure will now flow past the Inlet Valve to
the Brake Cylinders.
The output pressure (BCP) also enters Chamber A, i.e. on the underside of the Control
Diaphragm, via a choke hole. The BCP will continue to rise until eventually the upward force
placed on the Control Diaphragm becomes greater than the downward force produced by
Chamber Y.
At this point the Exhaust Valve (stem) will start to move upwards which in turn will result in
the Inlet Valve also being moved upwards, the latter under spring pressure. The Inlet Valve
will continue to move upwards until eventually engaging onto the Inlet Valve Seat – no more
air will flow, the BCP has reached the required air pressure.
If an increased level of pneumatic braking is demanded, then the operations described

above will be resumed until that demand and the BCP created are equal.
SOU.VS.09. 05. 13_H Page 53

Figure 34 - Brakes Applying
SOU.VS.09. 05. 13_H Page 54

3.4.2 Brakes releasing - reduced pneumatic brake step selected

Both of the Release Solenoid Valves are similarly fitted with „coarse‟ and „fine‟ air galleries.
With these particular valves the „coarse‟ and „fine‟ galleries may be utilised to exhaust
Chamber X via the Release Solenoid Valves.
Operation of only the „fine‟ Release Solenoid Valve is generally sufficient in order to release
the brake air within specification. If however a full brake release, from say the Emergency
position, is required then both the „coarse‟ and „fine‟ Release Solenoid Valves may be
utilised.
As the air pressure within the chambers (as described above) has reduced then there will be
a pressure differential across the Control Diaphragm. As a result the diaphragm is forced
upwards taking with it the Exhaust Valve (stem) thus opening the Exhaust Valve. BCP will
now exhaust to atmosphere via the exhaust passage within the Inlet Valve.
BCP will continue to reduce until the upward force exerted on the Control Diaphragm
becomes less than the downward force thus causing the diaphragm to move downwards
until eventually the Exhaust Valve closes – the reduced BCP demand has now been
achieved.
Figure 35 - ACU and VLV with Brakes Releasing
SOU.VS.09. 05. 13_H Page 55

3.4.3 Normal Running with brakes released

With the brakes fully released (i.e. CPBC position OFF) all five solenoid valves (2 x
Application, 2 x Release and Emergency) will be energised. With the two Application and
Emergency Solenoid Valves energised the BSR air is isolated from entering Chamber X.
The two energised Release Solenoid Valves will allow any air, within Chambers X and Y, to
exhaust to atmosphere.
These actions result in the braking force either being reduced or fully exhausted.
3.4.4 Emergency brake application

When an Emergency brake application is made, the resulting brake force is controlled totally
by the ACU. If the Dynamic brake had previously been in operation then this will be
automatically de-selected when an Emergency brake demand is made.
The BCU would normally determine the required brake pressure by utilising numerous
feedback signals including passenger loading. When an Emergency brake application is
made however the resulting brake force is determined by the VLV - this includes making
allowances for passenger loading. The operation of the VLV is fully described in a later
chapter.
During normal running, including all service brake operations, then the Emergency Solenoid
Valve is permanently energised. The Emergency Solenoid Valve is used to connect
Chambers X and Y via the VLV. If an Emergency brake application is made, the Emergency
Solenoid Valve is de-energised and will therefore isolate Chamber X from Chamber Y.
At the same time the Emergency Solenoid Valve will directly connect unregulated BSR air
pressure to Chamber Y, via the VLV – Chamber X is completely bypassed. The Emergency
Solenoid Valve will remain de-energised throughout the Emergency brake application thus
providing a permanent BSR air supply to Chamber Y via the VLV.
The air pressure, within Chamber Y, will continue to rise until the pressure reaches a pre
determined value. At this point the VLV Inlet Valve will close and allow no further air flow to
Control Chamber 'Y'. This pre determined value takes into account the passenger loading as
determined by the Air Suspension Load pressure signal.
The air pressure within Chamber Y forces the Control Diaphragm downward. The downward
movement of the Exhaust Valve (stem), being influenced by the diaphragm movement,
forces open the Inlet valve to permit BSR pressure to pass to the Brake Cylinders.
The output pressure (BCP) also enters Chamber A, i.e. on the underside of the Control
Diaphragm, via a choke hole. The BCP will continue to rise until eventually the upward force
placed on the Control Diaphragm becomes greater than the downward force produced by
Chamber Y. At this point the Exhaust Valve (stem) will start to move upwards which in turn
will result in the Inlet Valve also being moved upwards, the latter under spring pressure.
The Inlet Valve will continue to move upwards until eventually engaging onto the Inlet Valve
Seat – no more air will flow, the BCP has reached the required air pressure.
SOU.VS.09. 05. 13_H Page 56

Figure 36 - Emergency Brake Application
SOU.VS.09. 05. 13_H Page 57

3.4.5 Simplified step by step operation when a brake demand is made

If for example, brake step 2 is demanded (using Friction brake only) then the sequence of
events will be as follows:-
 CPBC moved to B2 brake step (TB10 is live & TB11 is dead
 Coded input connected to all BCU‟s throughout train
 Air Suspension feedback signal (each vehicles BCU) constantly monitors its own
passenger loading
 BCU decodes the two incoming inputs and produces a control output (to ACU)
appropriate to a combination of the brake demand and passenger loading
 The control output, from BCU, de-energises the two ACU mounted Application and
two Release Solenoid Valves (Emergency Solenoid Valve remains energised!)
 Inrush of BSR air starts to fill Chamber X, via the 2 x Application Solenoid Valves
 The changes in pressure are registered by the Control Pressure Transducer and
constantly feedback to the BCU
 The rising air pressure within Chamber X extends to the VLV via the energised
Emergency solenoid valve chamber
 Air, from Chamber X, flows unrestricted* through the VLV into Chamber Y
 BSR air will continue to flow into Chamber X (and therefore Chamber Y) until the
BCU feedback signal, from the Control Pressure‟ Transducer, determines that
approximately 0.4 bar BCP has been achieved. At this stage the „coarse‟ Application
Solenoid Valve de-energises. Only the „fine‟ Application Solenoid Valve energised –
a restricted (and therefore slower) air flow now fills Chamber X
 The restricted air continues to flow into Chamber X until the BCU feedback signal,
from the Control Pressure Transducers, indicates that 100% BCP air pressure has
been achieved
 BCU now de-energises the supply to the „fine‟ Application Solenoid Valve – no more
air flows into Control Pressure Capacity „X‟
 The Closed loop control chain has now completed a full cycle
* As stated earlier, the mechanical settings within the VLV are such that the air is able to flow
unrestricted through the valve in all brake steps except Emergency.
3.4.6 Brake Isolation

A brake cylinder isolating cock is installed on the brake module, on the analogue control unit
output. When this is closed the brake cylinders on the vehicle will be isolated and vented. In
the event of a failure to the brake system leading to the brakes being applied on a vehicle, in
order to move the train it will be necessary to release the brakes.
If the failure has occurred in a tunnel when it is not possible to access the brake cylinder
isolating cock, the brake reservoir isolating cock inside the saloon can be used. A brake
cylinder vent valve is provided, also located in the saloon, which can be used to release the
brake cylinder pressure.
SOU.VS.09. 05. 13_H Page 58

3.3 Electrical Schematic Summary

Brake release is gained by applying a feed onto the 3 step relay unit valves via train wires 10
(Brake Code 1), 11 (Brake Code 2) and 12 (Brake Emergency). It is also essential that train
wire 13 (Brake Continuity) is energised.
TB10 TB11 TB12

Brake Code 1 Brake Code 2 Emergency
R-BKa R-BKb R-BKE1+2
3 Step Relay Valve
The following table shows the logic of the brake control wires.
Brake Controller Position TB 10 TB 11 TB 12 TB 15
Brake Release 1 1 1 1
Emergency 0 0 0 0
1 = Circuit Active, 0 = Circuit Dead
Table 2 - Brake Wires Truth Table
In order to gain brake release, the front vehicle must receive supplies from the rear of the
formation via train wires 13 (Brake Continuity), 31 (Passenger Communications Interlock)
and 26 + 27(Traction Interlock).
SOU.VS.09. 05. 13_H Page 59

Front Cab Rear Cab

Train Wire 13 – Brake Continuity
Train Wire 31 – Passenger Communications Interlock
Train Wires 26+27 – Traction Interlock

Continuity
Train Wire 10 – Brake Release 1
Train Wire 11 – Brake Release 2
Train Wire 12 – Brake Emergency
Train Wire 15 – Brake Negative
Figure 37 - Train Wire Requirements - Brake Control
Train wire 13 (Brake Continuity) ensures that the train has not split and that the main and
brake reservoir pressures are at least 5 bar.
4 5 4 4 4 5 4
1 2 3 2 6 2 6 2 6 6 3 2 1
6
TB13 TB13 TB13 TB13
TB13 TB13
TB10 TB10 TB10 TB10 TB10

RW15 RW15 RW15 RW15 RW15
BCU - ACU BCU - ACU BCU - ACU BCU - ACU BCU - ACU
Figure 38 - Brake Train Wires
Key:
1. AWS/Vigilance/DSD
2. R-BKC Relay Coil
3. Brake Emergency Red Button (Red Emergency Plunger in cab)
4. Brake Reservoir Governor (switch opens if pressure drops below specified value)
5. Main Reservoir Governor (switch opens if pressure drops below specified value)
6. Pass Communication/Door Interlock
Train wire 31 (Passenger Communications Interlock) ensures that no Passenger Emergency

Alarm Communications Units (PEACUs) have been operated in the train.
Train wire 26+27 (Traction Interlock) ensures that all external doors are closed and that the
doors have not been released on any vehicle.
SOU.VS.09. 05. 13_H Page 60

The flowcharts on the following pages summarise the schematic drawings to show the
circuits that are required in order to obtain an initial brake release on a 5 car unit.
The following key should be used:
MCB Relay Coil
Note: The designation “TW” has been used for all train wires irrelevant of the actual wire
number.
System Set-Up Pre-requisites
CB-C CB-C CB-C

Cab Control MCB Cab Control MCB Cab Control MCB
TC2500 TC2500 TC2500
S-DI 3 of 12 SI-DCS R-CAO2

Direction Selector DC Supply Select P/B Cab Occupied 2
TC2542 TC2512 TC2520
R-CAO 1-4 R-CAO1 SB-SHD

Cab Occupied Relays 1-4 Cab Occupied 1 Shoe Gear down P/B
TC2513 TC22
Lower Shoes
R-ACS
AC Supply Select
TC2514
D-DCS R-DCS
DC Supply Select Diode DC Supply Select Relay 1-4
TC9
DC Selected
SOU.VS.09. 05. 13_H Page 61

3.5.1 Brake Schematic Flowcharts – Feeds from Rear Cab

The following two flowcharts summarise the circuits that must be made on the rear vehicle in
order to obtain brake release.
DMOS B (Rear Car)

CB-BK CB-C
Brake MCB Cab Control MCB
TC2200 TC2500
R-BKC D-CPL
Brake Continuity Relay Couple Diode
S-DI 2 of 12 R-CPL2 R-CPL2 R-CPL2

Direction Selector in ‘Off’ Couple Relay 2 Couple Relay 2 Couple Relay 2
SB-BKE2 R-CAO4 R-CAO3 R-CAO4

Emergency Brake P/B Cab Occupied Relay 4 Cab Occupied Relay 3 Cab Occupied Relay 4
SB-BKE1 Door Interlock Switches Door Interlock Switches AV31B

Emergency Brake P/B
GV-BEP R-DRR R-DRR Pass Communication

Emerg Brake Governor Door Release Right Relay Door Release Right Relay (Emergency) Switches
GV-RM R-DRL R-DRL AV31A

Main Res Governor Door Release Left Relay Door Release Left Relay Pass Communications
DR27A DR26A
SK-EB
Emergency Brake Bypass DR27 DR26
Key switch Traction (Door) Interlock2 Traction (Door) Interlock1
R-BKC
Brake Continuity Relay
TB13
Brake Continuity
Key:
1. GV-RM is set to close at 6.5 bar rising and open at 5.4 bar falling.
2. GV-BEP is set to close at 6.5 bar rising and open at 5.4 bar falling.
Figure 39 - Rear Car Brake Release Flowchart
SOU.VS.09. 05. 13_H Page 62

3.5.2 Brake Schematic Flowcharts – MOS

The following flowchart summarise the circuits that must be made on the MOS vehicle on a 5
car unit in order to obtain brake release.
TB13 (Jumper) DR26A (Jumper) DR27A (Jumper) AV31A

Jumper from DMOS B Traction (Door) Interlock Traction (Door) Interlock Pass Communications
GV-BEP R-DRL R-DRL Pass Communication

Emerg Brake Governor Door Release Left Relay Door Release Left Relay (Emergency) Switches
R-BKC R-DRR R-DRR AV31B

Brake Continuity Relay Door Release Right Relay Door Release Right Relay Pass Communications
TB13 Door Interlock Switches

Door Interlock Switches
Brake Continuity
DR26G DR27G
Traction (Door) Interlock1 Traction (Door) Interlock2
Key:
Figure 40 - MOS Car Brake Release Flowchart
3.5.3 Brake Release Flowcharts – PTOSL

The following flowchart summarise the circuits that must be made on the PTOSL vehicle on
a 5 car unit in order to obtain brake release.
TB13 (Jumper) DR26A (Jumper) DR27A (Jumper) AV31B
Jumper from MOS Traction (Door) Interlock Traction (Door) Interlock Pass Communications
R-BKC R-DRL R-DRL Pass Communication

Brake Continuity Relay Door Release Left Relay Door Release Left Relay (Emergency) Switches
GV-BEP R-DRR R-DRR AV31A

Emerg Brake Governor Door Release Right Relay Door Release Right Relay Pass Communications
TB13 Door Interlock Switches

Door Interlock Switches
Brake Continuity
DR26G DR27G
Key:
1.1 GV-BEP is set to close at 6.5 bar rising and open at 5.4 bar falling.
Figure 41 - PTOSL Car Brake Release Flowchart
SOU.VS.09. 05. 13_H Page 63

3.5.4 Brake Schematic Flowcharts – MOSL

The following flowchart summarise the circuits that must be made on the MOSL vehicle on a
5 car unit in order to obtain brake release.
TB13 (Jumper) DR26A (Jumper) DR27A (Jumper) AV31B

Jumper from PTOSL Traction (Door) Interlock Traction (Door) Interlock Pass Communications
R-BKC Pass Communication

Door Interlock Switches Door Interlock Switches
Brake Continuity Relay (Emergency) Switches
GV-BEP R-DRR R-DRR AV31A

Emerg Brake Governor Door Release Right Relay Door Release Right Relay Pass Communications
TB13 R-DRL R-DRL

Brake Continuity Door Release Left Relay Door Release Left Relay
DR26G DR27G
Key:
Figure 42 - MOSL Car Brake Release Flowchart
SOU.VS.09. 05. 13_H Page 64

3.5.5 Brake Schematic Flowcharts – Front Vehicle

In order to gain brake release R-BKC (Brake Continuity Relay), R-CA01-4 (Cab Occupied
Relays), R-BKE (Emergency Brake Relay) and R-BKa and R-BKb must be energised in the
front cab. The following flowcharts show how this is achieved.
CB-C
Cab Control MCB
R-EPT (Jumper) DR26A (Jumper) DR27A (Jumper) AV31A
TC2500
Pass Emergency Train Traction (Door) Interlock Traction (Door) Interlock Pass Communications
Relay
S-DI 3 of 12
TC2577 R-DRR R-DRR Pass Communication
Direction Selector
Door Release Right Relay Door Release Right Relay (Emergency) Switches
R-EPT
TC2542 Pass Emergency Train
R-DRL R-DRL AV31B
Relay
R-CAO 1-4 TC2571 Door Release Left Relay Door Release Left Relay
Cab Occupied Relays 1-4
R-ID1 R-CAO3
Door Interlock Switches Door Interlock Switches
Door Interlock Relay1 Cab Occupied Relay3
R-ID2 R-CAO4 R-CAO4 AV5250

Door Interlock Relay2 Cab Occupied Relay4 Cab Occupied Relay4
TC2575 R-EPT
DR3301 DR3302 Pass Emergency Train
SFT-PEO Relay
R-ID1 R-ID2
Pass Emerg Override
Door Interlock Relay 1 Door Interlock Relay 2
RT-EM
Main Earth Timed Relay
Figure 43 - Leading Car Interlock Flowchart
CB-C CB-BK CB-BK

Cab Control MCB Brake MCB Brake MCB SK-IM
Key Switch I/O
TC2500 TB2200 TB2200
TB2413
ML-BK CO-PB R-CPL1
Brake/WSP Control Brake Controller Couple Relay1 R-VI
Module Vigilance Relay
TB2422
TB2410
TC2591 TC2592 R-SNS1 TB2414
Speed Sensing Relay 1 R-CPL2
R-SNS1 + R-SNS2 Couple Relay2
Speed Sensing Relay 1+2 TB2423 AWS/TPWS Control Unit
TB2411A
R-VI TBX2415
Vigilance Relay D-BK
Brake Diode Set to a 5
RT-EM
second
Main Earth Timed Relay
R-CAO3 delay
Cab Occupied Relay3
TB2416
TB2412
Figure 44 - Brake Supply Flowchart R-BKS
Brake Supply Relay
SOU.VS.09. 05. 13_H Page 65

CB-BK TB13
Brake MCB Jumper from MOSL
TC2200 TB13
R-BKC R-BKC
Brake Continuity Relay Brake Continuity Relay
SK-EB
Emergency Brake Bypass
Key switch
GV-BEP
Emerg Brake Governor
GV-RM
Main Res Governor
SB-BKE1
Emergency Brake P/B
SB-BKE2
Emergency Brake P/B
CO-PB
Brake Controller
TB13
R-CAO3 + 4
Cab Occupied 3 + 4
TB2450 TB2452
R-BKS
Brake Supply Relay
TB2451 TB2453
R-BKE1 + 2
Emergency Brake Relay
Figure 45 - Trainwire 13 Simplified Flowcharts
SOU.VS.09. 05. 13_H Page 66

3.5.6 Brake Release
CB-BK
Brake MCB
TB2200
R-BKE2
Emergency Brake Relay2
TB2420
CO-PB R-HST R-BKb

TB2426 TB2428
Power Brake Controller Hill Start Relay Brake Relay b
TB2425
R-BKa
Brake Relay a
R-BKa R-BKE1 R-BKb

Brake Relay a Emergency Brake Relay1 Brake Relay b
TB2465 TB2461 TB2469
R-BKa R-BKE2 R-BKb

Brake Relay a Emergency Brake Relay2 Brake Relay b
TB2466 TB2462 TB2470
R-CAO3 R-CAO3 R-CAO3

Cab Occupied Relay 3 Cab Occupied Relay 3 Cab Occupied Relay 3
TB2467 TB2463 TB2472
R-CAO4 R-CAO1 R-CAO2

Cab Occupied Relay 4 Cab Occupied Relay 1 Cab Occupied Relay 2
TB10 TB12 TB11

Brake Code 1 Brake Emergency Brake Code 2
Figure 46 - Brake Code Wires Energised
SOU.VS.09. 05. 13_H Page 67

3.4 Wheelslide Prevention

At all times while the train is braking, the wheel slip / slide control is active and able to
control the braking effort of each axle where slip / slide are detected.
At the same time two methods of slip / slide detection are employed to determine that low
adhesion conditions exist:
 Excessive deceleration of an individual axle

 Speed difference between each axle and the axle rotating at the highest speed
(reference velocity)
The WSP equipment comprises two elements:
 Microprocessor electronic unit - 1 per car (part of Brake Control Unit)

 Wheelslide control valves (dump valves) - duplex valve 1 per bogie
The speed signals for the WSP system are generated by the speed probes fitted to each
individual axle on the bogies.
Once slip / slide has been detected from either of the two conditions above, the control
system shall signal with WSP Active (via a COMC) to the traction package that WSP is
active.
The traction package shall inhibit electro-dynamic brake. The control system also updates
the calculated train speed by releasing the friction brake effort on one axle in a controlled
manner. Using this technique, the system is able to accurately control the depth of slip so
that track conditioning takes place.
This improves the adhesion conditions for the following wheels, maximising the brake effort
under low adhesion conditions, while ensuring no wheel damage is incurred. When the WSP
algorithm determines that the adhesion conditions have returned to normal then the system
returns to its original state and regular updating of the true train speed is stopped.
Once electro-dynamic brake is inhibited (by the traction package) due to wheel slide activity,
it is not reinstated until a subsequent traction brake cycle from the CPBC.
During this period, the sum total of brake force is only that attributable to the friction brake.
The BCU has two dump valve control outputs allowing three states Inlet, Hold, and Vent.
This enables the BCU to control slip / slide whilst reducing air consumption in low adhesion
conditions.
SOU.VS.09. 05. 13_H Page 68

Body mounted “dump” valves control brake cylinder pressure on a per axle basis during
wheel slip/slide. This duplex valve combines two three-state electro-pneumatic valves in a
common body. Each individual valve consists of two solenoid valves and is used to control
the air pressure in the associated brake cylinders. One solenoid valve controls the air intake
to the brake cylinders, the other controls the exhaust of air from them. The operation of
these two valves is combined to obtain the three different states:
 “INLET” both valves de-energised, air passes from ACU to the brake cylinder.
Figure 47 - Both WSP Dump Valves Energised
SOU.VS.09. 05. 13_H Page 69

 “HOLD” application valve energised, exhaust valve de-energised, air to the brake
cylinder isolated (not vented), and BC pressure constant.
Figure 48 - WSP Dump Valve in Hold Application
 “VENT” both valves energised, BCP is vented from brake cylinder. Air from the ACU
is isolated.
Figure 49 - WSP Dump Valve in Vent Mode
SOU.VS.09. 05. 13_H Page 70

To ensure the dump and hold valves are not operated for too long, hardware watchdog
circuits for each valve are provided to check the valve states.
The anti-skid system is a microprocessor-controlled monitoring and control system which

controls the brake cylinder pressure in order to obtain the best use of the available adhesion.
The combined measuring and monitoring criteria ensures that the vehicle‟s wheel sets are
protected in the best possible way against wheel flats. Optimum slip rates are obtained
under all conditions while at the same time achieving the shortest possible braking
distances.
The WSP microprocessor forms an integral part of the Brake Control Unit.
SOU.VS.09. 05. 13_H Page 71

3.5 Parking Brake

The parking brake is of the spring applied type, controlled by the air pressure in the parking
brake line. A supply to the parking brake actuators is provided to each bogie. The brake is
released when mains air pressure is applied to the parking brake cylinders and fully applied
when the main reservoir pressure is lost, or when the P/B isolating cock is operated. This
isolating cock is also fitted to the brake module.
The application of the parking brake is normally controlled on the bleed on/ bleeds off
principle, as main reservoir pressure leaks away the parking brake will progressively apply.
Conversely as main reservoir pressure is increased the parking brake cylinders will release.
No air from Main No air
No air
Resfrom
via PBIC
PBIC
from BCIC Parking Brake Cylinder
(Parking brake air OFF, Service brake air OFF)
Double check valve
Spring Brake 'Applied'
Parking Brake 02
Figure 50 - Parking Brake Applied

The brake system includes an anti-compounding device to prevent the force of the service
air brake from being added to the force of the spring applied parking brake. If the service
brake is applied while the spring brake is applied, the air to the service brake cylinder is also
fed through a double check valve into the spring brake cylinder to cause a progressive
release of the parking brake as brake cylinder pressure increases.
No air
from PBIC From BCIC Parking Brake Cylinder
(Parking brake air OFF, Service brake air ON)
Double check valve
Brake 'Applied'
Parking Brake 03
Figure 51 - Brake Applied
SOU.VS.09. 05. 13_H Page 72

On each car an air supply is taken from the main reservoir to the parking brake cylinders via
a choke, a parking brake isolating cock and an anti-compounding valve fitted on the brake
module.
Downstream of the anti-compounding valve, an integral pressure switch is included which

indicates parking brake “Release”.
A choke fitted in the main supply provides protection in the event of a broken hose between
body and bogie or bogie and actuator. A second choke fitted to the brake cylinder port of the
anti-compounding valve provides protection of the brake cylinder pressure under the same
circumstances.
From Main
From Brake Supply Brake Reservoir
From Air
Reservoir Control Unit Suspension
Parking Brake
Application Cock
Parking Brake Parking Brake

Cylinder Cylinder
Figure 52 - Parking Brake Application Cock Applied
SOU.VS.09. 05. 13_H Page 73

3.6 Driver’s master key switch

This is a two position key switch, operated by a standard driver‟s key. This switch must be
operated to allow the Driver‟s Direction switch (DDS) to be moved away from „OFF‟. Once
the DDS is moved away from „OFF‟ it is not possible to remove the master key switch.
3.7 Driver’s Direction Mode Selector Switch (DDS)

The DDS is a four position rotary switch – „OFF‟, „F‟ (forward), „N‟ (Neutral), and „R‟
(Reverse). If the DDS is moved whilst the train is in motion the emergency brakes will be
applied.
3.8 Combined Power Brake Controller (CPBC)

The CPBC combines both the power and brake controls. The CPBC is interlocked with the
DDS so that unless the DDS is in either „F‟ (Forward) or „R‟ (Reverse) it is impossible to
move the CPBC into a power notch. It is always possible to move the CPBC to the
emergency brake position regardless of the position of the DDS.
There are four power notches „1‟, „2‟, „3‟ and „4‟, corresponding to 25%, 50%, 75% and 100%
of available tractive power respectively.
There are four brake steps „1‟, „2‟, „3‟ and „E‟. The emergency brake step provides
approximately 15% greater brake force than step 3 (full service).
The transition from brake to power is through a gate. This means that the CPBC cannot be
moved directly from braking into power, it must be moved to the „OFF‟ position and to the left
first. In the opposite direction the CPBC can be moved directly from power into braking as
one continuous movement.
Figure 53 - Combined Power Brake Controller
SOU.VS.09. 05. 13_H Page 74

3.9 Hill Start Button

To assist driver‟s starting on a rising gradient the hill start button (located on the AWS
indicator panel) allows brake step 2 to be maintained whilst moving the CPBC from brake
step 1 to power notch 1.
This feature allows tractive effort to build up whilst the train is held stationary on a gradient
and stops the train from rolling back. This function is only operative below 5km/h. This facility
is provided by a pushbutton on the driver‟s desk. It is reset when the driver selects the
second traction notch on the power brake controller.
The following flowchart summarise the circuits that must be made in order to achieve the Hill
Start feature.
CB-BK
Brake MCB
R-BKE2
TB2200 Brake Emergency Relay 2
R-CAO5
CO-PB
Cab Occupied Relay 5
Power Brake Controller
SI-HST
TB2426
Hill Start P/B
R-HST
R-BKa + R-BKb Hill Start Relay
Brake Relay a+b
Any Position other than R-BKa

CO-PB
Power Notches 2 - 4 Brake Relay a
Power Brake Controller
TB2465
TB2441
R-BKa
R-SNS2 Brake Relay a
Speed Sensing Relay2
TB2466
TB2444
R-CAO3
R-HST Cab Occupied Relay 3
Hill Start Relay
TB2467
R-CAO4
TB10 Step 2 Brake application until

Brake Code 1 Power Notch 2 selected
Figure 54 - Hill Start Button Function
SOU.VS.09. 05. 13_H Page 75

3.10 Intelligent Sanding System

The Class 377/6 Electrostar is equipped with a multi-shot sanding system with a hopper
capacity of 45 Kg per sanded wheel.
The system is fitted to both DMOS vehicles and is operational on the third axle of the leading
DMOS vehicles, sand is deposited automatically during braking in notches 2 + 3 and
emergency when the WSP system detects a slide above a threshold for a defined period of
time and this continues until the slide is below another threshold for a defined period of time
during braking.
The manual traction sanding system uses a similar set of parameters, which cause the
illumination of a driver‟s push button when wheel slip exceeds these parameters. The driver
can apply sand by activating this button until the slip is below the threshold and the
illumination is extinguished. Sanding whilst under traction is controlled by the driver. This is
due to Network Rail concerns over the use of sanding over points and crossings, where the
driver is instructed not to sand at these locations.
Sand level indication is provided to allow the isolation of manual traction sanding to ensure
sufficient sand is available for safe operation in braking notches 2 + 3 and emergency.
When a low level of sand is determined, traction sanding is inhibited and a warning is given
to the driver via the IDU, however when running in multiple if the sand level is sufficient upon
the leading DMOS of the coupled vehicle sand can be omitted to the third axle of that
vehicle.
If the sanding equipment is isolated an indication is given to the driver via the IDU. The
sanding ceases within 10 seconds of manual operation. In the event that the driver
continuously switches between power and brake followed by a manual application of sand
the amount of sand deposited in 1 minute will not exceed 2kg.
Sand Box & Filling

Aperture
Test Button
Sanding Hose
Figure 55 - Sand Hopper & Test Button
SOU.VS.09. 05. 13_H Page 76

4. Traction Equipment
The following DC Line Voltage equipment is fitted to the unit:
 Current collection equipment (shoegear, shoe fuses, etc.)

 DC Main Circuit Breaker Box
 DC Line Inductor
 DC Contactor Box (DC version)
 DC Line Capacitor Box
In order to optimise overall Unit weight, by reducing the amount of ballast required on the
underframe of the PTOSL (W) car whilst the Units are configured for DC operation, the DC
Line Inductors from the MOSL and MOS cars will be installed on the PTOSL (W). In the
event that conversion to AC operation is required, the inductors will be moved to the MOS
and MOSL cars.
The Power Supply System is the equipment from the third rail shoegear to the input of the
Propulsion System. Its primary function is to provide d.c. voltage to the Motor Converter
Modules (MCMs). It also protects the Propulsion System from, and filters out, unwanted
irregularities in the supply voltage.
The Propulsion System converts the d.c. voltage obtained from the third rail shoe gear, to a
three phase voltage, with variable amplitude and frequency, for driving or braking the traction
motors. The Propulsion System also supplies power to the Auxiliary Power Supply System
via the DC link.
The Auxiliary Power Supply System is the equipment that converts the d.c. voltage from the
DC link into a 3-phase 400V a.c. supply and also provides a 110V d.c. power output for
charging the train battery and powering all control equipment in the Unit.
The Drive System comprises the traction motor, coupling, gearbox and torque reaction link.
The traction system is a modular design based on four motor converters and two auxiliary
converters providing 3-phase power and battery charging in a five-car unit. This design
ensures a good availability for the vehicle.
The following simplified diagram of the train shows the main locations of the system on each
vehicle underframe. The propulsion systems in the two DMOS vehicles and the MOSL and
MOS vehicles are identical.
SOU.VS.09. 05. 13_H Page 77

DMOS(A) MOSL PTOSL(W) MOS DMOS(B)
DMOS MOSL PTOSL MOS DMOS

A (W) B
DC Main Circuit Breaker Box 1 1 0 1 1
DC Line Inductor 1 0 2 0 1 MOx inductors will be
mounted on the PTOSL
DC Line Capacitor Box 1 1 0 1 1
DC Contactor Box (DV version) 1 1 0 1 1
Motor Converter Module 1 1 0 1 1
(MCM)
MCM Inductor 1 1 0 1 1
Brake Resistor 1 1 0 1 1
Auxiliary Converter Module 1 0 0 0 1
(ACM)
ACM Filter Box 0 1 0 1 0
ACM Dummy Plug 0 1 0 1 0
Traction Motor 2 2 0 2 2
(incl. speed probe & half
coupling)
Gearbox assembly 2 2 0 2 2
(incl. half coupling)
Reaction rod 2 2 0 2 2
High voltage cable assembly 0 0 1 0 0
(incl. AC CMT and spark gap)
Shoegear assembly 4 0 0 0 4
Shoe fuses 4 0 0 0 4
Arc Barrier assembly 2 0 0 0 2
(incl. snubber tubes)
Shoegear Earthing Switch 1 0 0 0 1
Shore Supply Receptacle 1 0 0 0 1
Shore Supply Interlock Switch 1 0 0 0 1
Auxiliary Compressor 0 0 1 0 0 Required for retractable
Pneumatic Control Panel 0 0 1 0 0 shoegear
(DC operation)
Explosion Tube 0 0 1 0 0
Connection box on underframe 0 0 1 0 0
to terminate the HV cable
assembly
Dummy LCM 1 1 0 1 1
Dummy 2nd Harmonic Filter Box 1 1 0 1 1
Table 3 – Line Voltage and Traction Equipment
SOU.VS.09. 05. 13_H Page 78

4.1 Traction Convertors

Each DMOS, MOSL and MOS car has a Motor Converter Module (MCM), the MCM operates
from the DC link voltage and drives a pair of traction motors, connected in parallel, using a
Variable Voltage / Variable Frequency (VVVF) inverter.
The power conversion utilises IGBTs with microprocessor based control logic.
Each Converter Module is equipped with a fan for cooling. Forced air cooling is used to
provide the optimum environment for the IGBT devices. All components with significant heat
production are mounted on the large heat sink at the bottom of the module.
In dynamic braking, the power through the MCM is reversed and the energy can be fed back
to the line or dissipated in the brake resistor.
When the vehicle experiences a power gap in the voltage supply, the propulsion system is
put in braking mode. This way, the system avoids a power drop over the DC-link capacitor,
the motors also maintain their magnetisation and may be engaged for propulsion as soon as
the line voltage returns.
4.2 Traction Motors

The motor transforms electrical power into mechanical power during traction and vice versa
during braking. The traction motor is a three phase squirrel cage, asynchronous motor; the
motor is self-ventilated by means of a fan mounted on the motor axle.
Figure 56 - Traction Motor
The motor is self-ventilated and is resiliently mounted in the bogie. The stator lamination
stack is pressed into a robust stator frame giving the following advantages:
 A product that consists of very few individual parts.

 Low stray magnetic fields due to housing design.
The motor is equipped with anti-friction-bearings. The drive end bearing is a roller bearing,
which will permit axial movement due to thermal expansion, and the non-drive end bearing is
a ball bearing to locate the rotor axially. The bearing housings are provided with lubricating
nipples to permit the addition of a measured amount of grease with the motor mounted in the
bogie. The bearing housings are provided with a sealed pocket for used grease.
SOU.VS.09. 05. 13_H Page 79

The motor has the following protection from the control system:
 Earth fault protection

 Over temperature protection by built in sensors in the stator winding
 Overload protection
 Over speed protection
4.3 Gearboxes
The gearbox is supported on the axle by means of roller bearings. The torque is transferred
to the bogie frame through a torque reaction bracket. A gearbox nose safety catcher is also
provided to restrain the gearbox against unsafe rotation in the event of failure of main
fasteners, reaction link or reaction link end bush. The traction force transmission between
traction motor and gearbox is provided by a toothed coupling, which accommodates all
relative movements between motor and gearbox.
Figure 57 - Gearbox Assembly
The gearbox has a single reduction gear. The gears and bearings are splash lubricated with
oil, and the gearbox is self-contained. All seals are of maintenance free labyrinth type.
Oil is filled by removing a large magnetic plug in the lower part of the gear housing. The
lower edge of the hole for this plug gives correct maximum oil level. The gear housing is
provided with an oil sight glass for checking the oil level in the gearbox. The oil is drained by
removing a plug in the lower part of the gear housing.
The torque reaction rod is resiliently mounted in the bogie. Its purpose is to flexibly absorb
torque loads from the axle gearbox and hold the gearbox in position. It also compensates for
relative movements between gearbox and bogie during operation.
The gear coupling consists of two hubs and two flanged sleeve rings. The sleeves are bolted
together with suitable bolts. The hubs are shrunk on the motor and gear shaft.
SOU.VS.09. 05. 13_H Page 80

4.4 Brake Resistors

Each motor car will be fitted with brake resistors, which are used by the MCM to dissipate
the energy from the traction motors during braking at times when the power supply is not
receptive or if regenerative braking is disabled.
They are also used to discharge the DC link when the train is shutdown. The resistors are
fully rated assuming that regenerative braking is not available.
4.5 ACM (Auxiliary Converter Module)

Both DMOS vehicles are fitted with an ACM. The Voltage in to the ACM is the DC Link
Voltage 750v dc, the voltages out of ACM are a combination of 415v three phase – used for
Air Conditioning Fans, Refrigerant Scroll Compressors and Main Screw Compressor etc.,
240v ac – used for Hand Dryers, Cleaning Sockets etc, and 112v dc – used for Battery
Charging, Train Control Circuits, Lighting etc.
The auxiliary converter is cooled by an external air fan. Both driving vehicles are equipped
with one ACM (Auxiliary Converter Module), each of which includes a Battery Charger. The
converters are mounted on the underframe of the vehicle.
The ACM is a standalone unit connected to the DC link of the propulsion system. It has a
separate control unit dedicated to the auxiliary converter control only.
The main components of the power circuit of the ACM are:
 DC link
 Inverter
 3-phase filter
 Transformer
 Cooling fan
 Battery charger
Fan
Inverter
DC+ Transformer
-Y 3-phase
Line Output
DC-link Filter Power
Voltage
3-phase
Filter
DC-
Battery charger
DC+
Battery
Voltage
DC-
Figure 58 - Circuit Diagram of Auxiliary Power Supply
SOU.VS.09. 05. 13_H Page 81

4.6 MCM (Motor Converter Module)

There is one MCM on each DMOS and one on each the MOSx vehicle. The Voltage in to the
MCM is 750v dc, the voltage out of MCM is 415v three phase 500 Hz to 3kHz VVVF
(Variable Voltage Variable Frequency) to drive a pair of 3 phase asynchronous traction
motors connected in parallel.
In braking mode, the MCM operates in reverse direction of power to provide dynamic braking
from the current generated by the traction motors.
4.7 DC MCB Box

Direct Current Main Circuit Breaker (Also known as HSCB). There is one DC MCB on each
DMOS and one on the MOSL.
The DC MCB‟s close in DC mode when either the shoes are lowered or a shore supply is
connected and 750v dc is present.
Electromagnetic blowout coils extinguish arcing during opening on high loads. Air blisters in
the form of „puffers‟ assist with arc extinguishing on small loads when the electromagnetic
blowout coils are less effective.
Two signals are needed for closure of the DC MCB:
1. A close signal must be high for a short time to close the breaker.
2. A hold signal must be high to keep the breaker closed.
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Class 377/6 DC Voltage Collection and Distribution
SOU.VS.09. 05. 13_H Page 83

4.8 Traction Converter DC Link Earth Reference

A connection from the negative side of the DC link is cabled directly to 3 axle end current
return brush carriers. These are mounted on one end of each axle, of the No.1 end bogie, of
that motor vehicle and the outer axle of the No.2 end bogie.
This arrangement ensures the vehicle structure is not a conducting path for the traction
return current when operating on the 750V dc third rail electrified infrastructure.
Figure 59 - Traction Earth Return Diagram
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4.9 Interference Current Monitoring

The purpose of LIM supervision is two-fold, firstly to monitor the operating condition of the
vehicle itself, and secondly to protect against interference that may affect safety critical
infrastructure.
The Integrated Supervision System (ISS) contains a number of Line Interference Monitor
(LIM) units, one in each car of the train set. The LIMs are used in two configurations; LIM/M
used in a motor car and LIM/T for use in a pantograph car. All LIM modules have identical
hardware and identical safety critical software, covering both functions. The LIM/M or LIM/T
functionality is selected by hardware inputs
Each LIM unit is a single channel device. The LIM hardware and software has been
designed and validated so that its safety critical functions will comply with SIL2 levels.
All safety critical functions are provided by hardwired connections. These include the
opening of a main circuit breaker in the event of an interference limit exceedance.
Each LIM is connected to the train control system via a bus (MVB). It is, however, possible to
operate the LIM in stand-alone mode, if the bus connection is inoperable. The connection is
considered non-safety critical and used only for diagnostic, status information and initiation
of preventive action.
The ISS supervises the line current to the power car, as well as some critical internal
quantities. The principle is to make a harmonic analysis of the measured quantities (by FFT
and band pass filters) and compare the spectrum to the blue and red line spectra.
4.10 Health Monitoring (Blue Line Detection)

The health supervision function monitors the operating condition of the vehicle itself. For this
purpose, the "blue limits" defined for the vehicle provide what could be called a "footprint"
characterising the vehicle's normal operating condition. Short-time exceedances of these
limits due to external influences are permitted and considered as non-critical. Exceedances
that persist for longer periods of time, however, are indications of a malfunction. This
monitoring principle allows defects to be detected even before they cause any critical
interference currents.
4.11 Health Monitoring (Red Line Detection)

The Red Line is designed to protect against interference that may affect safety critical
infrastructure. By detection of an exceedance the LIM will trip the affected drive system. This
can be reset by the driver from the cab. Only if persistent red line LIM trips occur, indicating
a genuine problem, an external reset is required.
4.12 Ice Mode

The red and blue LIM settings as shown above have been optimised for normal running,
however in icy conditions there can be problems associated with repeated LIM trips caused
by ice. These are resolved by an “ice mode” setting which increases all the red line trip
levels in the LIM.
The driver can initiate Ice Mode by operation of an illuminated push-button (with perforated
cover) which initiates Ice Mode in all the appropriate LIMs on a train.
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For Ice Mode to be selected there must be an active cab; Ice Mode activation will be
indicated on the IDU in the cab on the drivers default menu and by the Ice -Mode pushbutton
illuminating.
4.13 Fire Detection System

The fire detection system has been added to meet the TSI on Safety in Railway Tunnels
(2008/163/EC). The detection system is on a per car basis. On the DMOS, MOS and MOSL
cars, the fire detection system uses overtemperature detection already provided in the MCM
and a fire wire circuit which is connected through the ACM, DC contactor Box, DC Main
Circuit Breaker, Shoegear Earth Switch and the DC Line Capacitor.
Should a fire occur within an equipment case fitted with a fire wire, the insulation of the fire-
wire will melt at a temperature range of 168˚c to 180˚c causing a short between the two
wires.
At one end of each fire-wire circuit, one wire is connected to a +24V supply and the other
wire is connected to a TCMS Digital Input (DI). At the other end of the fire wire circuit, the
two wires are connected to a TCMS Digital Output (DO) which allows the fire detection
circuit to be tested by short-circuiting the fire wire circuit. The TCMS shall monitor each fire
wire circuit and if any input switches from logic a low to a high, then a fire condition is
deemed to be present within one or more equipment cases connected to that circuit.
The fire detection circuit for each propulsion sub-system are as follows:
FP3123 FP3122
ACM 2nd Harmonic
FP3121
Filter Box
FP3112
DR3030 FP3111
3
FP3114 FP3113
DC Main Shoegear DC Contactor
Circuit Earthing Box
Breaker FP3119 Switch FP3120
FP3115
FP3118
DC Main FP3117
Fire
Circuit Detection
Breaker Test Switch
FP3116
Figure 60 - Fire Detection System
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4. 13.1 Control Requirements

The TCMS shall check the fire wire circuit on each car by closing the respective DO. This
shall be done as part of the power-up test.
On the DMOS, MOS and MOSL vehicles should an over temperature be detected in the
MCM boxes, the propulsion system will take the appropriate action (i.e. shut-down the
affected equipment and once all loads on the affected vehicle have been removed open the
applicable contactors) and provide a fault indication to the TCMS. The TCMS should also
monitor the fire wire circuits in the ACM, DC contactor Box, DC Main Circuit Breaker,
Shoegear Earth Switch and the DC Line Capacitor, where appropriate, and if any of the
inputs switch from a low to a high logic level, then a fault signal shall be provided to the
respective propulsion system via the MVB.
4. 13.1 Supervision Requirements

If a fault is detected at start-up that a fire wire circuit is faulty, then an event shall be raised to
notify the driver. Event text shall read “Fire detection system fault in xxx” where xxx is
vehicle type.
If operation of the fire wire circuit is detected or operation of an over temperature device, an
event shall be raised to notify the driver. Event text shall read "Fire detected in xxx" where
xxx is vehicle type.
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Figure 61 - Shoegear Isolation Switch
4.14 Shoe Gear isolation/Earth Box

There is one Shoe Gear Isolation/Earth Box on each DMOS. Also housed in the Shoe Gear
Isolation/Earth Box:
 Shoe Gear Isolation/Earth Switch.

 Traction Disable Switch.
4. 14.1 Shoe Gear Isolation/Earth Switch in NORMAL.
 Current collection shoe gear connected to the 750 volt Supply Bus Line, allowing
750v dc third rail supply to the DC MCB‟s.
 Power receptacle on DMOS disconnected from the 750 volt Supply Bus Line and
connected to earth via the axle end earth returns.
4. 14.2 Shoe Gear Isolation/Earth Switch in SHORE SUPPLY.
 Power receptacle on DMOS connected to the 750 volt Supply Bus Line, allowing
750v dc shore supply to the DC MCB‟s.
 Current collection shoe gear disconnected from the 750 volt Supply Bus Line and
connected to earth via the axle end earth returns.
 Shoes will not lower.
4. 14.3 Traction Disable Switch in NORMAL
 Traction Control Available.
4. 14.4 Traction Disable Switch in Traction Disable
Traction Control Train Wires connected to earth when Shoe Gear Isolation/Earth Switch in
Shore Supply position. Control MCB will trip if CPBC moved to a power notch.
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750v Bus Line
Propulsion &
Aux Equipment
Earth
Shore Supply & Shoegear

Earthing Switch
Current Collection Shoes
Shore Supply Sockets
Figure 62 - Power and Control Circuits
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4.15 Shoegear
The leading and trailing Bogies on the DMOS cars are fitted with retractable shoegear. The
shoegear consists of a pedestal assembly, shoe arm assembly, air cylinder assembly and
shoebeam.
The current collection shoe gear fitted to the DMOS (A) and DMOS (B) vehicles collects the
750v dc supply from the third rail. The eight current collection shoe gear are connected to
the 750v supply bus line: thus only one of the current collection shoe gear needs to be in
contact with the third rail for the unit to be powered. In series with the current collection shoe
gear and the third rail positive traction bus line on each DMOS is a Shoe Gear Earthing
switch.
The switch permits a supply from either the current collection shoe gear, or the shore supply
socket (e.g. If using the shore supply socket, the Shoe Gear Equipment will be earthed for
safety).
On the DMOS (A), DMOS (B) and MOSL vehicles, the Third Rail Positive Traction Bus Line
feeds into a DC Main Circuit Breaker Box, through a DC Line inductor and into the DCCB
DV.
There is one DC MCB on each DMOS and on the MOSL.
The DC MCB‟s close in Dc mode when either the shoes are lowered or when a shore supply
is connected and 750v dc is present. Electromagnetic blowout coils extinguish arcing during
opening on high loads. Air blisters in the form of „puffers‟ assist with arc extinguishing on
small loads when the electromagnetic blowout coils are less effective.
Two signals are required for closure of the DC MCB:
1. A close signal must be high for a short time to close the breaker
2. A hold signal must be high to keep the breaker closed.
A pneumatic control panel will be fitted that initially controls the operation of the retractable
shoegear. If conversion for AC operation is required at a later date, additional components
will be fitted on this panel that control the operation of the pantograph, with interlocking
provided between the deployment of the shoegear and the pantograph.
Crimped
Cable
Terminal
Cable
Collection
Shoe
Figure 63 - Shoe arm
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4. 15.1 System Description

The shoegear is handed and mounted on either side of the bogie and the collector shoe is
deployed pneumatically and runs on the upper surface of the third rail to collect the traction
power.
The shoegear is held in the lowered (rail contact) position by gravity supplemented by force
applied by a torsion spring to enhance shoe contact with the rail.
Electrical cables conduct the current from the collector shoe to the bus bar interface
assembly for connection to the motive power system.
System Operation
4. 15.2 Shoegear in Current Collecting Position

The shoe operating position is achieved by gravity and the torsion spring, which brings the
collector shoe in contact with the running surface of the third rail. Ramps, positioned at the
start and end of each continuous section of third rail, guide the shoe on and off the rail.
The down stop assembly fitted to the shoebeam ensures that minimum shoe height is
maintained to give smooth entry and exit on and off the ramps and retain the shoe within
gauge.
Shoes are deployed onto the rail pneumatically and are mechanically retracted by springs
within the cylinder when air is removed from the system.
Cradle
Downstop
Assembly
Air
Cylinder
Shoearm
Retraction Shoe
Lever Support
Bracket
Figure 64 - Shoe gear Arrangement
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4. 15.3 Shoegear in Raised Position

The shoe is raised mechanically by springs within the air cylinder when air is removed from
the system.
4. 15.4 Shoegear
The shoegear components are mounted in a fabricated steel cradle, which incorporates the
pivot shaft and bearing components, torsion spring, pivot block and air cylinder.
The shoe arm is secured to the pivot block and supports the collector shoe via the shoe
support bracket to allow compliance with the shoe on the third rail. The down stop bracket
secured to the shoe support bracket interfaces with the adjustable down stop on the
shoebeam to control lower shoe height.
Power cables attached to the shoe support bracket above the frangible section conduct the
collected current for traction power. The shoegear also includes attachment points for fitting
to the vehicle bogie and an arc shield and splashguard minimise the effect of arcing.
The arc shield, cradle, down stop assembly, and shoebeam are handed assemblies.
4. 15.5 Collector Shoe

The lower surface of the cast iron shoe provides the current collection surface which makes
contact with the third rail. The dynamic mass of the shoe is kept to the minimum consistent
with the required contact surface, strength, and wear requirements.
The relatively low mass, combined with the torsion spring, reduces any tendency of the shoe
to „bounce‟ if it encounters irregularities in the conductor rail surface. This provides for
optimum current collection performance and reduced arcing.
The collector shoe is attached by two bolts using special washers to the shoe support
bracket.
4. 15.6 Shoe Support Bracket (Frangible Joint)

The shoe support bracket is secured to the shoe arm by four tabbed bolts and, in addition to
supporting the shoe, provides location for the down stop bracket and connection points for
the cables.
The casting contains areas machined to weaken the structure to ensure breakage on impact
if the collector shoe encounters an obstruction within the gauged area that might otherwise
damage the shoegear. The casting also includes a feature to receive a paddle or similar
device if it is required to raise the shoe clear of the rail by means other than the pneumatic
system.
4. 15.7 Shoe Arm

The shoe arm is constructed from insulating material to provide electrical insulation between
the live components at the shoe end of the arm and the earthed cradle assembly. The shoe
arm is attached by four tabbed bolts to the pivot assembly which rotates about the pivot
shaft. The arm also provides support for the power cables and is designed to break away
before exerting excessive loads via the cradle assembly to the bogie.
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4. 15.8 Cables
Current is conducted from the shoe via the shoe support bracket and interface plates by two
flexible sheathed cables terminated by crimped connectors. The cables are routed along and
clamped to the shoe arm. Further in-line clamps restrain the cables to minimise fatigue.
4. 15.9 Arc Shield

The moulded arc shield is attached inboard to the cradle assembly by two fixings and four
fixings outboard on the bogie frame. The shield protects the steel structure from possible arc
damage.
Bogie
Arcshield
Air Cylinder
Figure 65 - Shoegear with Arcshield
4. 15.10 Shoebeam Arrangement

The shoebeam supports the adjustable down stop, which interfaces with a down stop arm on
the shoe arm to ensure the collector shoe remains within the lower gauge limit for optimum
contact with the conductor rail throughout operational conditions.
The shoebeam consists of an insulated beam to which are bonded resiliently mounted beam
ends. These are fitted directly to the axle radius arms by four bolts and a swinging link in
each location.
4. 15.11 Shoe down stop Assembly

The shoe down stop assembly is attached to the shoebeam and is designed with adjustment
to compensate for collector shoe and vehicle wheel wear. Regular checks / adjustment of
the down stop assembly ensures that the collector shoe height is maintained with respect to
the third rail and ramps.
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4. 15.12 Fault Finding

The following flowchart provides the guidance for establishment in regards to degraded
current collection, before following these steps all local and required power isolations must
be conducted.
Degraded Current Collection
Is current being
Collected?
NO
Is the Collector Shoe

Is air connected to Connect air to the
in contact with the NO NO
the cylinder? cylinder?
rail?
YES
YES
Is the Air cylinder
Reset in accordance Connect air to the
Is the Shoe Height set NO connected to the NO
with the VMI cylinder?
correctly? retraction lever?
YES YES
Has the shoe wear Replace the Investigate and free

Articulation OK? Articulation in
encroached beyond Collector Shoe in NO
YES Accordance with VMI
the wear indicating accordance with
holes? the VMI
YES
NO Reset in accordance
Is the Shoe Height set NO
correctly? with the VMI
Retighten/
Are the cables
NO Reconnect YES
connected and In accordance
secure?
with the VMI
YES
Reset Contact
Is the Contact NO Force as per
Force set correctly? Routine Test
Procedure
YES
Replace the
Is the Torsion
Torsion Spring in
Spring damaged or YES
accordance with
broken?
the VMI
NO
If the Current Collection is still degraded after the above checks, repeat the checks and if there is no improvement replace
the Shoegear Assembly in accordance with the VMI
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5. Energy Metering
The Class 377/6 Electrostar vehicles are fitted with a FAR energy metering system. This
system consists of:
 Voltage and current transducers located in the shoegear earthing box

 Energy metering equipment fitted in the bodyend cubicle of DMOS A and DMOS B
 An antenna for train-wayside communication, mounted in an intermediate end below
the roofline, which can be accessed via the roof partition by the gangway doors.
 A Current Shunt sensor bar
The system is independent of all other monitoring and diagnostic systems.
The system is predominantly utilised to assess the energy consumption of the unit and
respectively calculate regenerated energy returned to the network.
GPS
Dual Band
Antenna
GSM
Energy Meter
Power Supply
Filter
Current Voltage
Transducer Transducer
Current Shunt bar
Figure 66 - Energy Metering System Diagram
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5.1 Basic Principle

The energy meter takes a voltage measurement provided from the voltage transducer in the
form of an Analogue output, nominally at 20mA which generally represents 750v line
voltage. Additionally the energy meter also receives a current measurement from the current
transducer once again in the form of an Analogue output, nominally at 20mA.
The energy meter is installed with a SIM card which allows communication via the GSM
antenna and the wayside, where the two measurements (Voltage and Current) combined
with time accumulation is relayed to a Data Collection server.
In its simplest form it can be considered that by sampling the Voltage and Current values we
can establish a Power value i.e. P = V x I (Power (measured in Watts) = Voltage x Current).
Figure 67 - Ohms Law Pie Chart
As can be seen from the chart above the derision of establishing Power can be calculated
through several separate measurement forms, it is then the established value of Power that
can be multiplied by Time, i.e. Power (W) x Time (S) that can provide the calculation for
Electrical energy, as Electrical Energy that is either absorbed or produced is the product of
the electrical power measured in Watts and the time in Seconds with the unit of energy given
as Watt-seconds or Joules.
 Electrical Energy = Power in Watts x Time in seconds
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The values collected by the energy meter are generally transmitted to a Data collection
server at intervals no longer than two hourly, as a two hour time duration will generally
provide a variance on power use and consumption, although the parameters can be set at
shorter intervals.
Figure 68 - Energy Measuring System
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5.2 Current Measurement

The current measurement device consists of two elements the Shunt and an isolating
Transducer both these elements are mounted in the Busline earthing switch enclosure (Shoe
Gear Isolation/Earth Switch).
The Current shunt sensor is rated at 2250A and is connected to the train high voltage
busbar; the voltage drop across the voltage tap will be picked up and supplied as an input to
the voltage transducer via two screws M5x10 ( one for the plus and one for the minus of the
signal).
M5 Connections
Figure 69 - Current Shunt
5.3 Voltage Measurement

The voltage measurement device consists of an isolating Transducer which is also mounted
in the Busline earthing switch enclosure (Shoe Gear Isolation/Earth Switch). The 750v line
voltage supply is connected to the terminals positioned on the top of the transducer.
Figure 70 - Current and Voltage Transducer
The fast on connector block upon the transducer allows for vehicle battery power supply and
also provides the provision for the 0 – 20mA analogue output signal to the Energy meter.
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5.4 Energy Meter

The Energy Meter is equipped with an LCD display panel from which energy information
data can be displayed.
The six LEDs mounted on the display module have the meanings described below:
 Mode1 - Visualisation mode 1 active, measurements/energy being received at Channel A

(which is utilised for DC Vehicles).
 Mode2 - Visualisation mode 2 active measurements/energy being received at Channel B
(which is utilised for AC Vehicles).
 Run - Device ON and running.
 Link - Communication Channel active.
 FAULT - Major malfunction.
 WARNING - Minor malfunctioning or parameters changes that need to reboot.
Figure 71 - Energy Meter Display
The display can switched between the possible value of channel A and channel B by
pressing the button “MODE”. The display change at each push showing cyclically the
following information:
 Total Energy Value Channel A in kWh (TChA kWh)

 Present Power Value Channel A in kW (PChA kW)
 Present Potential Value Channel A in Volt (VChA V)
 Present Current Value Channel A in Ampere (IChA A)
 Total Energy Value Channel B in kWh (TChB kWh)
 Present Power Value Channel B in kW (PChB kW)
 Present Potential Value Channel B in Volt (VChB V)
 Present Current Value Channel B in Ampere (IChB A)
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Figure 72 - Meter Display Settings
5.5 Energy Meter Fault Finding

Problem Possible Cause Suggested Action
REM101 not Power not supplied to the Check the power supply cable and verify that it is correctly
operating device connected to the “POWER” connector on the device and
to the power supply terminals on the other side
Missed or Analog signal wiring fault Check the cable to the relevant analogue input connector
discontinuous on the device and verify that it is correctly connected on
measure both sides.
Current measure Wrong transducer Check the connection to the current transducer/sensor, a
sign is negative connection polarity inversion can be present somewhere.
High reactive power Wrong transducer Check the connection of voltage and current
measure (AC only) connection transducers/transformers. The current and voltage has to
be in phase. Check the polarity of connection and
transformers.
MVB Power not supplied to the Check the power supply connection to the device
communication device Check the MVB cables to “MVB M1” and “MVB M2”
failure(*) MVB wiring fault connectors on the device and verify that they are correctly
connected on both sides
The display and the Power not supplied to the Check the power supply cable and verify that it is correctly
LEDs are off(*) device connected to the “POWER” connector on the device and
to the power supply terminals on the other side
Ethernet Power not supplied to the Check the power supply connection to the device
communication device Check the Ethernet cable to the “ETHERNET” connector on
failure(*) Ethernet wiring fault the device and verify that it is correctly connected on both
sides
Serial Power not supplied to the Check the power supply connection to the device
communication device Check the serial cable to the “SERIAL” connector on the
failure(*) Serial interface wiring fault device and verify that it is correctly connected on both
sides
Table 4 - Energy Meter Fault Analysis
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6. Bogies and Running Gear

6.1 Bogie Frame
The bogie frame is a fabricated steel „H‟ frame, with two transoms. The overall frame
configuration is designed to permit good load transfer throughout the bogie frame. The
centre part of the sideframe fabrication provides the mounting support for the air spring
assemblies and connection for the lateral damper.
The transom area included in the centre section of the frame incorporates mountings for the
brake equipment, the traction equipment and the secondary traction rod mounting interface.
The anti-roll bar is suspended between the two sideframes from brackets, which are welded
to the sideframes. Four brackets on the bogie frame allow the frame, or complete bogie, to
be safely lifted
Figure 73 - Series 3 Bogie
6.2 Power Bogies

The Power Bogies are provided with two motors per bogie. One traction drive unit is
provided per powered axle. The traction motors are mounted to the bogie frame and are
therefore fully suspended. The power bogie also includes the traction centre, wheelsets,
primary suspension with radial arm axleboxes, secondary suspension, anti-roll bar
installation, wheel cheek-mounted disc brakes (including 1 parking brake per axle), pipe
work, WSP conduit and equipment, yaw dampers, twin levelling valve control linkages,
identification and builders plates.
The gearbox is supported on the axle by means of roller bearings. The torque is transferred
to the bogie frame through a torque reaction bracket. A gearbox nose safety catcher is also
provided to restrain the gearbox against unsafe rotation in the event of failure of main
fasteners, reaction link or reaction link end bush. The traction force transmission between
traction motor and gearbox is provided by a toothed coupling, which accommodates all
relative movements between motor and gearbox.
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Figure 74 - Bogie General View
Key:
DMOS(A) MOSL PTOSL(W) MOS DMOS(B)
T3-25af P3-25p T3-25ag P3-25q T3-25ah T3-25ah P3-25q T3-25ag P3-25p T3-25af
Figure 75 - Bogie Type Location
Key:
T3 - Signifies where the T3-25 Trailer type bogies are fitted

-P3 - Signifies where the P3-25 Power type bogies are fitted
25
-
af
25
af
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6.3 Primary Suspension

The primary suspension arrangement consists of a pair of interleaved rubber springs
mounted in an inverted chevron formation above a radial arm axle box. The chevron rubber
spring provides the vertical and lateral stiffness characteristics of the suspension. The rubber
bush in the radial arm pivot provides the longitudinal and yaw stiffness, this is set to the
lowest value consistent with bogie stability in order to maximise wheelset yaw freedom and
thereby minimise wheel flange wear.
Figure 76 - Primary Suspension Chevrons
The chevron springs are of low creep rubber. A trunnion type arrangement is used for the
axle box pivot bush. Primary vertical hydraulic dampers are fitted, one per axle box. All
Axleboxes incorporate integral towing loops and accommodate lifeguards and WSP where
required.
6.4 Secondary Suspension (Lateral and Vertical)

The secondary suspension consists of an air spring with an auxiliary rubber spring in series
mounted above the centre of each bogie side frame. These springs support the body weight
and provide the vertical, lateral and rotational freedom between bogie and body.
The air springs are supplemented by body mounted auxiliary reservoirs. A choke is fitted in
the air pipe connection between air spring and reservoir which provides damping control of
the vertical oscillations of the body.
One hydraulic damper per bogie controls lateral body oscillations. This is fitted between the
pivot centre and bogie side frame.
In the event of loss of air suspension pressure the body weight is supported by the auxiliary
rubber springs. This spring system is flexible enough to allow the vehicle to safely negotiate
all permanent way features and consequently, the vehicle can remain in service with
deflated air springs.
SOU.VS.09. 05. 13_H Page 103

It is however recommended that wherever possible, i.e. when reduced ride standard is
detected by or reported to the train crew, running speed should be reduced in the interests of
passenger comfort and the reduction of general wear and tear. In both cases the vehicle
should be returned to depot for attention as soon as possible.
Vehicle height variations due to wheel wear and re-profiling are adjusted for each 6-mm drop
by packing under the secondary spring assembly.
Figure 77 - Secondary Suspension System
6.5 Additional Equipment

Automatic Warning System (AWS) and Train Protection Warning System (TPWS) equipment
and driver footsteps will be fitted to bogies at driving cab positions in accordance with the
train operating requirements. The leading bogies will have mechanical and electrical
interfaces for an ERTMS system.
Axle end earth units, of the carbon brush type, are fitted to one axle on each of the two
bogies on the PTOSL(W) car.
Speed sensors are also fitted on every axle to provide rotational speed information for the
body mounted WSP control system.
Figure 78 - AWS Receiver
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6.6 Hot Axle Box Detection

Railway Group Standards require that axle bearings are monitored to provide early warning
of impending failure. A rise in bearing temperature is often an early indicator of a failing
bearing therefore this is the failure mechanism that is monitored by a hot axle bearing
detection system.
The temperature of each bogie axle-end on all class 377 vehicles will be monitored by using
temperature sensors attached to wheelset bearings. The component will also contain speed
sensors for wheel slide prevention (WSP) although this will only be implemented on each
axle, rather than each axle-end (as with HABD).
The temperature of each axle-end is reported to the Train Control Management System
(TCMS). TCMS provides two levels of warning: the first indicates that the temperature of a
particular axle-bearing on a bogie is 'abnormal' with respect to its neighbours; the second
compares the reported temperature against a pre-determined threshold and upon this
threshold temperature being passed, reports the 'hot' axle-end to the driver via the cab
mounted TCMS IDU.
Axle-end bearing status is only reported to the wayside infrastructure in the event of a failure
or an abnormal indication.
As can be seen from Figure 50 there are 4 temperature probes per bogie (8 per vehicle).
Each Mitrac AX module can support up to 4 temperature probes therefore the system
requires 2 AX modules per vehicle.
Even numbered axle ends shall have their temperature probes located in the load position at
the 12 o‟clock within their axle ends. Odd numbered axle end shall have their temperature
probes located within the 8 o‟clock position within their axle ends.
Figure 79 - HABD Location Diagram
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SE SE
WSP+HB WSP+HB
WSP+HB WSP+HB
SEB SEB
SEB
HB HB
SE HB HB
Figure 80 – HABD Bogie Connection
Key:
SE - Safety Earth – Axlebox to Bogie Frame

SEB - Safety Earth – Bogie frame to Body
HB - Hot Axlebox Detection
WSP+HB - WSP Axle end probe + Hot Axlebox Detection
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7. Gangway Doors
The gangway doors are bi-parting and predominantly glazed, allowing passengers to see
from vehicle to vehicle.
The doors are electrically actuated and all controls and motors are located above the door.
A passive infra-red (PIR) sensor is located in the header gear to open the doors when
passengers are in the immediate vicinity.
In addition, there is a pushbutton on the adjacent wall. The gangway doors are designed to
act as a fire barrier between vehicles, and so have a smoke detector, which, when activated,
disables the PIR.
The Smoke detectors located in the roof void of the passenger saloons are electronically
linked to the adjacent gangway door control mechanism. In the event of smoke being
detected, the gangway door (if open) will close and the photoelectric sensors become
inoperative, preventing passengers from entering the smoke filled vehicle.
The open push button on the respective vehicle remains operative, allowing passengers to
escape to the adjacent vehicle.
An electric operated bi-parting door is also provided between the vehicle saloon and the
DMOS cabs.
When the unit is in multiple with another unit, the door operates the same as the inter vehicle
gangway doors. When the cab is active, the door is locked open and out of use.
In this situation the cab burst through door moves across the centre aisle. This can only be
opened using a BR1 key from inside the vehicle saloon.
Figure 81 - Intermediate Gangway Doors
SOU.VS.09. 05. 13_H Page 107

7.2 General Description

The main components of the door system comprise of the following items:
3 4
6
1
2 8 7
5
Figure 82 - Door Header Mechanism
1. Frame profile
2. Carriage
3. Motor unit
4. Cogged belt mechanism
5. Open stopper
6. Digital control unit (DCU) included with voltage converter
7. Pulse sensor
8. Home sensor
9. Cabling (not shown)
7.2.1 The Motor Unit

The motor unit is a compact 24v DC unit consisting of a DC motor with gear and mounting
bracket. The gear is a worm-type construction equipped with heavy-duty bearings for the
door construction. The driving pulley is mounted to the output axle of the gear. The unit is
attached to the upper face of mechanism with stainless steel bracket.
7.2.2 Cogged Belt Mechanism

The cogged belt mechanism consists of two cogged pulleys (the driving pulley is mounted to
the output axle of the gear), the cogged belt and the belt fastener.
The teeth of the driving pulley are also used for counting the motion speed of the door by the
pulse sensor. The belt is fixed to the carriage with the belt fastener. Belt tension is adjustable
by moving the motor unit with the adjustment screw, or opposite side belt pulley.
7.2.3 DCU
The Digital Control Unit (DCU) is a microprocessor based programmable DC-motor driver for
controlling the operation of the door system. The DCU comes including a voltage converter
to stabilize the power feed. The operation of the door system is tested and adjusted by a PC
connected to the DCU via RS232 port.
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7.2.4 Pulse Sensor

The pulse sensor is mounted to the back end of the motor. It reads the rotations of the motor
axle. The control program gets the information of the door leaf speed from this sensor.
7.2.5 Home Sensor

The home sensor is located above the profiles of mechanism. Whenever the end of the
carriage moves below the sensor it activates. The control program gets the information of
the closed position of the door from this sensor.
1
4
3
2
Key:
1. Carriage
2. Mounting Screw
3. Adjustment Nut
4. Adjustment Nut
5. Door Shim
Figure 83 - Door Leaf Assembly
SOU.VS.09. 05. 13_H Page 109

7.3 Door Operation

The DCU controlled motor/gear drives the door leaf by means of the cogged belt attached to
the carriage where the door leaf is suspended from.
When power to the door system is switched on the door will act as follows depending on the
position of the door leaf:
 Door completely closed - The software detects the active home sensor and puts only
the close position current on. The remote sensors are ready to recognize movement
near the door. The door buttons are ready to recognize activation.
 Door completely open - The software detects passive home sensor and activates
opening. When the door doesn‟t move, the software activates closing. When in
closed position the door remains there waiting open impulse.
 Door in intermediate position - The software detects passive home sensor and
activates opening. When the door stops in the open position, the software activates
closing. When in close position the door remains there waiting open impulse.
Push buttons located on both sides of the door activate opening. Operation is otherwise as
with remote sensor the sensors are mounted above the door near the close end of the door
leaf.
As long as somebody is on the beam, the door stays open. The door remains open for 10
seconds after reaching the open position. A small holding current in the motor holds the door
in the open position. Opening can be activated also by pulling the door open approx. 5 cm
from the closed position.
The closing of the doors begins automatically after open hold time when there are no more
active remote sensors or buttons. Closing time is approximately 7 seconds.
If the door motion is obstructed while opening, the safety function of the door system stops
the doors movement. The door will then remain in this position as long as the remote sensor
or other opening impulse is active.
Once interruption of the remote sensor has been eradicated, the door closes after the open
hold time. When the door meets the fully closed position (home sensor activates), obstacle
counter will be reset.
If the door cannot return back to closed position after obstacle at opening attempt, door will
try to move to fully open position.
If the door can go either to open position or return to closed position, DCU will count
attempts and after the set value of 15 attempts is exceeded, door will go to failure mode.
Door will stand powerless until somebody resets the door system or, auto reset will operate
after 1 minute. After that door will try to open and close normally again.
SOU.VS.09. 05. 13_H Page 110

If the door motion is obstructed while closing, the safety function reverses the direction and
the door opens completely. Closing motion begins after an open hold time of 10 seconds if
there is no remote sensor or other open command active.
The program counts the number of closing attempts and if the number of closing attempts
exceeds the set limit of 15 times, the door opens nearly completely open and remains in
position, until manual restart is made, or auto reset will operate after 1 minute.
The safety function is active also during start-up.
The doors can be locked to both open and closed position. Mechanical locking disables door
controls. DCU is powered up but it does not react to opening commands.
Counter Screws
Locking Block
Door Lock
Figure 84 - Door Lock
When the door lock is operated via a „T‟ key the Locking block will move in an upwards
motion and will be mechanically held in the locked position courtesy of the counter screws in
the carriage mechanism.
SOU.VS.09. 05. 13_H Page 111

7.4 Failures indicated by the DCU

The Digital Control Unit (DCU) is equipped with a function LED-light, which is used for failure
indication. During normal operation the LED is on with green colour.
When a malfunction occurs in the door system, the LED changes colour to red. If the DCU
can detect the cause of malfunction, it is indicated by the number of LED flashes.
If there is more than one error at the same time, the LED flashes the error code of the last
detected error. Active errors can be checked also with a PC running the Profile software
connected to the RS-232 port.
PIR
Door
DCU Motor
Figure 85 – DCU
The DCU will keep stored the last 16 occurred errors, which can be read with a terminal
program.
The DCU remains in error state until the system is restarted (turn main switch OFF and back
ON).
LED - Signal Light Explanation

Green, constant ● Functions OK
Red, fast flashing ●..●..●..●…….. ●..●..●..●….. Failure indication
Table 5 - LED Signal
SOU.VS.09. 05. 13_H Page 112

Indication Cause Actions to be taken

2 flashes Door motion unusually slow. Clean the floor guide. Check manually the
(Watchdog Timer movement of the door leaf. The needed
Error)) moving force must not vary through the
entire motion range, max. 60N.
3 flashes Operation interrupted due to faulty closed 1. Replace the home sensor.
(Home Sensor position information. 2. Adjust the position of the home
Error) 1. Home sensor broken. The sensor is active sensor. If still no indication, replace
when the door is opened. the sensor.
2. Incorrect position of the home sensor. The
sensor is passive when the door is closed.
4 flashes Operation interrupted by the safety function. 1. Remove obstacle from door motion
(Obstacle Counter 1. Door motion obstructed by an obstacle in range.
Error) door motion range. 2. Clean the floor guide. Check
2. Door motion obstructed due to excessive manually the movement of the door
friction. leaf. The needed moving force must
not vary through the entire motion
range.
5 flashes Operation interrupted due to fatal error. The Check motor unit, driving belt, sensors
(No Move or door can not move due to motor failure, sticking, and movement forces.
Sensor Error, pulse sensor failure or for some other reason.
fatal)
6 flashes Pulse set-up failed. Check door movement range and repeat
(Setup Error, fatal) pulse set-up.
7 flashes If an open sensor stays active for more than 15 Check the remote sensors, clean or
(Open Sensor min there is abnormal situation like a chewing change.
freezes, fatal) gum in the sensor’s lens. Thus the door is set in
failure.
8 flashes Motor over current measured. 1. Replace motor cables.
(Motor over 1. Motor cables broken (short circuit) 2. Replace motor unit.
current error) 2. Motor driving part broken
9 flashes H-bridge diagnostic indicate fault. 1. Check cabinet venting and holding
(H-bridge fault 1. Hot environment and too high holding force. force
error) 2. Motor cables broken. 2. Replace motor cables.
3. Motor broken. 3. Replace motor unit.
4. Motor driving part broken. 4. Replace motor unit.
10 flashes Motor current measurement error. 1. Replace DCU

(Motor current 1. Motor current measurement broken. 2. Replace motor cables.
measurement 2. Motor cables broken. 3. Replace motor unit.
error) 3. Motor broken. 4. Replace motor unit.
4. Motor driving part broken.
11 flashes Door has not moved and DC motor is not taking 1. Replace motor cables.
(Motor error) in any current. 2. Replace motor unit.
1. Motor cables broken. 3. Replace motor unit.
2. Motor broken.
3. Motor driving part broken.
12 flashes (fatal Internal fatal software error. 1. Restart the system.
Internal error) 1. Corrupted memory. 2. If restart will not help, replace DCU.
Table 6 - Fault Display Indication table
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The door system may also fail without any indication by the DCU. If the door system
malfunctions repeatedly or fails to start (operate), check the following:
 Power is on and the LED is lit in green colour.

 All locking devices are in unlocked position.
 Home sensor activates in correct position of the door.
 Door moves unobstructed through the entire motion range with normal friction.
 Push buttons work properly.
The table below describes potential mechanical failures with the door system which may
occur due to wear after long operation.
Failure Possible cause Actions to be taken

Metallic sound when the door Open position stopper is too far. Adjust the position of the open
reaches open position. position stopper.
Weak continuous tapping sound Normal sound with time. No actions to be taken.
from the cogged belt.
Separate tapping sound from the Insufficient tension of the cogged Adjust the tension of the cogged
cogged belt. belt. belt.
Rasping sound from the motor- Bearing failure. Replace the faulty component.
gear or from the pulley.
Rasping sound from the carriage Worn-out sliding pads or wheels Replace the faulty component.
during motion. (after very long operating life).
Rasping sound from the lower part Worn-out sliding pads or floor guide Replace the faulty component.
of the door during motion. (after very long operating life).
Table 7 - Mechanical Failures
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8. External Doors
The Vehicle Saloons have power operated sliding plug doors with double leaves. All
Vehicles are equipped with two pairs of doors on each side.
A B1 B2 C1 C2 B1 B2 C1 C2 B1 B2 C1 C2
H G1 G2 F1 F2 G1 G2 F1 F2 G1 G2 F1 F2
B1 B2 C1 C2 F2 F1 G2 G1 H
G1 G2 F1 F2 C2 C1 B2 B1 A
Figure 86 - Door Configurations
8.1 Working Principle

The doors are suspended from a telescopic rail arrangement fitted to the cantrail. The
plugging and guiding of the door is achieved by a door pillar with guide rollers that operate in
guide rails located on the door leaf.
The left-hand door leaf is driven by an electric motor via a linear screw drive. A steel cable
and a pull rod provide synchronisation of both door leaves. Deadlocking the door pillars
achieves locking of the door leaves. Release of the doors is controlled by the electric motor.
A spring is provided to keep the door safely in the deadlock position.
8.2 Door Leaves

Each door leaf is of aluminium skinned, bonded construction with an aluminium honeycomb
core. The inner and outer surfaces are of a painted finish to correspond to the vehicle colour.
A double glazed fixed window is bonded to the external face of each door leaf.
The edges of the door leaf are fitted with rubber seals to provide draught, weather and noise
reduction.
Mounted to the external leading edge of one of the door leaves is a passenger open
pushbutton and an out of order indicator.
8.3 Door Header Mechanism

The door header mechanism is basically a single unit on which the door leaves are mounted.
Also attached to the header mechanism are the lock mechanism, the out of service lock and
the electrical control system.
The out of service lock facility consists of a key operated latch mechanism, which physically
prevents the normal locking mechanism from being unlocked.
SOU.VS.09. 05. 13_H Page 115

When activated it operates an electrical interlock switch that bypasses the normal door
interlocks allowing traction to be taken by the driver, provided all other doors are proved
closed.
Figure 87 - Out of Service Lock
The Train is fitted with a Selective Door Opening (SDO) system which will ensure that only
those doors alongside the platform will be able to be released/opened.
After the doors have been released in the Cab the following occurs:
 The door release audible tone sounds at each released doorway on the selected side.
 The amber Bodyside Indicator Lights (BIL) illuminate on both sides of the Train on
Vehicles which have doors released.
 The passenger Door Open pushbuttons illuminate at released doors on the selected
side (they will flash whenever the door release audible tone is sounding).
The doors can now be opened using the passenger Door Open push button. The Door
Open push buttons will flash, and the door release audible tone will sound, whilst the door is
opening.
The Door Close push buttons will then illuminate. If a passenger Door Close push button is
pressed, the doors will close (following an alarm); the Door Close pushbuttons will flash
whilst the door is closing.
They will extinguish and Door Open push buttons will illuminate when the door is fully
closed. The passengers can open and close the doors all the time the relevant doors are
released.
Photoelectric sensors placed in all passenger door vestibules monitor the use of each
doorway. If there is no passenger activity within a pre-programmed time period, the audible
door close warning will sound and that specific door will automatically close.
SOU.VS.09. 05. 13_H Page 116

Emergency PEACU
Door Release Unit
Passenger Passenger
Door Controls Door Controls
Figure 88 - Passenger Doors
When a Conductor has activated a Conductor‟s panel then the autoclose facility on the
adjacent door is inhibited (i.e. door remains open until the key is removed). If the key is
removed then the door reverts to normal operation.
Obstacle detection is provided if the door mechanism detects obstructions larger than
25mm. should there be an obstruction, the door motion will be halted, and the door will
withdraw from the obstacle by approximately 100mm. The doors will then attempt to re-close
automatically after a short delay of approximately 3 seconds. After 5 attempts, the doors will
fully open and TCMS will inform the Driver of this event via the TCMS IDU.
SOU.VS.09. 05. 13_H Page 117

8.4 Saloon Door Emergency Egress

In the event of an emergency, exit from the Passenger Saloons is possible with the internal
emergency egress device.
Operation of the handle when the train is stationary (or travelling at a speed below 5km/h)
has the following affect:
 The interlock will remove the traction power supply.

 The Driver receives an instant audible warning.
 The closest CCTV camera to the operated handle is activated.
 The audible alarm sounds continuously at the doors concerned.
 The door will be mechanically unlocked and will partially open. Full opening can
then be achieved manually.
 The internal emergency handle will latch in the operated position.
If the handle is operated when the train is travelling in excess of 5km/h the door control unit
will hold the door closed, but not necessarily locked, for either 80 seconds, or until 5km/h is
reached, whichever occurs first. The handle will normally need to be operated again before
the doors will open partially. The doors can then be fully opened manually.
The handle is reset by inserting a carriage key in the handle and turning clockwise.
8.5 Saloon Door Emergency Access

Staff can enter the passenger saloons by using the external emergency access device
mounted at solebar level.
The external emergency access device may also be used to allow the emergency services
access to the train with or without a power supply.
To operate the device, the the sprung anti tamper latch should be rotated before the handle
is pulled outwards.
Release of the handle also results in the audible hustle alarm silencing.
Figure 89 - External Emergency Access Device
SOU.VS.09. 05. 13_H Page 118

8.6 Electrical Schematic Summary

The drawing below summarises the train wires that are associated with door control:
Front Cab Rear Cab

Train Wire 26 – Traction Door Interlock1
Train Wire 27 – Traction Door Interlock2
Train Wire 28 – Door Release Left
Train Wire 29 – Door Release Right
Train Wires 30 – Door Close LHS/RHS
Train Wire 4 – Signal Buzzer
The flowcharts which follow summarise the circuits that must be made to release or remove
the release on “B” Doors.
The Following Key should be used:
MCB Relay Coil
Refer to the schematics for other doors positions.
SOU.VS.09. 05. 13_H Page 119

The following summarise the circuits to release the doors upon the secondmans side.
CB-C CB-D1 CB-D2

Cab Control MCB Doors D & G MCB Doors B & F MCB
TC2500 DR3000 DR3100
R-CAO2 PNE-Dc PNE-Df

Cab Occupied Relay 2 Door C Header Panel Door F Header Panel
DR3252 DR3000A DR3100A
R-SNS2 Closed at less PNE-Dg PNE-Db

Speed Sensing Relay 2 than 5kph Door G Header Panel Door B Header Panel
DR3254
110v Power Supply
SI-REL 1+2 to Door Control
Units at This Point
Left Side Door Release P/B’s
DR3261
R-CAO5
DR28
Door Release Left
DR3205 R-CPL1 SI-REL1 + 2

Couple Relay 1 DOOR RELEASE ENABLE,
R-DRL LEFT-HAND SWITCH, PUSH
Door Release Left Relay DR3205
BUTTON, ILLUMINATED
R-REL
R-DRL Door Release Enabled Left
Door Release Left Relay Relay
TC2551
PNE-Dc
Door C Header Panel
TC2551A
PNE-Db
Door B Header Panel
(Release Signal)
Figure 90 - Door Release Flowchart
SOU.VS.09. 05. 13_H Page 120

The following summarise the circuits to remove the door release.
CB-C
Cab Control MCB
TC2500
R-CAO2
CB-C
Door Close Push buttons
Cab Control MCB
DR3253 TC2500
DR30 R-CPL1 D-DS

TCMS
Couple Relay 1 Door Supply Diode
PNE-Dc TC2561
DR3242
Door C Header Panel
(Close Signal) R-DCL R-DCL
Door Close Relay Door Close Relay
DR3202A
PNE-Db
Door B Header Panel R-DCL Normally Closed
(Close Signal) Contact now opens removing
the feed to the Door Release
Enabled Relays
Figure 91 - Door Close Flowchart
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8.7
SOU.VS.09. 05. 13_H

X2 X1 X1 X1 X1 X3 X1 X1 X1 X1 X1
PIN PIN 5 PIN 6 PIN 8 PIN 7 PIN PIN 12 PIN 3 PIN 1 PIN 2 PIN 4
9+10 9
Door Control Unit Input / Outputs
DOOR CONTROL UN IT
X2 X1 X1 X1 X1
PIN X1 X1 X1 X1 X2 X2 X2 PIN PIN PIN PIN X2 X2 X2
11+12 PIN 13 PIN 11 PIN 9 PIN 10 PIN 5 PIN 6 PIN 3 19 22 21 20 PIN 14 PIN 16 PIN 4
Page 122
8.8 Pin assignment of input and output signals
Table 8 - Logic Module Signals
Table 9 - Power Module Signals
Table 10 - Logic Module Extension Signals
SOU.VS.09. 05. 13_H Page 123

Table 11 - Extension Module for Outputs
The above mentioned logical levels are corresponding to the levels of the signals at the
inputs and outputs of the DCU.
8.9 Door Diagnostic Information

The purpose of the diagnostic system is to monitor the door operation according the
specifications, to find automatically fail functions and to indicate them to operation personnel
(to set the door out of service) or to service people (to locate and repair the failure).
For diagnostic purposes the door control unit provides:
 A diagnostic software module monitoring the door functions continuously to find

abnormal conditions by plausibility checks. If a diagnostic code occurs, it is indicated
on the red LED “Error” on the DCU by a flash code.
 A failure in the hardware of the DCU or a missing software in the system memory is
indicated by a steady illuminated red LED “Error”.
 With the use of a laptop computer and the diagnostic software DIAG V3 the
diagnostic data of the DCU can be read out and memorized.
 With special software GRAPH (included in DIAG V3) it is possible to read out the
motor current used by the door at the moment when the measurement is taken. This
is helpful for the maintenance personnel to detect for example, a higher friction of the
door mechanism.
 The diagnostic data will be additionally transmitted to the central control unit via the
door bus system.
The LED´s on the front panel of the door control unit allow an easy check of the door system
without any need of additional measuring equipment.
Following conditions are indicated on the door control unit LED‟s:
Name of LED Colour Function

5v DC  Green Internal voltage supply available
Error  Red Failure door control unit
Status Info  Yellow Without any function
Safety Relay Off  Green Is used for monitoring the position of the internal
security relay
Table 12 - LED Indications
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The door fault diagnostic codes are divided into three priorities, priority A (major event/fault),
B (minor fault), C (report):
Priority A: high priority; the security of passengers or the operation of door can be
influenced; the door must be mechanically set out of service from the driver
Priority B: low priority; security or operation are not influenced; the driver must acknowledge
the message and then either mechanically or electrically set the door out of service, or allow
the system to operate with an minor defect.
Priority C: failures are reported to maintenance staff, no activity from driver is necessary.
8.9.1 Door functions to corresponding diagnostic codes

Diagnostic codes of function “a” or “b” with the numbers according to the table 8 will cause
an immediate stop of the door movement.
In that case the door will be set free (the short circuit of the door drive motor is interrupted),
so that the door can be closed/locked manually.
Due to one of the listed actions below, on diagnostic codes of function “b” the DCU tries to
continue the door movement (without any actions from the train personnel as e.g. repair or
door isolating):
 operating the inside or outside open push button

 setting or resetting the speed dependant release signal
 setting or resetting the manual release signal
 setting or resetting the close signal from the driver
All other diagnostic codes will only cause a diagnostic code, but the door functions will not
be influenced.
a) Stop of the door movement. Reactivation only possible by switching the supply
voltage of the DCU OFF and ON again. A closed/locked door or step can only be
opened by the emergency device.
b) Stop of the door movement and reactivation as described in chapter 4.3.
c) No stop of the door movement. For further door functions the component will not be
used anymore.
d) No stop of the door movement and no change for further door functions.
e) As long as the diagnostic code is active the DCU-output A3 (illumination out of
service indicator inside) and thereby H1 and H2 (out of service indicator left/right
side) will be activated with a frequency of 1Hz.
SOU.VS.09. 05. 13_H Page 125

The following table gives the diagnostic codes given by the “Error” LED on the Door Control
Unit:
Function
Flash- Priority
Name Comment for Operation
Code
1 Flashes A b Broken wire in the circuit of the door drive motor Check wiring on clamping strip and
connectors X2.14 and X2.16.
Check power supply, if power supply is
present, exchange door control unit.
2 Flashes A a Limit switch “door closed/locked” fails limit switches S8.1, S8.2 and S8.3
3 Flashes A b Door does not unlock within 3 seconds Time value 1.5 seconds (instead of 3 sec.)
4 Flashes A b Signals of the limit switches “door closed/locked” are Check adjustment of limit switches S8.1,
different S8.2 and S8.3 “Door closed and locked”.
Check connectors at door drive unit.
Check wiring of position sensor.
Exchange limit switches S8.1, S8.2 and S8.3
“Door closed and locked”
5 Flashes A b Door position sensor fails number of door movements = 3
6 Flashes B b Obstruction detection at closing sequence was activated number of closing sequences defined in
on a fixed number of successive closing sequences parameters (COMC)
(initial value 4 repetitions)
7 Flashes B d Motor current monitoring at opening sequence was number of opening attempts = 3
activated on a fixed number of successive opening the actual position will be used as substitute
attempts for the open position
9 Flashes A b Internal security relay of the not testable
DCU fails
10 Flashes C c Light barrier is steady number of door cycles = 40
interrupted automatic closing is out of function
Light barrier is never number of door cycles = 10
Interrupted automatic closing is out of function
11 Flashes C d Motor current is higher than the typical motor current not testable
12 Flashes B c Door open push button(s) fails external open push button time duration = 5
min.
Door open push button(s) fails internal open push button left time duration
= 5 min.
Door open push button(s) fails internal open push button right time
duration = 5 min
Door open push button(s) fails Internal close push button left or right time
duration = 5 min.
16 Flashes C d Battery backup of the diagnostic memory fails not testable
8 Flashes C d Short circuit at the output A1 of the DCU illumination internal open push buttons
Short circuit at the output A2 of the DCU illumination close push buttons
Short circuit at the output A3 of the DCU illumination out of service indicator inside
Short circuit at the output A4 of the DCU illumination out of service indicator outside
Short circuit at the output A5 of the DCU warning buzzer inside
Short circuit at the output A10 of the DCU warning buzzer outside
Short circuit at the output A7 of the DCU illumination external open push button
Short circuit at the output A8 of the DCU power supply elements door leaf
Short circuit at the output A13 of the DCU not used – not testable
13 Flashes B d Signals of the limit switches are different limit switches “door out of service” (S6.1
and S6.2)
14 Flashes B d Signals from the TRAIN CIRCUIT are faulty time duration = 2 sec.
15 Flashes B d Release and door close are both active time duration = 1 sec.
18 Flashes A d Door not closed at speed
19 Flashes A b Door coding faulty
Table 13 - Diagnostic Fault Codes
SOU.VS.09. 05. 13_H Page 126

8.10 Diagnostic Fault Finding

The following charts summarise the possible failure indications are their possible rectification
requirements:
Flash Code 1x flash Diagnostic Code 20

Failure Description Required Reparation / Action
Wire at the geared motor is broken. Check wiring on clamping strip and connectors
X2.14 and X2.16.
Check connection inside the motor.
Check power supply, if power supply is present,
exchange door control unit.
Or
Geared motor output of door control unit is Exchange door control.
defective.
Or
Power supply at geared motor is present, but there is Check wiring of geared motor and connectors
no current flow at geared motor. X2.14 and X2.16.
If short circuit exists, exchange geared motor.
Limit switches S8.1, S8.2 and S8.3 “door closed and Check connectors X1.13 and X3.12. Check adjustment
locked” are defective. Limit switches S8.1 and S8.2 of limit switches S8.1 and S8.2 according to the V.M.I.
indicates closed doors but doors are not closed. Check wiring according to wiring diagram
& subsequent schematics
Or
Limit switches S8.1, S8.2 and S8.3 indicates “door Check connectors at door drive unit.
closed and locked” but door position sensor indicates Check wiring of position sensor according to
door movement. wiring diagram
Door does unlock within 1.5 seconds. Check connectors X1.13, X1.9 and X3.12. Check
adjustment of limit switches S8.1, S8.2 and S8.3
according to the V.M.I
Check wiring according to wiring diagram
& associated schematic drawings
Check, if obstacles exist between door leaves.
Or
Door position sensor indicates no door movement. Check connectors X1.13, X1.9 and X3.12 at drive unit.
Check wiring of position sensor according to the
wiring diagram & associated schematic drawings.
Exchange door position sensor.
Limit switches S8.1, S8.2 and S8.3 “Door closed and Check adjustment of limit switches S8.1, S8.2 and S8.3
locked” give different signals. “Door closed and locked”.
Check connectors at door drive unit.
Check wiring of position sensor according to wiring
diagram & associated schematic drawings.
Exchange limit switches S8.1, S8.2 and S8.3
“Door closed and locked” according to Exchange
Instruction
SOU.VS.09. 05. 13_H Page 127


Door position sensor fails to detect door movement Check connector X12 at door drive unit.
during three consecutive door operations. Exchange door position sensor.
Obstruction detection is activated on successive Check position of roller lever to upper and lower
closing sequences - (without reaching the closed guide rail, if they do not match (probably guide rails
position) – no free movement of door leaves. are loose or wrong adjusted – readjust guide
rails/roller lever according to the V.M.I.
Check door leaf parallelism and readjust according to
the V.M.I., if necessary.
Synchronising cable is too loose or connections to pull
arms are broken, readjust according to the V.M.I., if
necessary. Exchange synchronising cable according to
the V.M.I.
Note: It could also be caused by passengers

deliberately blocking the door. Open and close
the doors twice, ensure that no obstructions are
present.
Geared motor current monitoring system is activated Check if obstacles exist between door leaves.
on three successive opening sequences (without Check position of guide rails and readjust guide rails
reaching the open position) - no free movement of according to the V.M.I., if necessary.
door leaves. To re-initialise the typical motor current, switch off
the voltage supply, then press and hold the test
push button at the door control unit for more than
1.5 sec. whilst the voltage supply is switched back on.
Open and close the doors twice, ensuring no
obstructions are present.
Internal security relay defect. Internal door control error. Exchange door
control unit according to Exchange Instruction of the
V.M.I.
After forty door opening cycles light barrier is still Check alignment of light barrier, connector X11 and
interrupted or light barrier is defect. wiring of light barrier B1.
Clean light barrier covers from dirt, exchange light
barrier, if necessary.
Or
After ten door opening cycles light barrier is never Check alignment of light barrier, connector X11 and
interrupted or light barrier is defect. wiring of light barrier B1.
Clean light barrier covers from dirt, exchange light
barrier, if necessary
Motor current is higher than the typical motor Check adjustments of moveable parts on header
current for this door. gear, telescopic rail and guide rails according to
Assembly and Adjustment Instruction of the V.M.I.
SOU.VS.09. 05. 13_H Page 128


External open push button is defective – after Check connectors X20 and X21 and wiring of push
opening command the push button is activated for button (S1).
longer than 5 minutes. Exchange push button (S1) according to the V.M.I.
Internal open push button left is defective - after Check connector X22 and wiring of push button
opening command the push button is activated for (S2).
Internal open push button right is defective - after Check connector X23 and wiring of push button
opening command the push button is activated for (S4).
Door close push buttons are defective – after closing Check connectors X26 and X27 and wiring of push
command the push button is activated for longer than buttons (S3) and (S5).
5 minutes. Exchange push buttons according to the V.M.I.
Error at diagnostic memory. Exchange NOVRAM according to the V.M.I.
Or
If power supply is disconnected the battery back-up Exchange NOVRAM according to the V.M.I.
of NOVRAM is out of work. There is no possibility to
store data without power supply.
Or Check wiring and plugs, exchange door control unit

Contacts of data bus are broken. according to the V.M.I.
Or Check diagnostic codes with PC and diagnostic

Error on diagnostic system (diagnostic code is software DIAG V3.0 at RS 485 interface.
incorrect). For details of operation refer to the DIAG -
Operating instruction

Short circuit exists at output A1. Check door control unit, exchange door control unit
according to the V.M.I.
Or
Average current at output A1 of door control unit is Check input / output connectors X2, X22, X23.
over the nominal value. Replace push buttons (S2) and (S4), if necessary.
Replace wiring according to wiring diagram, if
necessary.
SOU.VS.09. 05. 13_H Page 129


Short circuit exists at output A2. Check door control unit, exchange door control unit,
if necessary.
Or
Average current at output A2 of door control unit is Check input and output connectors X2, X26, X27.
over the nominal value. Replace push buttons (S3) and (S5), if necessary.
Replace wiring according to wiring diagram
Short circuit exists at output A3. Check door control unit, exchange door control
Unit
Or
Average current at output A3 of door control unit is Check connector X2, X58 and X60.
over the nominal value. Exchange out of service indicators H1, H2, if
necessary.
Unit
Or
Average current at output A4 of door control Check input and output connector X2 at door control
unit is over the nominal value. unit.
Exchange out of service indicator H3, if necessary.
Short circuit exists at output A5 or A9. Check door control unit, exchange door control
Unit.
Or
Average current at output A5 or A9 of door control Check connectors X2, X81.
unit is over the nominal value. Exchange door warning buzzer H4, if necessary.
Replace wiring according to wiring diagram.

Unit.
Or
Average current at output A6 of door control unit is Check connectors X2, X81.
over the nominal value. Exchange door warning buzzer H4, if necessary.
Or
Short circuit exists at output A10 Check door control unit, exchange door control unit.
Or
Or
Short circuit exists at output A11. Check door control unit, exchange door control unit.
Or
SOU.VS.09. 05. 13_H Page 130

Or
Or
Or Check connectors X2, X21.

Average current at output A7 of door control unit is Exchange external open push button (S1), if
over the nominal value. necessary.
Unit.
Or
Average current at output A8 of door control unit is Check connectors X2, X20, X21 and X82 and
over the nominal value. components mounted at door leaf (S1, H3, H5).
Table 14 - Door System Fault Codes
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9. Correct Side Door Enable

The Class 377/6 is designed such that it can be easily configured so that at platforms
equipped with the PIBS the passenger saloon doors can only be released on the side of the
train indicated by the PIBS.
The Electrostar TCMS software already extracts and uses this data for Selective Door
Opening (SDO) based on the length of the platform; for class 377/6 this data will also be
used to provide Correct Side Door Enable (CSDE) functionality.
It will be possible for an authorised and trained maintainer to easily activate and de-activate
the CSDE functionality using a soft button located on the Vehicle Configuration screen on
the IDU.
In normal use the vehicle is fitted with a receiver antenna and a Tracklink II receiver. The
antenna is fixed to the underside of the train and is tuned to 8.8khz and receives a
transmission where data from the transmitter is encoded, the transmitter beacons are
located within the 4 foot.
When the Tracklink II antenna passes over one of the transmitter beacons, the antenna
receives the digitally encoded signal from the trackside transmitter, which is processed by
the receiver and encoded again for transmission to the TCMS.
Figure 92 - Tracklink II Configuration
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9.1 Assumptions
In order to provide an operational concept a number of assumptions have been made, these
are:
 The intention of the Correct Side Door Enable (CSDE) system is to provide a
reduction in risk of operator error where suitably configured PIBS equipment exists at
a platform. It cannot be considered as a failsafe method which will prevent the driver
from opening the doors on the wrong side.
 Not all platforms and stations will have beacons with CSDE information.
 Where this system is to be implemented, the existing beacon coding plugs will need
to be updated to include the CSDE bits as indicated in Table 16.
 Failure to detect a beacon with CSDE information at a platform, due to the beacon
not being present, not being updated with CSDE information, being faulty or any
other reason, will result in no CSDE protection at that platform.
 Where there is a single beacon on a bi-directional platform there will be no CSDE
protection.
 Drivers will be trained how to perform a manual override procedure
 There is no advance indication of CSDE to driver.
 Data is stored in a battery backed memory as per PIBS ULI and platform length data.
 Data is reset after the train has travelled a distance of 300m as per PIBS ULI and
platform length data.
The message data communication between the Platform Identification Beacon System
(PIBS) hardware and MITRAC has been defined as shown in the Table 15 below.
Byte Bit Content / Description

9 0–7 Message identity = 0x00
(Data Byte 0)
10 0–5 Platform length in meters (10 meters resolution). E.g. 0x01
(Data Byte1) = 10m, 0x0D = 130m
6 CSDE – Platform on Right (Non-Driver’s side)
7 CSDE – Platform on Left (Driver’s side)
11 0-7 Location ULI. (bits 0 – 7. Notes 12 bits total = 4095 ULI’s).
(Data Byte 2) e.g. 0x0F=16
12 0-3 Location ULI. (bits 8 – 11. Notes 12 bits total = 4095 ULI’s)
(Data Byte 3) 4 DC Current Limitation (1 bit) - Provisional
5-6 Reserved for future use. Default = ‘0’
7 CSDE Data Available
13 0 Type of data sent (1 bit)
(Data Byte 4) ‘0’ = Normal operation confirmation
‘1’ = Reset data confirmation
1 Spare. Default = ‘0’
2 Antenna fault (‘1’ = fault active)
3 Receiver fault (‘1’ = fault active)
4-7 Spare. Default = ‘0’
Table 15 - PIBS Mitrac Message Data
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The bits assigned to provide CSDE functionality are shown in bold and shaded grey; they
have been allocated:
 Byte 1, bit 7: The platform is on the left (Driver‟s side)

 Byte 1, bit 6: The platform is on the right (Non-Driver‟s side)
 Byte 3, bit 7: Beacon contains CSDE data
CSDE CSDE - CSDE - Antenna Receiver Description Action

Data Platform Platform Fault Fault
Available on Right on Left
Disallowed state Both Sides Door Release
0 0 0 0 Inhibited – TDS Event
1
Raised
Platform is on the Right Side Door Release

1 0 1 0 0 left in the Inhibited
direction of travel
Platform is on the Left Side Door Release

1 1 0 0 0 right in the Inhibited
direction of travel
There is a Both Sides Door Release

1 1 1 0 0 platform on both Enabled
sides
No CSDE data No change in train CSDE

0 X X 0 0
available state
Fault Detected Both Sides Door Release

X X X 1 X with On-Train Enabled – TDS Event
Antenna Raised
Fault Detected Both Sides Door Release

X X X X 1 with On-Train Enabled – TDS Event
Receiver Raised
Table 16 - CSDE inputs and TCMS response
A beacon with no CSDE information has been assigned such that a platform identification
signal can be maintained at platforms with 3 beacons, but no incorrect doors are enabled on
a bi-directional platform which has a single beacon.
The CSDE functionality can be enabled / disabled via the maintainer screen on the IDU;
when disabled, the opening of both side doors will always be enabled.
If release of the platform side doors is inhibited for any reason (e.g. faulty / failed beacon for
example) and the driver tries, but is unable, to release the platform side doors then an
audible alarm will be sounded and a visual indication given to the driver on the IDU; the
doors will require a manual override procedure to be released.
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If the beacon shows that it contains CSDE information, but both CSDE bits are set to 0 then
the train will fail safe and inhibit the release of doors on both sides; this will require a manual
override to release the doors. If the train detects a fault within its on-board PIBS equipment
then the train will continue to operate without any CSDE protection, preventing the need for
the driver to perform a manual override to release the doors at every station.
9.2 Compatibility with Selective Door Operation (SDO)

The CSDE functionality is implemented such that it has no effect on SDO operation; this will
be achieved by using it to inhibit operation of the door release push buttons on the wrong
side before SDO makes any decisions about which doors should be released.
If door release button is pressed on the platform side at a platform with CSDE then the
signal from the button operates as normal and the resulting decision from SDO about which
doors to release is made as per current Class 377 functionality.
If a door release button is pressed on an inhibited side then the signal from the button is
suppressed such that the rest of the software is not aware of any demand to release the
doors. All SDO information will be retained and when a valid release demand is made the
signal from the button will be allowed and SDO will decide which doors to release as per
current Class 377 functionality.
If a beacon is installed that contains CSDE data but no SDO data then currently the SDO
system will raise a TDS event stating that it has detected a beacon at a location where it
does not expect a beacon. This event will be suppressed when the CSDE functionality is
switched on and detects that the beacon contains CSDE data.
9.3 Platform Scenarios

This section details how the CSDE system will respond in the various platform and
operational scenarios expected to be encountered.
Left 8 Car Platform
Right
8 Car Platform
Figure 93 - Station Terminus
1. A train entering from direction A will pass over the LHS platform beacon and will
inhibit release of the RHS doors.
2. If the train is de-activated and then re-activated at the other end, the platform
indication code will be reversed and will inhibit release of the LHS doors.
3.
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8 Car Platform
Left
Beacon Figure 94 - Uni - Directional Platform
1. Any train entering this platform will pass over the LHS platform beacon, and will
8 Car Platform
A B
Beacon
Figure 95 - Bi-directional Platform – Single Beacon
1. As the train can pass the beacon from either direction a single beacon scenario
cannot provide a platform indication, in this scenario the beacon will indicate that it
contains no CSDE data. The TCMS will ignore the beacon, allowing either side doors
to be released.
5 Car Platform
Left Right
A B
Figure 96 - Bi-directional Platform – Dual Beacons
1. A train entering from direction A will pass over the LHS platform beacon and will
2. A train entering from direction B will pass over the RHS platform beacon and will
inhibit release of the LHS doors.
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4 Car Platform 6 Car Platform

S T U V
L A B R
L
L
R C D L
W X Y Z
4 Car Platform 3 Car Platform
Figure 97 - Bi-directional Platform with Crossover
1. A train entering from direction A and stopping at T will pass over the LHS platform
beacon and inhibit release of the RHS doors.
2. A train entering from direction A and stopping at V will pass over the LHS platform
beacon followed by the non-CSDE Beacon; it will stay in the LHS platform state and
3. A train entering from direction B and stopping at U will pass over the RHS platform
beacon and inhibit release of the LHS doors.
4. A train entering from direction B and stopping at S will pass over the RHS platform
beacon followed by the non-CSDE Beacon, remaining in the RHS platform state and
inhibiting release of the LHS doors.
5. A train entering from direction C and stopping at X will pass over the RHS platform
beacon and inhibit release of the LHS doors.
6. A train entering from direction C and stopping at Z will pass over the RHS platform
beacon followed by the non-CSDE Beacon, remaining in the RHS platform state and
inhibiting release of the LHS doors.
7. A train entering from direction D and stopping at Y will pass over the LHS platform
beacon and inhibit release of the RHS doors.
8. A train entering from direction D and stopping at W will pass over the LHS platform
beacon followed by the non-CSDE Beacon; remaining in the LHS platform state and
inhibiting release of the RHS doors.
9. A train entering from direction C and stopping at V will pass over the RHS platform
beacon followed by two LHS platform indications which will inhibit release of the RHS
doors.
10. A train entering from direction B and stopping at W will pass over the RHS platform
beacon followed by two LHS platform indications which will inhibit release of the RHS
doors.
NOTE: Only one beacon is required between the platforms for CSDE to work, two have been
shown here as they are required for the SDO solution.
NOTE: If only one beacon was used between platforms and it failed, door release would be
inhibited on the platform side if a train entered from B or C and stopped at W or V respectively. In
this situation a manual override procedure will be required to release the doors on the platform
side.
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9.4 Splitting Scenarios

Any platform indication data received by a train will be locally stored in each cab throughout
the train so that after a split each unit will be aware of the most recent platform indication
and will inhibit release of the doors on the opposite side.
Approach
5 Car Platform
Left Right
it 3 Unit 3 Unit 3 Unit 3 Unit 2 Unit 2 Unit 2 Unit 2 Unit 1 Unit 1 Unit 1 Unit 1
Depart Depart
Figure 98 - 12 Car Rake - 4 Car Split
1. A train entering as indicated will pass over the LHS platform beacon and inhibit
release of the RHS doors.
2. Unit 3 will split from units 1 & 2.
3. Unit 1 will still have the LHS platform indication, so release of the RHS doors will be
inhibited.
4. Unit 3 will have a RHS platform indication in the new direction, so release of the LHS
doors will be inhibited.
9.5 Joining Scenario - Same Direction

Depart
5 Car Platform
Left Right
Unit 3 Unit 2 X Unit 1
Approach Approach
Figure 99 - 8 Car Coupling to a 4 Car
1. A train entering as indicated will pass over the LHS platform beacon and inhibit
release of the RHS doors.
2. A second train entering the platform will also pass over the LHS platform beacon and
3. Unit 2 will join unit 1.
4. During activation, the cab in unit 1 will check the train for any CDSE data.
5. The LHS platform indication from units 2 agrees with unit 1 so the release of the RHS
doors is inhibited.
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9.6 Manual Override Procedure

The driver may be required to release the doors on the side which has been inhibited by the
CSDE system; this will be achieved by following the steps:
1. The driver presses the door release buttons on the inhibited side.
2. The doors are not released, the train fault alarm is sounded and the CSDE Conflict
Screen is shown on the IDU, see Figure 1. The “CSDE Conflict Detected” Category C
TDS event is raised.
3. The driver reads the on-screen message and presses the TFA button which stops
the alarm.
4. After checking which side of the train the platform is on, the driver must press the
door release buttons on the side to be released within 30 seconds of pressing the
TFA button?
Note: If 30 seconds elapses without the door release buttons being pressed then the
system reverts to its original state i.e. the non-platform side doors are inhibited from
release.
The 30 seconds time delay shall be configurable in each VCU-6U using DCUTerm
5. TCMS now releases the side which was pressed:
a) If the side which the PIBS beacon indicated as the platform side is released
then the other side remains inhibited (If pressed to release again the process
starts from step 1).
b) If the side which the PIBS beacon indicated as the non-platform side is
released then either side doors can now be released without the need for a
manual override.
6. The driver accepts the CSDE Conflict screen on the IDU and the Doors Status
Screen is presented.
Figure 100 - CSDE Conflict Screen
SOU.VS.09. 05. 13_H Page 140

9.7 Behaviour of TFA button during Manual Override Procedure

The category „A‟ alarm and TFA button have been utilised to alert the driver that a conflict
has been detected; utilising these in this way ensures that the driver responds as they would
be expected to respond to a normal Category „A‟ event. It is likely to cause confusion if
further events are raised during the manual override procedure, therefore the visual and
audible reporting of category „A‟ events will be suppressed until the manual override has
been successfully completed and the doors are released.
Any Category „B‟ events that become active during the Manual override procedure will be
displayed as per the other IDU screens and can be acknowledged by the driver on the IDU
immediately, or the driver can continue with the override procedure without the need to
acknowledge the event.
9.8 Failure Conditions

The PIBS equipment may inform TCMS that there has been a hardware fault either with the
on-board receiver or the on-board antenna. When there is a fault detected:
 No sides will be inhibited and no CSDE functionality will be provided

 A Maintainer Only Category „C‟ TDS Event will be raised
 The driver will not be informed that the system is not available
9.9 Safety Considerations and Limitations
 The CSDE system will have no effect on the operation of the emergency egress
handles.
 The CSDE system will have no effect on the operation of the SDO system.
 Whenever there is sufficient information from platform beacons the release of the
wrong side doors will be inhibited.
 This is not a failsafe system, in order to achieve this the following would be
required:
 CSDE beacons at every platform at every station
 Door Release inhibited where a beacon is not seen, requiring manual override
 It shall always be possible to release either side doors using the manual override
procedure.
 The manual override procedure employed must ensure that the driver takes
special consideration to the side of the train that is being opened.
 When joining, if two units disagree on the platform side in the new direction of
travel then door release will be inhibited on both sides and a manual override
procedure will be required.
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10. Cab Doors

Pneumatic assisted sliding plug single leaf doors are provided on both sides of the Driver‟s
cab. The cab door window has a tamper-proof facility to enable maintenance staff to lock the
cab door side window in the closed position.
Interlock switches are fitted to the cab door lock mechanism. If any cab door is not fully
closed and locked, door interlock will not be achieved. The Door Close/Interlock push
buttons/indicators will not illuminate and the BIL‟s will not extinguish. The statuses of all the
cab doors in the unit are advised to the Driver on the TCMS IDU.
A speed controlled EP Valve will prevent the doors from being opened at a speed greater
than 5km/h. In the event of a door failure which resulted in the doors opening at speed
(>5km/h) an emergency brake application would be initiated after a delay of 5 seconds.
A flap type access handle is fitted on the side of the Cab forward of each door leaf. To
prevent un-authorised use, it is possible to lock this handle in the closed position with a
standard square carriage key. Locking of this device does not prevent operation of the door
from inside the Vehicle.
Two hand grips are recessed into the door leaf, each being set at a height to allow the
personnel to reach one from either platform or track level.
Figure 101 - Cab Door
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10.1 Cab Door Egress

A flap type egress device is fitted adjacent to each door on either side of the cab back wall.
It is not possible to lock this device.
The preferred method of exiting the cab is by pressing the rubber push button on the internal
egress device. This operation unlocks and unplugs the door pneumatically. Full opening can
then be achieved manually using the handle fitted to the inside of the door.
In the event of an emergency or if no air is available pulling the internal egress handle will
result in the mechanical unlocking and partial opening of the door. When released the
handle retracts to its normal position flush with its housing.
Figure 102 - Cab Door Egress device

10.2 Cab Door Access
Insert a carriage key in the external access device lock
and turn 90 clockwise. Pull the external access handle
resulting in the pneumatically assisted mechanical
unlocking and partial opening of the door. When released
the handle retracts to its normal position flush with its
housing. Full opening can then be achieved manually
using either of the recessed handgrips located in the
outside of the door.
Once inside the Cab, using the internal door handle, slide
the door along with sufficient force until it starts to plug. It
will then be pneumatically picked up and assisted to the
closed and locked position.
Figure 103 - Cab Door Access Handle
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10.3 Cab Door Component Layout
23 8 10 21 13
4 9 11 12
7
14
6
20 24
25
17
5
16
3
22 15
2
18
1
19
Figure 104 - Cab Door
1 Bump Stop 22 Hook 3 Emergency Access Device
34 Bowden Cable 54 Door Leaf 6 Handle
7 Drop Light Window 8 Door Cylinder 9 Throttle Valve
10 Roller Lever Valve Door Closed & Locked

11 12 Bump Stop
Limit Switch
Emergency Egress
13 Bowden Cable 14 15 Door Lock
Device
Door Out of Service Limit
16 Switch 17 Door Pillar 18 Bottom Guide rail
19 Bottom Roller Lever 20 Door Seal 21 Roller Lever & Top Guide Rail
22 Finger Protection Rubber 23 Telescopic Rail 24 Push Button
25 Outside Handle
SOU.VS.09. 05. 13_H Page 145

33 34
31
32
35 36 37 38 39 40
Figure 105 - Cab Door Headergear
Key:
31
1 Door Cylinder 2
32 Pressure Regulator 33 Throttle Valve for Closing
3 Throttle Valve for Opening 4 Roller Lever Valve

34 35 36 Bowden Cable fixing
emergency operated
Roller Lever Valve (98% Door Closed & Locked Limit
37 Shuttle Valve 38 39
door closed) Switch
40 Rubber Bump Stop
SOU.VS.09. 05. 13_H Page 146

10.4 Fault Finding

10.4.1 Power supply and Air supply
 Check if power supply connector X14 (2) on the drive mechanism is correctly connected.
 If no power supply is available, check the vehicle conditions.
 Check that the pressure regulator (1) is correctly connected to the system at (3).
 If correctly connected, check the air pressure on pressure regulator (1) is adjusted to 6 ±
1 bar.
2
3
Figure 106 - Connections at Drive Mechanism
Key:
1 Pressure Regulator 2 Power Supply Connector X14

Connection Point To Pressure
3 Regulator
SOU.VS.09. 05. 13_H Page 147

10.4.2 A Door not Locking or unlocking pneumatically

1. Check, if air supply is available and the pressure regulator (32) is set to 6 bar
Inspection result Possible failure and required reparation/ action

Pressure regulator is reading <6bar Check vehicle air supply if train condition of 4.5 – 10, 7 bar is
available.
If vehicle air supply is correct then the pressure regulator is low
adjusted or defective. – Readjust pressure regulator or exchange it, if
required.
Exchange procedure: - isolate the air supply at the main isolating
cock
- disconnecting the pipe work
- unscrewing the fastening screws
- replacing the regulator
- tightening the fastening screws
- reconnecting the pipe work.
Or
Pressure regulator is reading 6bar Failure cannot be located yet and the following procedure is
required.
Check the push button (24).
Pipe connection to the push button is Reconnect the defective connection point in accordance with
not correct or pipe work has severe pneumatic diagram or Exchange the defective pipe in accordance
bend preventing air flow. with pneumatic diagram.
Or
Pipe connection and pipe work are Exchange the defective pipe in accordance with pneumatic diagram.
fitted correctly.
Check the roller lever valve

“emergency operated” (35).
Pipe connection to the roller lever If failure still is present proceed with the following procedure.
valve is not correct or the pipe work
has severe bend preventing air flow.
Or
Pipe connection and pipe work are Reconnect the defective connection point in accordance with
fitted correctly. pneumatic diagram or Exchange the defective pipe in accordance
with pneumatic diagram.
Check if the shuttle valve (37) is

working correctly.
Pipe connection to the shuttle valve is Check if the throttle valve is set correct to achieve the specified door
not correct or pipe work has severe opening time. If door still does not open then exchange defective
bend preventing air flow. valve.
Check if door cylinder (31) receives an

air supply.
Pipe connection to the cylinder is not Reconnect the defective connection point in accordance with
correct. pneumatic diagram or Exchange the defective pipe in accordance
with pneumatic diagram.
Or
Pipe work to the cylinder has severe Reconnect the defective connection point in accordance with
bend preventing air flow. pneumatic diagram.
SOU.VS.09. 05. 13_H Page 148

Check if throttle valve (for opening;

34) receives air supply Exchange the defective pipe in accordance with pneumatic
Adjustment screw is screwed further Diagram.
in thereby stopping air flow.
Or Screw the adjustment screw further out to ensure air flow to the
Adjustment screw is correct - air flow cylinder.
to the cylinder ensured.
Check cylinder if defective (hard movement available or no

Check close side of cylinder (31) if still movement possible). - Exchange defective cylinder inclusive throttle
pressurised. valve.
Throttle valve (item 18) is activated.
Or The valve must be released, therefore check the adjustment of the

Adjustment screw is screwed further valve and readjustments (if required).
in thereby stopping air flow free
reverse running from cylinder to Screw the adjustment screw further out to ensure air flow.
98% closed valve (38).
Check the roller lever valve 98%

closed (38). Readjustment in accordance with the VMI is required.
Roller valve is badly adjusted and air is
retained on the actuator.
Or Reconnect the defective connection point in accordance with

Pipe connection to the roller lever pneumatic diagram, if all pipe work is correct exchange defective
valve is not correct or has severe bend valve in accordance with the VMI.
preventing air flow.
Check if mechanical restriction

prevent the door opening Check the adjustment of the upper and lower guide rails and the
The roller swing arms of the door door pillar in accordance with the VMI to ensure free door
pillar run hard in the guide rails. movement.
Or Check the adjustments of the telescopic rail in accordance with the

The moveable parts of the telescopic VMI (in consideration of parallelism and height of the door leaf) to
rail move hard ensure free door movement.
Or Check the adjustments of moveable parts (i.e. support lever-item 10)

Moveable parts on header gear do not in consideration of parallelism and height of the door leaf in
move. accordance with the VMI.
Or Check the situation and adjustments in accordance with the VMI.

Wrong adjustment of upper catch
hook device prevents door opening or
makes it difficult to open the door.
Or Check the situation and adjustments in accordance with the VMI.

Wrong adjustment of hook plate (02)
in bottom area prevents door opening
or makes it difficult to open the door.
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11. Toilet Systems

The Class 377/6 Electrostar is equipped with two onboard toilets, compromising of a
universal toilet module located with the PTOSL (W) vehicle and a Space-saver Toilet
(SSWC) located within the MOSL vehicle.
Each toilet has its own separate Controlled Emissions Tank (CET) which are fitted to the
underframe of the MOSL and PTOSL (W) cars respectively. The capacity of tank is 340 litres
and is emptied via a 2¼" cam-lock connector. The tank is fitted with sensors to enable it to
identify when it is nearly full, and hence the toilet must be locked out of service. The tank is
also fitted with a heating mat to prevent freezing.
A fresh water tank is fitted in the ceiling of each MOSL and PTOSL (W) car and has a
capacity of 230 litres. The water level detection is achieved via a sensor, and when the tank
is empty the toilet must be locked out of service. The tank is fitted with a heating mat to
prevent freezing.
Toilet
Status
Indicators
Universal
Toilet
Figure 107 - Universel Toilet PTOSL (W) Car
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11.1 Toilet System Overview

The toilet system itself which is a vandalism proof vacuum system, the system minimises the
use of water, by utilising only 0.5 liters of water per flush to efficiently flush the bowl with high
pressure water.
4
2
5 8
3
9
6
Figure 108 - Toilet Vacuum Unit
Key:
1 WC seat and cover 22 Toilet bowl
33 Control unit 44 Pressure switch
Intermediate tank 66 Outlet gate valve

55
Outlet 88 Inlet gate valve
77
9 Flush water tank
9
The vacuum toilet assembly is designed to transport the waste from the toilet bowl to a
waste tank, during normal operation the vacuum unit will be in standby mode until a flush
cycle is initiated.
The vacuum unit will perform a flush cycle and revert to standby mode afterwards. The LED
of the push button is permanently “on”.
The toilet bowl construction is of stainless steel and is fitted with three flush nozzles and a
bowl sensor, the design and placement of the flush nozzles allows for the low water
consumption of 0.5 litres per flush, and the bowl sensor ensures that the bowl will not
overflow.
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Figure 109 - Toilet Bowl, Flush Nozzle and Bowl Sensor
The control unit is equipped with a micro processor. It controls the flush cycles and monitors
all necessary functions. It switches 8 freely programmable outlets.
11.2 Toilet Operation

The toilet operation consists of four key steps as follows:
Flushing the toilet bowl and evacuating the intermediate tank:
Pressing the flush push button will start the flush sequence. It lasts a maximum of 25
seconds, however if the water tank of the Vacuum Tank is not filled within this time an
additional opening time of 60 seconds will be given. The water tank of the Vacuum Tank will
be pressurized by the supplied compressed air to rinse the water through the spray nozzles
into the bowl.
The LED of the push button is deactivated during the flush cycle.
In parallel with the rinsing activity the intermediate tank evacuation starts. It will be
evacuated by the vacuum pump down to a level of – 0.5 to – 0.6 bar. Upon completion of the
rinsing activity the water tank will be refilled by opening the water inlet valve.
Figure 110 - Evacuating the Intermediate Tank
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Emptying the Bowl
The inlet valve solenoid valve will be activated and the inlet valve opens the direction bowl –
intermediate tank. The vacuum of the intermediate tank sucks the content of the bowl into it.
Figure 111 - Emptying the Bowl
Initial Water Supply
The water tank of the Vacuum Tank will be pressurized by the supplied compressed air to
rinse the water through the spray nozzles into the bowl as an initial water supply.
Figure 112 - Initial Water Supply
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Emptying the intermediate tank
The solenoid valve for leading pressured air into the intermediate tank will be opened to
pressurize it up to +0.6 bar. Afterwards the corresponding solenoid valve for the outlet valve
will be activated to deliver the content of the intermediate tank through the pipe into the
waste water tank. The cycle will be finished by refilling the water tank. Therefore the water
inlet valve will be opened until water is detected again.
Figure 113 - Emptying the Intermediate Tank
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11.3 Control Unit

The control unit is equipped with a micro processor. It controls the flush cycles and monitors
all necessary functions. It switches 8 freely programmable outlets as follows:
 Vacuum in intermediate tank - by drive of the 3/2 ways solenoid valves Y3 and Y2
(outlet 1 and 5).
 Flushing the toilet bowl - by drive of the 3/2 way solenoid Y1 pressure build-up in the
water tank. Flush water is released through spray nozzles with the working air
pressure.
 Water flow into the water tank - by drive of the 2/2 way solenoid Y6 (outlet 3).
 Inlet valve open & close - by drive of the 5/2 way solenoid Y5 (outlet 4) open & close
connection between bowl and intermediate tank
 Pressure build-up in inter mediate tank - by drive of the 3/2 way solenoid Y2 (outlet
5).
 Outlet valve open & close - by drive of the 5/2 way solenoid Y4 (outlet 6) - open &
close connection between intermediate tank and waste piping.
 Exit 7: not used.
 Exit 8: Pressure sensor B4
Figure 114 - Control Unit
The flush cycle is programming controlled (six solenoids). The control unit permanently
monitors the toilet system operation.
An integrated failure mode detects failures (e.g. low flush water, clogging, low or missing air-
pressure etc.). The microprocessor takes the necessary action to clear the error.
If this is not possible the toilet will be shut down. The error and its type can be monitored at
the external connect service terminal. An internal counter registers the number of flush
cycles and faults occurred. This allows for timely repair/service or preventive action.
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11.4 Vacuum Unit

The vacuum pump charges the intermediate tank with pressure and vacuum. The elements
are:
 Vacuum pump (ejector)

 3/2 way solenoids Y1 (flushing), Y2 (pressure) and Y3 (vacuum)
 Safety valve (protecting the intermediate tank against overpressure; releases at 1.4
bar)
 Pneumatic & mechanical installation hardware
2 3
Figure 115 - Vacuum Unit
Key:
1 Compressed Air Output 22 Safety Valve
33 Solenoid Valves 44 Test Connection
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11.5 Intermediate Tank Assembly

The intermediate tank assembly consists of:
 The intermediate tank (PE)

 The water tank (with integrated level sensor) for flush water
 The interface connection plate
 Flanges to attach other components & assemblies.
1 2
3 4 5 6 7
9 8
Figure 116 - Intermediate Tank
Key:
1 Outer Gate Valve 22 Rubber Elbow 3 Compressed Air Input
34 Compressed Air output 54 Water Input 6 Compressed Air output
7 Safety valve Test Conduit Electrical Connection

8 9
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11.6 Sliding Gate Valve

The inlet gate valve opens and closes the connection between toilet bowl and intermediate
tank. The outlet gate valve opens the connection between intermediate tank and waste
water tank. Both valves are equipped with a self-cleaning device.
2
1
Figure 117 - Sliding Gate Valve
Key:
1 Sliding Gate Valve 22 Solenoid Valve
33 Pneumatic short stroke cylinder 44 Sliding Gate
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11.7 Control board

The control board controls and monitors the functionality of the Evac vacuum toilet system.
The control board is equipped with an RS Box to monitor the immediate system status. A
thermostat on the control board monitors the temperature and actuates the partial freeze
draining if the temperature falls beneath a preset value.
6
2
5
4 8
3
10
7
9
Figure 118 - Control Board
Key:
1 Plug Board 22 Terminal Strip 3 SCN FRE U H DIO-module
34 SCN Patch Plate 54 RS - Box 6 DC/DC Convertor
7 Solenoid valve Thermostat Test Connection

8 9
10 Filter Pressure Regulator
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11.8 Back-Flush Unit

The Back-flush unit provides an immediate status of system working conditions. The status
is displayed on a double-digit 7-segment display.
Obstructions can be cleared by pressing buttons R or S.
Figure 119 - Back Flush Unit
The Back-flush unit has the following features:
 System status report.

 Back-flush button R.
 Service-flush button S (Flush without water).
 Button # (communication mode).
 Sub-D connector (9-pole) for EVAC service terminal or service terminal on PC.
Note: If the EVAC service terminal or service terminal on PC is connected the functionalities
of the RS-Box are unavailable.
The LED display of the back-Flush unit provides the following service code error messages:
Display Description
00 System healthy
01 Waste tank full
02 No compressed air
03 Pressure vacuum
04 Pressure detected
05 Bowl full
06 No water
40 No D I/O module TMS1 detection
41 No D I/O module FRE detection
44 No D I/O module TAN (Fresh water tank & out of order indicator) detection
45 No STC VT connection
48 No D I/O module TMS2 detection
87 Freeze drain active
88 Initial start-up/reset
90 Terminal (PC) connected
92 Service terminal HT793 connected
Table 17 - Back-Flush unit Error Codes
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After the recognition of an error (except: Waste tank full) the control unit will initiate
applicable error correction routines. During the correction routines the respective LED is
shown as continuous light. At the same time the external „WC-out of service‟ light of the
coach is not illuminated. If the error cannot be corrected automatically the control unit
switches of the toilet unit.
The LED code indication on the RS-box and the „WC-out of service‟ display starts blinking.
11.9 Water System Panel

The water system panel distributes the water to the from fresh water tank to the system. The
water system panel is equipped with a ball valve to activate the full freeze drain routine and
a ball valve for maintenance. The maintenance ball valve is used to shut off the water from
the system for maintenance purposes such as cleaning the water filter.
3
4 5
Figure 120 - Water System Panel
Key:
1 Outlet for freeze drain 22 Ball Valve full freeze drain 3 Inlet from fresh water tank
34 Pneumatic Valve 45 Quick Exhaust Valve 6 Ball Valve for maintenance
7 Water Filter
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11.10 Fresh water tank

The fresh water tank is made from PE with fibre glass insulation. It has a volume of 230 litres
and is also equipped with a heating mat and a level sensor.
The level sensor is activated when the fresh water tank is empty.
4
Figure 121 - Fresh Water Tank
Key:
1 Level Sensor 22 Filling Connection
33 Connector for Heating Mat 44 Outlet to Toilet System
11.11 Partial freeze drain routine

The partial freeze drain routine is triggered by the thermostat mounted on the control board.
The partial freeze drain empties most of the pipe work and the toilet. When the temperature
on the sanitary control board detects a temperature below 2° C the partial freeze drain
routine will be activated automatically.
The LED 87 Freeze drain active on the RS-Box is illuminated constantly. The pneumatic
valve on the water system panel will be closed to shut off the fresh water supply from the
fresh water tank.
The toilet performs several cycles to empty the piping and the initial water supply in the toilet
bowl. After the freeze drain routine is completed 87 on the RS-Box starts blinking.
When the temperature rises above 2° C the pneumatic valve on the water system panel will
be opened again.
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11.12 Full freeze drain routine

The full freeze drain routine is triggered by the ball valve on the water system panel. When
the ball valve is opened the fresh water tank will be emptied completely. After the fresh water
tank is emptied the partial freeze drain routine will be started additionally. The partial freeze
drain, will the empty most of the pipe work and the toilet.
11.13 Troubleshooting and Actions

The following tables summarise the potential faults that can arise, and the subsequent
troubleshooting actions that may be required:
Code 01: Waste Water Tank Full

Possible Cause Action
WWT Full Empty WWT
Float Switch Clogged Clean component
Float Switch Defect Replace Component
Code 02: Pressure Rise
No Compressed Air Available Check compressed air supply
Test Conduit Untaught Check test conduit, must be closed with a blind plug.
Inlet Outlet gate valve leaky Replace component
Pressure switch defect Replace component
Wrong supply connections Check compressed air connection
Code 03: Pressure Vacuum
Overpressure instead of vacuum; waste water Remove clogging in the waste water piping
piping clogged
WWT full Empty WWT
Vacuum pump defect Replace component
Code 04: Pressure Detected
Blockage in the waste pipe or tank. Pressure Remove clogging in the waste water piping
cannot be reduced, waste water tank is full,
frozen or cannot be vented.
Pressure switch defect Replace component
Outlet gate valve does not open Connect service terminal and activate
maintenance mode: manually control outlet
gate valves
Note: Do not open the inlet gate valve!
Code 05: Bowl full
Bowl level to high Activate service flush or reverse flush (low
pressure) or reverse flush (hard) on the RSBox
Bowl sensor defect Replace component
Exhaust piping clogged Clean the exhaust piping
Code 06: No Water
FWT empty Fill FWT
Water filter clogged Clean component
Water inlet valve defect Replace component
Table 18 - Error Codes 01 -06
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Code 40: no D I/O module TMS1 detection

No connection to module. Check connection to module
Module defective Replace module
Code 41: no D I/O module FRE detection
Code 44: no D I/O module TAN (Fresh water tank & out of order indicator) detection
Code 45: no STC VT connection
No connection to toilet. Check connection to toilet.
Code 48 : no D I/O module TMS2 detection
Table 19 - Error Codes Continued...
11.14 Back Flush Function

Empty the bowl as far as possible, and ensure that the complete opening of the bowl is
covered!
The Back – Flush functions tries to ensure that blockages are pushed out of the bowl by
compressed air; the Back-flush button must be pressed for at least 1 second.
There are 4 different Pressure levels associated with the back – flush feature:
 Very weak
 Weak
 Moderate
 High
The moderate reverse flush may be incrementally increased in intensity by repeated

pressing the back flush button.
An intense reverse flush may be activated by pressing back flush and service flush buttons
simultaneously.
11.15 Reverse Flush

Empty the bowl as far as possible and ensure that the complete opening of the bowl must be
covered!
The reverse flush function tries to ensure blockages are pushed out of bowl by compressed
air.
Press the «Back flush» Button for at least 1 second.
First pushing  shock pressure will be applied to the system (very weak pressure).
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Then by pressing the back flush button for 1 second the following sequence will occur:
 Automatic valve actuation.

 The pressure in the intermediate tank is scanned. If excess pressure is detected, the
sequence will be interrupted.
 Shock pressure applied (very weak pressure).
When the blockage is loosened it should be removed from the bowl. The toilet is now
operational and the flush button could be pressed.
If the unit is still blocked press the back flush button for a second time within 2 minutes, and
the following sequence will occur.

 Pressure release as described above.
 2. shock pressure (weak pressure)
When the blockage is loosened it should be removed. The toilet is now operational and the
flush button could be pressed.
This sequence can be followed for up to four attempts
11.16 Hard Reverse Flush

Press the back flush and service flush buttons for 1 second simultaneously. The following
program ensues:

 Pressure release as described above.
 Hard reverse flush (high pressure).
When the blockage is loosened it shall be removed. The toilet is now operational. Press
flush button.
If the blockage is not removed:
Activate a second hard reverse flush (high pressure) by pressing buttons back flush and
service flush again!
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11.17 Wallgate Unit

A 'Wallgate' unit is provided which includes sink, hot water tap, soap dispenser and hot air
dryer. All are controlled by pushbuttons. There is a mirror above the 'Wallgate' unit, and a
second mirror on the far wall.
2 3
1
4
6
5
Figure 122 - Wallgate Wash Unit (Internal View)
Key:
1 Water Solenoid Valve 22 Water Heater Relay 3 Hand Drier Relay
34 PLC 45 Hand Drier 6 Water Flow Switch
The following flowcharts summarise the required fault finding resolution for issues with the
Wallgate unit:
No Operation of unit No Soap Operation Is soap level in reservoir tank

 sufficient?
Check that the pushbuttons If the soap push button light
are plugged into the wiring is not illuminated follow no Prime soap system using
harness
operation checks prime switch pad in lower

draw
110v DC Supply to
With the soap push button
Connector PL2 terminals
A+B light ‘On’ listen for the pump
 motor running when
24v DC Supply to PLC activated

If pump is not running,
either pushbutton or pump
might be faulty or wiring
connection fault
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No Water Operation No Drier Operation
If water pushbutton light is If Drier pushbutton light is

not illuminated has soap not illuminated has water
function been operated? function been operated?
Has push button been Has push button been

plugged into wiring harness plugged into wiring harness
Does water PB Light flash Does Drier PB Light flash

once operated, if so the fault once operated, if so the fault
may lie with water solenoid may lie with Drier fan
valve or associated wiring assembly or associated
wiring?
Is there a water supply? Are
taps open, is tank full? Are Carbon brushes on fan
Operate several times in motor worn? Is operation of
case of air lock solid state relay 2 correct?
Possibly a fault with When replacing motor

Pushbutton, solenoid valve carbons also check condition
or PLC of air heater
The toilet is also equipped with two 'Call-for-Aid' alarms directly linked into the PIS/PAS/PA
system; additionally there is a smoke detector within the ceiling which linked to the TCMS.
An air-freshener of the type fitted to Class 171 will be fitted.
Out of service and Engaged indicators are fitted to the exterior of the module.
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12. On – Train Data Recorder

12.1 General Overview
Each DMOS vehicle is fitted with a Teloc 1500 On-Train Data Recorder (OTDR).
The OTDR is configured such that a combination of hardwired and serially transmitted,
digital and analogue, data signals can be recorded. Both OTDRs on a Unit operate at all
times and a number of the serially transmitted signals are recorded at both ends of the unit.
Data on the recorder can be downloaded using bespoke software loaded on a standard PC
connected with an RS232 serial lead to the OTDR download port mounted in the Cab Back
Wall, or using a special USB memory stick inserted directly into the OTDR unit.
In addition, the OTDR is fitted with a data transmission board which enables data to be
downloaded to wayside. Data from the OTDR will be downloaded via a local modem / aerial.
Figure 123 - Data Download to the Wayside
There are two WI-Fi Access Points (Selhurst 1 and Selhurst 2) installed at the Depot of
Southern Railways. When trains are passing during normal service a Wi-Fi connection is
established between the train and the depot.
As soon as the connection is established the journey files will be downloaded to the Local
(TAPAS) server at the depot.
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A conversion utility running on the (TAPAS) server will convert the journey file into a
proprietary format that can be post processed on the TAPAS routine server.
The recorded data will be download to a FTP server (“TAPAS”-server) in Journey files if a
Wi-Fi connection is available. Before sending data the OTDR will verify if Wi-Fi connection to
the Wi-Fi access points is available.
The OTDR will have a set of unused channels - four analogue and sixteen digital channels.
These channels will be connected to a terminal point to enable easy connection to these
channels in the future.
The main parts of the OTDR system are a combination of Trainborne equipment and off-
board equipment which is required for receiving the data, consisting of:
 The data recorder TELCO 1500 (TDR) with the Railway Router which is connected to
the antenna on the
 Other hand the off-board equipment which is required for receiving the data.
Figure 124 - On - Train Data Recorder Architecture
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12.2 System Description

The Teloc 1500 OTDR is equipped with an LED Status Indicator display located on front side
of the unit, the display provides and instant overview of the actual operational state of the
unit. In case of a failure this display is the first source of information in order to get a primary
orientation about the failure‟s cause and source.
LED Display
Figure 125 - Teloc 1500 OTDR
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LED Status Component with unit “ON“ Countermeasures

+5 V Lights green The internal +5 V supply voltage works
correctly. If this LED goes out, please make
sure that the OTDR unit is correctly
connected to the vehicle battery;
+/-12v Lights green The two internal ±12 V supply voltages work
correctly. If this LED goes out, the same as
for the “LED +5V” is valid.
Run Flashes green The OTDR unit software works correctly and
communication with the service unit is
possible. The flash frequency is proportional
to the TELOC®1500 load.
Important: the flashing display stays even
when no or a wrong configuration was
loaded.
Off An error in the unit software has been
detected. The TELOC®1500 must be replaced.
Rec Lights green The OTDR recording function works
correctly.
Flashes green Simple alarm – a non-serious error has been Read error message,
detected in the system. The vehicle can eliminate fault and
remain in operation, since the operational delete error message
data is recorded correctly. with the service unit.
Off Fatal alarm – a serious error has been Read error message,
detected in the system. The recording has eliminate fault and
been interrupted; the TELOC®1500 must be delete error message
replaced. with the service unit.
Info Lights Red An internal problem or – if the “EXT” LED Read error message,
lights up simultaneously – an external eliminate fault and
problem has been detected. delete error message
The recording is not interrupted. If no other with the service unit.
problems are indicated at the same time, the
OTDR works correctly
Ext Lights Red If the LED “REC” flashes or goes out and the
LED “EXT” lights up simultaneously, this
indicates an error in a peripheral device. The
fault source is not located in the OTDR.
User Lights Yellow
Table 20 - OTDR LED Display Table
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12.3 Railway Router

The Railway Router is a communication module for railways. The unit is a compact router
and enables fast and secure data transmission between two or more sites. The Railway
Router also contains a GPS receiver.
The Railway Router requires a SIM card of a local telecom provider to transmit the data.
The GPS position is detected by the Railway Router which contains a GPS module.
The GPS position is immediately transmitted to the OTDR, which stores the GPS position in
the database. After the device power up the setup of the connection may take up to two
minutes. However, the time until a valid position has been received from the GPS satellites
will be longer.
Figure 126 - Railway Router
The GPS position is sent every 30 seconds (this interval will be made configurable) to a
“GPS”-server.
The IP address of this “GPS”-server will be stored in the TELOC configuration. The Railway
Router is configured with a static route, that the GPS broadcasting (identified by IP address)
will always use the GSM transmission. The status of the GSM is checked before sending the
position. If no GSM is available then no data will be sent which means that the positions are
not sent via Wi-Fi.
The following data will be broadcasted:

 Vehicle ID
 GPS position
 Current Speed
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12.4 Antenna and Diplexer

The antenna for train borne wireless communication has connector for the various GSM
frequencies and a connector for the GPS. As the Railway Router has separate connectors
for GSM, GPS and Wi-Fi a diplexer is put between the antenna and the railway router. The
diplexer implements the required frequency domain multiplexing.
Figure 127 - Antenna and Diplexer
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12.5 Download and Analysis

The OTDR recorder can be downloaded using bespoke software loaded on a standard PC
connected with an RS232 serial lead to the OTDR download port mounted in the Cab Back
Wall, or using a special USB memory stick inserted directly into the OTDR unit.
Figure 128 - USB Download Function
Usually, the following memory types are used:
Residual distance memory (STM): also called Short Term Memory. In this memory, the
signals are recorded with a high resolution, since the exact and detailed recording of speed
as well as digital and analogue signals of the last covered distance are used for accident
data analysis.
Long term memory (LTM): This memory has a large capacity and records the speed as
well as digital and analogue signals over a longer period, though less detailed as the
residual distance memory and thus serves as a vehicle journey log.
Event memory (EVM): This memory, disposes mostly over a small capacity. Furthermore,
the event memory can also be used like a residual distance memory or a LTM and may be
configured like an STM or LTM.
Statistic memory (STA): serves to establish a statistic of regularly recurring events and
operation states including overall time and distance, such as the number of starts, automatic
brake applications, overspeeds, etc. The statistic memory has a fixed size and can store up
to 32 events.
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The table below summarises the features provided within MultiRec-SG software.
The SG-Software is structured so that its operation is easy to learn; you can very quickly find
your way around in its menu-driven levels.
Title Function
Data The data menu allows the user to manage the data that has been stored in the unit,
for example: transfer the data stored in the unit to a PC, erase data from the unit.
Configuration The configuration menu allows the user to read and change the TELOC® central unit's
configuration. Also allows the alteration/gathering of parameters set in the unit
Diagnose The diagnose menu allows the user to see information in the TELOC® in ‘real time’.
For example: View errors that are registered; check the configuration version and
check inputs.
Manage The manage menu allows control of the adjustable SG parameters. For example:
Communication port settings, user setup and language selection
View The view menu allows selection and de-selection of SG task bars
Utilities The utilities menu allows access to a language translation tool and controls license
key options
Help The help menu allows access to the help desk via a general contents format and a
mouse position selector. Also give the user access to the SG software version
information
Table 21 - Menu Overview
12.6 Getting Started

Connect the RS232 lead to the PC serial port and the OTDR. (This can be at anytime; it
makes no difference if the PC or the OTDR is powered up or not).
Power up both the OTDR and the PC before attempting to use the MultiRec-SG software,
failure to power up either will result in communication errors.
The following sections are written assuming the procedure described in Ref. 1) above has
been followed. This instruction has been written to give hints, wherever possible, to help the
user use the various function provided by MultiRec-SG.
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Step 1 - Select: <Start/Programs/HaslerRail / MultiRec-SG/ MultiRec-SG>
Figure 129 - Opening Software
Step 2 - Enter the <Name> &< Password> defined to you by your administrator and select
the required equipment type (TEL®1000 or TELOC®1500/TELOC®2500
Figure 130 - Recorder Selection
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Step 3 - Click <OK> the screen now appears as below; the user login dialogue box has
disappeared and the tool bars become bright.
Figure 131 - Software Accessed
12.7 Data transfer/erase

The features provided under this heading allow the user to manage the data stored in the
OTDR or the Crash protected memory the sequence below describes how data recorded by
the OTDR can be either transferred to a PC for future analysis or erased from the OTDR
internal or Crash Protected Memory.
The options available are menu driven and should be easy to follow. To illustrate their use
examples are given below.
Step 1 - From the screen shown in Figure 21, Click on <Data>, (at the top, first menu from
the left) to reveal a drop down menu as shown in Figure 22
Figure 132 - Data Tab
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Step 2 - Click on <Data transfer/erase>. You may see the message shown in Figure 23, if so
click <OK> and continue and the message shown in Figure 24 will be displayed. (If you don‟t
see the “warning!” message it is because the “don‟t show again” option has previously been
selected.)
Figure 133 - Warning Message
Figure 134 - Values Message
Figure 135 - Main Board Screen
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Note: The „Raw data directory path‟ is the folder to which any transferred memory data will
be stored.
MultiRec-SG software will define default locations for the data but the user is free to define
another location if preferred.
On first use, the program will need to create the defined target files, the message below,
Figure , will be visible, if the default location is acceptable Click YES.
Figure 136 - Default Location Message
Step 3 - Select the following options in the “erase/transfer” window as shown in 25:
 Internal Data
 Short term Memory
 Long term Memory
Step 4 - Select <Transfer> An information window will appear, to confirm that all the
selected data has been transferred successfully.
Figure 137 - Transfer Screen
Step 5 - Click < Close > The process for transferring other memory locations is basically the
same as described above; follow the same process and simply substitute the appropriate
“Data source” & “Memory types” selection at Step 3.
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12.8 Monitor Digital & analogue inputs

Step 1 - From the screen shown in Figure 22, click on <Diagnose>, (at the top, 3rd menu
from the left) to reveal a drop down menu as shown in Figure 28.
Step 2 - Click on <Simulation and Monitoring>
Figure 138 - Simulation & Monitoring Screen
Step 3 - Click on <Monitoring - Add signal>
Figure 139 - Signal Selection Option
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Step 4 - Click on the drop down menu to reveal the signal type options
Figure 140 - Signal Selection
Step 5 - Click on <Digital input>
Step 6 - Click on the Signal Name drop down menu to reveal the available digital signals.
Step 7 - Click on the signal required (e.g. Motor)
Step 8 - Click on <Save>
Repeat step 6 & 7 as required to add the number of digital signals desired.
Step 9 - to add Analogue signals click <Analogue inputs>
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Step 10 - Click on the Signal name drop down menu and select the required signal.
Step 11 - Click <Save> Continue to add signals as required
Step 12 - When the signals required are selected (note they can only be selected one at a
time) Click <Save>
Step 13 - To save the signals for later use, Click <Save Layout>
Figure 141 - Save Layout Option
Step 14 - Click <Save> The layout is now saved for future use if required.
Step 15 - Click <Start> The Start button is greyed out and monitoring starts.
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Analogue
Signals
Digital
Signals
Tabled
Values
Figure 142 - Analysis Screen
If you now click on details, the following information details can be viewed within the screen,
as shown within the next figure.
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Figure 143 - Time Line Details Description Screen
As can be seen from figure 33 with the details box checked the time line now appears,
accompanied with detailed description of the signals portrayal at that distinct moment in
time.
nd
A 2 scribe
line appears
Figure 144 - Relative Time Option
By pressing relative time this allows you to capture the definitive time a signal is energised
for.
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By pressing the icon and the search menu will appear.
Figure 145 - Search Menu
In this instance, the program will search for every time that the Traction notch1 signal goes
high. The drop down menu will have every signal selected for this evaluation.
Figure 146 - Search Hits Screen
In the instance above the search has returned 244 hits clicking on each line will show where
it occurs in the trace.
Clicking the buttons will export the data in an excel or pdf format.
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Figure 147 - Excel Data Export
Figure 148 - Example of PDF Export
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13. Heating and Air Conditioning

13.1 Saloon HVAC
The heating, ventilation and air-conditioning (HVAC) system is designed to ensure that there
is inherent redundancy and emergency operation in the event of certain failure modes.
13.2 System Overview
Hopper - Window
Bodyside Heaters
Flow
Figure 149 - HVAC Zone Positions
The HVAC system consists of an independent cab system and a dual saloon system.
There are two independent roof modules in each car. Each module is divided into two
sections.
Each section incorporates a cooling system, roof heating and ventilation fans and is linked to
an individual zone. Within each module there is a damper function, which is used to control
the intake of external air. The driver is able to cut off external air from the IDU in the driving
cab. This may be used, for example, where there is external smoke in a location, which
should be prevented from permeating into the vehicles.
Body-side heaters are fitted in each zone at floor level on both sides of the vehicle, providing
additional heating.
The saloon is split into 4 zones to allow independent control, providing a constant
temperature throughout the vehicle. Each zone utilises the local roof module and body-side
heaters to maintain the zone at the correct temperature. There is a temperature probe in
each zone, which is used to provide an input to the control function ensuring that heating
and cooling is switched as appropriate.
The ambient temperature of each zone is automatically controlled to 21ºC ± 2ºC.
A set point that can be varied over the range 18°C to 22°C by the maintainer via a laptop is
offered. The set point tolerance is set within the TCMS system and as such has a tolerance
which can meet the 2% required, however, we do not control the internal saloon temperature
within 2% and the temperature probe also has +/- 1°C tolerance. There is a hysteresis built
in between the probe and the set point to avoid short cycling the HVAC system.
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13.3 Cab HVAC

The cab is provided with a heating, ventilation and air conditioning system that is completely
independent of the saloon system. The driver can select automatic operation of the air
conditioning, ventilation only, floor heating with ventilation or floor and roof heating with
ventilation. The controls can be reached from the driver‟s seated position. The ventilation
circulates air within the cab and draws in fresh air continuously. In automatic mode the driver
can select the set point in 5 steps from 18°C to 24°C.
The cab air conditioning module provides an air flow rate of 720m3/hr with clean air filters,
this is comprised of a fresh air flow of 120 m3/hr and return air flow of 600m3/hr in
compliance with relevant group standards for a cab occupied by two persons.
The maximum ambient/interior temperature differentials that can be maintained by heating

and air-conditioning with the doors closed is as follows:
 Cooling: In excess of 12°C stationary 1.2 m above floor level, with no crew, no solar
gain and warm external air being drawn in.
 Heating: In excess of 33°C stationary 1.2 m above floor level, with no crew, no solar
gain and cool external air being drawn in.
The time taken to heat a unit berthed at an ambient temperature of -5°C to an interior
temperature of +23°C (measured 1.2m above floor level) is 100 minutes.
The time taken to cool a unit that has been heated by solar gain during berthing to an interior
temperature of +30°C to an interior temperature of +23°C (measured 1.2m above floor level)
is 7 minutes.
De-misting of windows is assisted by the air conditioning system. Additionally the

windscreens are heated to ensure rapid clearing and good vision in extreme conditions.
13.4 Heating & cooling Modes
13.4.1 Cooling Mode

If the RAT (Return Air Temperature) probes detect the saloon temperature rising above
21oC, the cooling process is initiated. Cooling is provided by two methods;
 Cooling is provided by two methods;
13.4.2 Cool Mode 1

 Cooling the saloon air using ambient air drawn into the vehicle saloon by vent fans.
 Cool Mode 1 is only available if the ambient temperature is 17oC or less.
13.4.3 Cool Mode 2

 Cooling the saloon air using the refrigeration system.
 Cool Mode 2 is only available if the ambient temperature is above 14oC.
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13.4.4 Two Stage Cooling Process

A two stage cooling process is available if the ambient temperature is 15oC to 17oC
inclusive.
To decrease the saloon temperature to SP (Set Point) 21oC;
 Cool Mode 2 will lower the saloon temperature to 21.5 oC.

 Cool Mode 2 will switch off and Cool Mode 1 will turn on.
 Cool Mode 1 will lower the saloon temperature to 21 oC.
 Cool Mode 1 will turn off.
13.4.5 Single Stage Cooling Process

The HVAC system will revert to a single stage cooling process if the ambient temperature is
18oC or above.
To decrease the saloon temperature to SP (Set Point) 21oC;
 Cool Mode 2 will lower the saloon temperature to 21oC.

 Cool Mode 2 will switch off.
 Cool Mode 1 will not be initiated.
Pump down Mode is entered at the end of Cool Mode 2.
A cooling cycle must operate for a minimum of 1 minute and not restart within 30 seconds of
the last cycle. The number of refrigerant compressor starts per refrigerant compressor must
not exceed the rate of one start every 3 minutes.
13.4.6 No Cool, No Heat Mode

Automatic will be the mode displayed / selected when the saloon area does not require any
heating or cooling (i.e. Set Point Temperature of 21oC achieved). Only the supply fans will
operate.
13.4.7 Heating Mode

If the RAT (Return Air Temperature) probes detect the saloon temperature falls below 21oC,
the heating process is initiated. Heating is provided by three methods;
 Heating is provided by three methods;
13.4.8 Heat Mode 1

 The 415v ac 3 phase Heater Elements in the roof modules are supplied in 20 second
on/off pulsed cycles, providing warm air through the roof ducts into the vehicle
saloon.
13.4.9 Heat Mode 2

 The 415v ac 3 phase Heater Elements in the roof modules are supplied continuously,
providing hot air through the roof ducts into the vehicle saloon.
 Heat Mode 2 is only available if the ambient temperature is 14oC or less.
13.4.10 Heat Mode 3

 The 240v ac body side element heaters in the vehicle saloon will be turned on in
addition to the 415v ac 3 phase Heater Elements in the roof modules.
Cool down Mode is entered at the end of all Heat Modes.
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14. On Train Communication

14.1 Passenger Information System
Class 377/6 units are fitted with an integrated audio / visual passenger information system
(PIS). The visual side of the system consists of:
 The External Front Display is fitted within the cab front window in a DMOS vehicle.
This LED display indicates the Route Destination, dependent on route code input at
TCMS. The messages can appear static as well as scrolling.
 Two single-sided Internal Displays are fitted in each vehicle mounted above the
gangway doors (Three in DMOSA) and each offers a single line display. These LED
displays indicate the Journey of the route, i.e. list of stations en route to Destination
on both sides. Also indicated is the next station and at station message.
 Two External side displays are fitted to each vehicle and each offers a double line
display. These LED displays indicate the Journey of the route, i.e. list of stations en
route to Destination on both sides. The messages can appear static as well as
scrolling (usually static for destination station).
IDU PISC Controller
PIU
Display
Units
Coach Controller
Handset PEACU
Figure 150 - PIS/PAS/Pa Architecture
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14.2.1 PISC Controller
The PISC Controller is the main controller of the PIS system, all communications, signal
control and audio signals interface with this unit.
Note: The audio link uses a twisted screened pair of train wires, which additionally carry DC
signalling for PC and CC functions. PISC Controller unit is made up of several individual
cards, all carrying out different functions.
The PISC Controller broadcasts automatic route and manual announcements audibly and
visually through the interface of its component cards. There is a maintenance port to allow
access for monitoring and diagnostics of the PIS system via the BTROS PISC Controller
Maintenance Utility program.
The PISC Controller interfaces with its opposing PISC Controller in a Master/ Slave
arrangement through a FSK train wire link. Also communications to each Coach controller is
through the FSK train wire link.
14.2.2 Coach Controller

The Coach Controller is the interface between the PISC Controller and each vehicle. The
Coach Controller drives all the displays in its own vehicle using RS485 communication.
It also has connections to the Emergency Speech Units and Call for Aid Units, from which
audio is routed to the PIU. The coach controller also permits access from the SCP to the
amplified PA output and speech pair for Cab-to-Cab communication.
14.2.3 PIU
The PIU is the train driver‟s interface with the PIS system via the Coach Controller, the PIU
allows the use of Cab-to-Cab, Passenger Communication and Public Address with the
handset and cradle provided within the driving cab. The PIU also permits the driver access
to the external radio system using the same handset.
14.2.4 Handset and Cradle

The Handset and cradle provides the driver with an audible connection to the trains PA
system, Cab-to-Cab (Speech to and from each train end) and Passenger communication to
each Passenger Alarm.
A PTT button is located on the handle of the handset and is used by the operator to activate
a speech path during on-train audio communications. The communication link is between
Handset and cradle to PIU to Coach Controller.
14.2.5 SCP
The SCP comprises of a Handset and Button box enabling the train guard to make PA and
Manual message announcements through the train Loudspeakers and Cab-to-Cab
communication with the driver. Its interface is control lines and speech pair to the Coach
controller.
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14.2.6 PEACU
These are the PEACU or passenger alarm inputs in each coach to alert the driver or guard
to emergencies on the train. There Communication link is through the Coach Controller, the
Speech pair, the System Controller and finally the PIU allowing audible speech from Driver
to Passenger.
14.2.7 GPS/GSM Antenna

The GPS and GSM antenna is a singular combined antenna with 2 coaxial cables attached,
mounted on the vehicle roof behind the cab. The GPS cable is connected to the PISC
Controller and gives the train the ability to track its location from journey start to finish.
With each station having a relevant GPS location, the journey route is automatically updated
after each GPS location contained within the route database file has been received.
The GSM antenna is connected to the PISC Controller and data connections through GPRS
are possible for communication from a remote location to acquire data from the PISC
Controller (e.g. GPS, Fault status). This is through the connection of the Ethernet port and
external GPRS modem.
14.2.8 Loudspeakers
There are 15 (4-ohm) loudspeakers, located in each vehicle; these are driven off the Coach
Controller Amplifier. There are two amplifier outputs driving the loud speakers, one output is
switched at loudspeakers in locations where the SCP‟s exists, to prevent feedback.
14.2.9 Emergency PA
If DSD acknowledgement is not conducted within a set time frame and if the driver can not
be contacted, the facility exists for an Emergency Call to be received by the train radio, the
call will be broadcast throughout the train. It is possible for the Train Radio to make Public
Address broadcast to passengers through the PA system.
The Train Radio produces a DC signal to its local System Controller, which forces any
currently active PIS audio mode to be terminated, allowing Train Radio speech to be
broadcast over the saloon loudspeakers.
The System Controller will generate appropriate DC signals on the train wires to override
any remote audio mode.
Train Radio PA mode is identified by illumination of the yellow LED indicator and the text on
the LCD on all DIU panels.
When the Emergency Radio PA mode is removed, the yellow PA LED is extinguished and
the PIU LCD will return to its previous screen.
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Fully automatic audio and visual messages for the entire journey are provided via the PIS. A
GPRS modem allows communication to the wayside. The modem is used to receive
messages to update the on-train PIS and transmit train diagnostic information.
All Driver input to the PIS is made through the TCMS IDU. The TCMS also monitors and
reports the health status of the PIS.
PIU &
Handset/Cradle PEACU
IDU/ IDU/
TCMS TCMS
Saloon Control Panel

(Guards Handset)
Route and Manual message
Route and Manual message
announcement input IDU/TCMS
announcement input
and PEACU activation location
IDU/TCMS and PEACU
and Camera
activation location and
Camera System Architecture
Figure 151 - PIS/PAS/PA
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The on-train communications system can be categorised in to the following sub-systems:
PA - Public Address
C-C - Cab to Cab
PC - Passenger Communication
All of which functions can be selected via the PIS Cab Audio Control Unit (CACU) upon the
Communications Panel to the right hand side of the driver.
Figure 152 - PIS Cab Audio Control unit
14.3 PA (Public Address)

The Public Address system operates in all cabs irrespective of which cab is occupied by
operating as follows:
In the Cab end, lift the drivers handset from cradle, press PA button on PIU,
the yellow PA indicator should light.
Press PTT on handset, wait momentarily as Chime will play over PA system,
and proceed to speak into microphone.
Once the PA announcement is complete, release PTT and place handset

back in its Cradle. The PA light should extinguish.
Note: A PA announcement is also possible from the guards handset (SCP)

located at the Door Aisle, see below. Replace handset or select other mode
to cancel current mode.
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14.4 C-C (Cab to Cab)

C-C (Cab to Cab) enables two-way communication between two cabs, or between a cab and
an active Guards Panel.
In the Cab end, lift the driver‟s handset from cradle, press CC button on PIU
for more than 2 seconds, the CC indicator should light. A tone should be
heard in the opposing Cab.
A second person in the opposing Cab end should lift the driver‟s handset from
cradle.
When both parties press the PTT and speak at the same time a 2 way
conversation is possible, but there will be a slight noticeable volume decrease
when this happens.
Replacing the handset at the initiating end will end the Cab to Cab
conversation and extinguish the blue CC indicating light. Replacing the
handset at the non-initiating end should have no effect.
Note: A Cab to Cab conversation is also possible to the guard‟s handset

(SCP) located at the Door Aisle, see below. Replace handset or select other
mode to cancel current mode.
14.5 PC (Passenger Communication)

One Passenger Communication Button is fitted in the right hand door pod adjacent to each
set of passenger entrance doors. In addition on the PTOSL vehicle two Passenger
Communication Button are fitted at the disabled persons area and two in the disabled
persons toilet compartment.
After a PEACU is pressed an alarm will sound in the CAB, pressing with the
foot onto the yellow mushroom push button in the foot well should disable the
alarm, but only while pressed.
The TCMS/IDU should indicate the position of the PEACU and also the
camera should be active in that Coach showing the person at the PEACU.
Lift the drivers handset from cradle, press PC button on the PIU, the PC
indicator should light.
The person at the PEACU should see an “Alarm Active”.
At the drivers handset press the PTT button and proceed to speak,
release the PTT and allow the other person at the PEACU speak back
(2 way simultaneous conversation is not possible), whilst the drivers
handset PTT is not pressed the PEACU should indicate (Speak to
Driver).
When the conversation is complete replace the drivers handset onto

the cradle, the PC light will extinguish. A “T key” is required to reset
the PEACU.
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14.6 Saloon Control Panel

The saloon control panel (SCP) comprises of a Handset and Button box enabling the train
guard to make PA and Manual message announcements through the train Loudspeakers
and Cab-to-Cab communication with the driver. The SCP can be used in the following
methods.
PA operation
In the Door Aisle of the Coach open the door to the Guards panel, and lift the
SCP handset, press the Red button, the handset display should indicate “PA
Mode”.
Press the PTT, wait momentarily as Chime will play over PA system, and then
proceed to speak into microphone. Once the PA announcement is complete,
release PTT button and place handset back in its cradle.
During this operation the PA indicating light will light at the PIU‟s for whenever
the PA is selected should extinguish.
Note: A PA announcement is also possible from the guards handset (SCP)

located at the Door Aisle, see below.
Note: Press “#” to cancel mode
SCP Handset Cab to Cab Operation

At SCP Guards Panel at the door Aisle, lift the handset from the cradle, press
Green button on SCP for more than 2 seconds, the SCP should indicate “CC
Mode”. A tone should be heard at the PIU at Cab ends.
A second person should lift the handset at the PIU, press the PTT and
proceed to speak.
When both parties press the PTT and speak at the same time a 2 way
conversation is possible, but there will be a slight noticeable volume decrease
when this happens.
Replacing the handset at the initiating end will end the Cab to Cab
conversation and extinguish the blue CC indicating light. Replacing the
handset at the non-initiating end should have no effect.
Note: Press “#” to cancel mode
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SCP Manual Message Input
At SCP Guards Panel at the door Aisle, lift the handset from the cradle, press
the selection (dotted) button just below the LCD screen. “Man Msg. **” should
appear on the screen.
Use the numeric keypad to select a manual message, press the “*” key for
send the manual message selected should appear on the LCD screen.
Press “*” again to send the message.
The PIU‟s PA yellow light indication should be lit for the duration of the
message.
To cancel the message press “#”
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15. GSM-R Radio

The Class 377/6 Electrostar units are fitted with UK-standard GSM-R Cab Mobile equipment
to enable radio communications between the train and signallers. The GSM-R Cab Mobile
system interfaces with the PIS, the OTDR and the vigilance device to enable full functionality
of the system. The handset of the PIU will be used by the driver to speak to the wayside by
selecting GSM-R via the available button.
Figure 153 - GSM-R Radio (DCP)
GSM-R is built on GSM technology, and aims to be the most successful and cost efficient
digital replacement for existing incompatible in-track cable and analogue railway radio
networks. Over 35 different such systems are reported to exist in Europe alone.
GSM-R is a secure platform for voice and data communication between railway operational
staff, including drivers, dispatchers, shunting team members, train engineers, and station
controllers. It delivers features such as group calls (VGCS), voice broadcast (VBS), location-
based connections, and call pre-emption in case of an emergency.
GSM-R is typically implemented using dedicated base station towers close to the railway.
The distance between the base stations are 7–15 km. This creates a high degree of
redundancy and higher availability and reliability.
GSM-R uses digital Mobile Phone technology which supports improved speech quality,
coverage and fixed message capability
The technology on which existing UK railway analogue voice radio systems are based is
reaching life expiry and in some cases frequency revocation.
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Figure 154 - GSM-R System Architecture

The Cab Radio System comprises the following equipment:
 Cab Radio
 GSM-R Antenna (roof-mounted)
 Driver‟s Control Panel
 Driver‟s Handset
 Driver‟s Loudspeaker
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15.1.1 Cab Radio

This is a sealed unit which does not require any internal maintenance, however it requires
configuration using the PMU during commissioning or following replacement.
For information it contains:
 GSM-R Transceiver Module

 Power Supply
 A number of PCBs containing microprocessors
 SIM card (interrogated by the PMU)
 Multiple electrical interfaces
 External Fan
The PSU converts the train supply into voltage levels suitable for powering the radio
module and PCBs. The PCBs provide microprocessor control of the radio and interfaces
to the driver‟s audio equipment, Control Panel and external equipment.
Figure 155 - Cab Radio Module
The Cab Radio interfaces to the following:
 PMU via RS-232 located on the front or rear of the Cab Radio
 The coaxial antenna interfaces via an N type coaxial connector.
 All other signals go through an ARINC 404 connector.
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15.1.2 Gland Box

This houses the mating half of the ARINC connector on the Cab Radio and provides a set of
EMC cable glands for termination and support of the train wiring to the Cab Radio. Each
discrete interface is provided with an individual EMC gland (e.g. wiring to the PA system is
routed via one gland, wiring to a driver‟s handset via another, etc). The Gland Box provides
for all possible interfaces to the Cab Radio. Unused interfaces have the gland positions fitted
with blanking plugs.
The EMC glands allow direct bonding of the cable screens to earth, thus avoiding the use of
lesser connection mechanisms, such as pig-tailing.
Figure 156 - Gland Box
15.1.3 Antenna
All intentionally exposed metal parts of GSM-R antennas are DC grounded for both correct
operation of the antenna and health and safety reasons.
Note: Thereby ensuring high voltages are kept away from the inner conductors of the
antenna terminations and the connected feeder lines.
The performance of the radio can be compromised by the quality of the physical and
electrical interfacing connections between the radio and the antenna.
The performance of these connections can be measured using a VSWR meter. VSWR is a
ratio between transmitted and reflected power.
Note: The radio should never be intentionally operated without an Antenna or a dummy
load!
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15.1.4 Driver’s Control Panel

The driver‟s control panel (DCP) comprises a VFD having four lines of 20 characters, a
numeric keypad for data entry, two groups of function keys, and one group of large keys for
emergencies and urgent calls. All these are used for controlling and testing the radio and for
setting up and handling various types of calls.
Figure 157 - GSM-R Cab Radio driver’s control panel
Key:
1. Railway emergency call 10. Accept

2. 4 x 20 character display 11. Up
3. Ambient light sensor 12. Down
4. Numeric keypad 13. Menu
5. Register/deregister 14. Test
6. Standing at signal 15. Increase brightness
7. Phonebook 16. Decrease brightness
8. Call signaller 17. Stop acknowledge
9. Cancel 18. Urgent call
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15.2 GSM-R Fault-Finding

First line fault-finding on the GSM-R Cab Radio is restricted to attempting to isolate the fault
to one or more of the following items:
 Cab Radio Enclosure

 GSM-R Antenna or feeder cable
 Driver‟s Control Panel
 Driver‟s Handset
 Driver‟s Loudspeaker
 Cable connections (Gland box)
 Train Wiring
The isolation is to be achieved by using, in order of preference, the cab radio maintenance
functions, PMU, or substitution.
If a spare item of equipment that is known to be functional is available, this can be

substituted to confirm a possible fault but this is not recommended as the replacement
equipment could be damaged when installed if the failure is due to, for example, a wiring
fault.
15.2.1 Portable Maintenance Unit

The Portable Maintenance Unit (PMU) is used to monitor and check the status of the GSM-R
Cab Radio for maintenance purposes, and to view and configure its settings and databases.
The PMU application is supplied to run on a Windows-based rugged portable (laptop) PC
which interfaces to the Voice Cab Radio via a serial (RS-232) cable.
The PMU provides a Windows-based Graphical User Interface for the PMU operator,
through which the various maintenance and diagnostic tasks are performed.
The PMU also offers other facilities:
 Updates or reloads to Cab Radio operating software

 Updates to the extended phonebooks
 Viewing and/or amending configurable databases such as volume settings and text
message databases
The fault-finding processes described in the following flowcharts assume that they will be
carried out by competent electro-mechanical technicians using standard tools/toolkit. No
special tools are required in respect of standard installations other than the Portable
Maintenance Unit (PMU) and Antenna Tester.
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Flowchart 1 - Power-Up - Use when Cab Radio displays a Fatal Error Message
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Flowchart 2 - Power-Up - Use when Cab Radio displays a Non-Fatal Error Message
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Flowchart 3 - Handset Audio - Use When the Audio on the Handset is not as Expected
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Flowchart 4 - Handset Cradle - Use When No Audio Is Heard on Handset
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Flowchart 5 - Loudspeaker Interface - Use when Loudspeaker Audio is not correct
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Flowchart 6 - PA Interface - Use when a Signaller cannot make a call to the PA system
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Flowchart 7 – DSD - Use if DSD Alarm is not generated when Driver Pedal is released
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Flowchart 8 - Red Button Faults
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Flowchart 9 – Yellow Button Faults
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Flowchart 11 – Antenna System - Use when a Fault is suspected in the Antenna System
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16. Mitrac/TCMS
The Train Control management system fitted to the Class 377/6 vehicles is a distributed
system utilising I/O modules and data interfaces to monitor and control equipment.
The system also includes functions like vehicle diagnostics, condition monitoring for
preventive maintenance, vehicle testing, recording of events, and Intelligent Display Unit
communication.
The system is highly distributed, allowing the appropriate MITRAC® unit to be mounted
close to the objects being controlled and/or supervised.
Communication between the units is handled by serial data buses, the so called Train
Communication Network (TCN).
This approach permits the elimination of major parts of the traditional wiring on a vehicle,
simplifying construction/testing and reducing weight and volume.
The Train Communication Network (TCN) is the backbone of the MITRAC® system. This
approach makes use of the Multi functional Vehicle Bus (MVB) for data communication
within a vehicle and the Wire Train Bus (WTB) for data communication between vehicles in a
train set.
All TCMS devices are shown on the following diagram, along with all communication
interfaces to other sub-systems.
Where practicable, the devices on the MVBs are shown in the order in which they are
connected on the train.
The Train Control Management System utilises the following components:
 DX (DIM on electrical schemes) are digital input / output modules.

 DI (DIN on electrical schemes) are digital input modules.
 AX (AIM on electrical schemes) are analogue input / output modules.
 COMC (CMC on electrical schemes) are communication modules.
 IDU is an intelligent display unit
 VCU-6U-GW is a rack mounted vehicle control & gateway unit
 BC is a “bus coupler lite” MVB opto isolator.
SOU.VS.09. 05. 13_H Page 217

WTB
Cab Cab Back Wall Bodyend Cupboard Bodyend Cupboard Bodyend Cupboard Bodyend Cupboard Bodyend Cupboard Cab Back Wall Cab
DX DX DX DX F BC DX DX COMC DX COMC DX DX COMC DX DX F DX DX DX DX

11 12 15 16 20 30 3E 32 CF (4F) C0 32 3E 30 20 BC 16 15 12 11
Unit
MVB 1
DI
M AX M
F DX IDU DX BC AX BC DI DX DX
10 14 19 13 13 19 14 IDU 10
F
COMC VCU COMC Doors COMC VCU

1F 1E-GW 2F Kitchen PIBS 2F 1E-GW COMC
x4 1F
door
Unit
MVB 1 Unit
MVB 2
F DX DX DX COMC DX DX COMC DX DX COMC DX DX DX

90 91 A0 BE B6 40 4F 41 B6 BE A0 91 90 F
COMC COMC
PIS Unit AF AF
Audio/
Unit PIS
MVB 2 Audio/
Visual MVB 1 Visual
Unit MVB 2
Cab Cab
HVAC HVAC
DOO DOO
FF&TD
CCTV FF&TD
CCTV
OTMR Saloon Doors Saloon

CCTV Doors Doors Doors CCTV OTMR
COMC DX AX F
AX DX COMC DF FC F3
F F AX DX COMC HVAC COMC DX AX COMC DX AX F
F
Ceiling
F3 FC DF
Saloon
F3 FC FC F3
Ceiling
DF DF DF FC F3
HVAC HVAC MVB HVAC HVAC
MVB MVB DX DX AX F MVB MVB
AX DX DX EF FE FB
F F AX DX DX DX DX AX DX DX AX
FB FE EF FB FE EF EF FE FB F EF FE FB F
Underframe Ceiling Underfame
AX AX AX
AX AX 38,39 48,49 AX AX
28,29 17 38,39 17 28,29
F
Traction (PPC) & Brake Equipment
F
DC Contactor Box COMC COMC DC Contactor Box
6F 6F
LIM/M LIM/M
DC Contactor Box DI COMC COMC DI
DI 62 6F F Brake Raft F 6F 62
DC Contactor Box
DI
62 62
LIM/M BCU LIM/M
DX AX AX DX
31 35 35 31
Traction
Traction DX AX AX DX MVB
31 35 35 31
MVB Traction
Traction
MVB
MVB
ACM MCM LCM Brake Raft Brake Raft LCM MCM ACM
MCM LCM Brake Raft Brake Raft LCM MCM
DCU/A DCU/M BCU BCU DCU/M DCU/A
DCU/M BCU BCU DCU/M
B B B B B
DMOSA E MOSL(4)A E E PTOSL E MOS(5)B E DMOSB
A C C C C C B
1 2 1 2 1 2 2 1 2 1
Figure 158 - Class 377 / 6 TCMS System Architecture (main changes highlighted in blue)
SOU.VS.09. 05. 13_H Page 218

16.1 Intelligent Display Unit (IDU)

The IDU (Intelligent Display Unit) is the driver interface to different systems in the train, but
the functionality of the train is not totally dependent on the IDU.
Systems which interface to TCMS for control and supervision include brakes, doors, traction,
air-conditioning and lighting. TCMS also utilises its diagnostic facilities to keep the driver,
maintainer and control informed of the state of the train and is able to assist in diagnosing
problems and provide advice when appropriate.
The TCMS includes a touch screen display referred to as an Intelligent Display Unit (IDU).
Drivers; other traincrew and maintainers may access the TCMS through this screen. In the
active cab, the IDU is also used to display saloon CCTV images if a Passenger Emergency
Alarm is activated.
All menus have a lower and an upper standard field to keep them as similar as possible.
Throughout the menus, the general idea has been to keep the buttons between the menus
in the same location to make orientation within the menus as easy as possible.
16.1.1 Log In Menu

This opening page on the IDU when a cab is activated and the train configuration is
completed. The user must enter a valid Driver or Maintainer ID in the Driver ID field and
press send to log in to the IDU; the value entered is stored in the OTMR.
The user is also given the ability to input a Route Code if a route diagram is required from
PIS. The Start time and Destination fields are automatically filled in when a valid route code
has been sent to the PIS after the Send button is pressed.
Figure 159 - Log in Menu
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16.1.2 Skip Station menu

The following page shows the stations associated with the Route Code that was entered on
the Login Menu and allows the user to choose to skip any stations that the train will not be
stopping at. The information entered on this screen is used by the PIS system to give the
correct information to passengers.
Figure 160 - Skip Station Selection
16.1.3 Main Menu

The following page provides the driver with quick access to most of the menus that they are
likely to use, it can be accessed from any page by pressing the „Main Menu‟ button when
logged in as a driver.
Figure 161 – Drivers Main Menu and

Stewards Main Menu
SOU.VS.09. 05. 13_H Page 220

16.1.4 Maintainers Menu
Figure 162 – Maintainer's Menu
The above page provides the maintainer with quick access to all of the information and
status IDU screens that they are likely to use; it can be accessed from any page by pressing
the “Main Menu” button when logged in as a maintainer.
16.1.5 Default menu
Figure 163 - Default Menu
This is the default page and is shown to the driver when the train is moving; it shows key
train status indications to aid the driver whilst operating the train. It is accessed by pressing
the “Driver‟s menu” button in either the driver‟s or maintainer‟s main menu.
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16.1.6 Axle Bearing Status Screens

When the HABD system is fully operational the status will be represented by a blue
indication with statement „HABD Monitoring Available‟ as shown below. If any fault has
occurred with the HABD system the status will be highlighted in red stating that „HABD
Monitoring Unavailable‟
Figure 164 - HABD Screens

The reporting of any abnormal event of the axle bearing temperatures to the driver will be
managed by TDS events, this is the solution implemented on the Class 377/6 train. TDS
events will be raised when the HABD system detects that:
 The temperature of a bearing is ≥ 110°C (TDS Category A Event)
 The temperature of one bearing is ≥ 20°C higher than the mean temperature of the
other bearings on the same vehicle (TDS Category C Event)
 There is a failure with any of the sensors or communication is lost with any of the
modules (TDS Category C Event)
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16.1.7 Door Configuration and Status Menus

The following screen shows what the TCMS has determined to be the current door
configuration; the driver should check this against the reality and either accept or reject the
configuration. If it is accepted then the train will continue with Selective Door Opening
enabled and the train location will need to be verified, if it is rejected then the train will
continue with Selective Door Opening disabled and the Drivers menu will be displayed with a
fault message indicating that the door configuration has not been confirmed.
The operational status of each of the Door Control Units is indicated as shown in the key
along the bottom of the train configuration.
This menu is automatically produced after logging in to the IDU or can be accessed by
pressing the “Door Config” button on the Door Status menu.
Figure 165 - Door Configuration Menu
When the driver or maintainer presses the “Door Status” button in the drivers menu or when
the train stops at a station this screen is displayed. It shows the current operational status of
each of the Door Control Units and allows the user to initiate an emergency release. The
DOO system can also be manually reset on this screen to prevent DOO failure in service
causing unnecessary extra delay.
To improve reliability, the Southern 377/6 train will automatically reset the DOO system
every 24 hours and the driver will be provided with the ability to manually reset the DOO
system so that the disruption to service is minimised, should the DOO system fail in service.
SOU.VS.09. 05. 13_H Page 223

The driver will be aware that the DOO system has failed when the train is at a station and
the doors are released but no image is displayed, at this time the doors status screen will be
displayed on the IDU.
2 2
70102 70202 70302 70402 70502

2 2
377602
2 2
70103 70203 70303 70403 70503

2 2
377603
Figure 166 - Door Status Screen with Reset DOO

Once pressed, the button will turn orange and prompt the driver to confirm the reset of the
DOO system as shown upon the following page; this is to prevent delays which may occur if
the driver accidentally presses the button and then has to wait for the DOO system to reboot
before leaving the station.
Once pressed the DOO system will be re-booted and the “Confirm DOO Reset” button will
remain pressed until the DOO system reports that DOO is available or until 90 seconds have
passed, which is the maximum time that the DOO system should take to display images; this
will prevent the driver from continuously pressing the button and causing further delay if it
seems as though nothing is happening.
The IDU screen will not be able to provide any feedback that the DOO system is now fully
operational, but the display of images on the DOO screen will provide this feedback. When
DOO reports that it is available, or after the 90 seconds has passed, the original DOO Reset
button will be displayed. If the driver has accidentally pressed the DOO reset button, then
the ”Confirm DOO Reset” button will remain until the Door Status screen has been removed;
either by manually pressing a button to enter another screen or by reaching a speed above
6kph which automatically removes the screen. The original DOO Reset button will be shown
when the IDU next returns to the Door Status screen.
SOU.VS.09. 05. 13_H Page 224

Figure 167 - Door Status Screen after DOO Reset button pressed
16.1.8 CSDE Enable Pushbutton

The CSDE enable/disable pushbutton is located on the Train Unit Configuration Menu. This
screen is accessible to a maintainer only and is further protected by a maintainer password.
The wording on the button will change between “CSDE Enabled” and "CSDE Disabled”
depending on the status of the CSDE system. The colour coding of the button in the different
conditions is consistent with on that of the “SDO Fitted” button on this screen.
As the Class 377 fleet of trains will be updated to provide the CSDE functionality, this button
will be available when the unit is any Class 377 unit.
Figure 168 - Train Unit Configuration Menu with CSDE Enable/Disable button
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16.1.9 Emergency Lights Test Button

The maintainer is provided with the ability to test the operation of the Emergency lights via a
button on the settings menu on the IDU, when the Emergency Lights Test button is pressed,
the TCMS will open all Load Shed contactors sending the shut down command to the
emergency lights. The emergency lights will therefore remain on, allowing the maintainer to
check their operation.
If the button is pressed again the Load Shed contactors are closed, returning power to the
train systems. If the Emergency Lights Test button is not pressed again for 10 minutes, all
auxiliaries on the train are tripped.
Figure 169 - Maintainer’s Settings Menu with Emergency Lights Test Button
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16.1.10 Location Menu
Figure 170 - Location Menu

The purpose of the Location menu is to enable the driver to confirm their current location;
this shall occur after logging in if the door configuration has been accepted, or on request
from MITRAC (e.g. upon arrival at a station where GPS is not available to confirm the
location). The initial location shown will be where the TCMS expects to be, but the driver is
able to scroll through the stations, or spell out the name using the keypad on the right hand
side (defaulted to operate in letter mode), and select a different location.
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16.1.11 Drivers Settings menu
Figure 171 - Driver Settings Menu
The Driver settings menu shows the driver the status of some of the on-board systems and
provides the ability to configure or control them by pressing the relevant button; it can be
accessed from any page by pressing the “Settings” button when logged in as a driver.
16.1.12 Maintainers Settings Menu

The maintainer‟s settings menu provides all of the same status information and control as
the driver‟s settings menu, but with access to additional pages that cannot be seen by a
driver. It can be accessed from any page by pressing the “Settings” button when logged in
as a maintainer.
Figure 172 - Maintainers Settings Menu
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16.1.13 Pass Communications Menu

This menu is displayed when the “Pass Comm.” button is pressed on the driver‟s or
maintainer‟s main menu, or when there has been a „PEA‟ activation. It allows the user to
select which PEA to communicate with, if there has been more than one PEA activated, or
select a camera to view if there have been no PEA activations.
Figure 173 - Pass Comm Menu
16.1.14 DC Line Voltage

An indication of the DC Line Voltage status will be provided via the Traction Status screen
on the IDU. This menu can be accessed by a driver or maintainer in the active cab only, by
pressing the “Traction Status” button on the main menu.
This screen will be available for selection on any Class 377 unit and will show the line
voltage status of any Class 377 unit in the current train formation.
An indication of the line voltage status will be provided for each unit in the train:
 Olive - Line Voltage: OK - The line voltage is between 400V and 900V
 Yellow – Line Voltage: Undervoltage - The line voltage is less than 400V
 Yellow – Line Voltage: Overvoltage - The line voltage is more than 900V
If the shoes are not down then the line voltage status indication and the display of the
detected local line voltage will not be displayed.
The traction status screen maybe selected by the driver to investigate any loss of tractive
effort or acceleration; the line voltage could provide an indication of the cause for such a
loss.
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Figure 174 - Traction Status Screen
16.1.15 HVAC Status Screen

The HVAC status on the new IDU screen which will be available in all Class 377 units is
modelled on the current doors status screen. The screen will be presented to a driver or
maintainer as shown in Error! Reference source not found.82 and Error! Reference source not
found. in the active cab, and presented as shown in Figure 83 in a non-active cab. It can be
accessed by pressing the “HVAC Status” button on the main menu.
The difference between the HVAC status screen shown to a maintainer in the active cab and
that shown to a driver or maintainer in a non-active cab is that the maintainer in the active
cab is presented with the temperature in each cab and saloon as well as the determined
status.
The vehicles on the HVAC status screen are shown in the same way that they are on the
doors status screen, running right to left with a white circle used to indicate the active cab.
Colours have been chosen that relate to system state; Olive – functioning as expected,
Yellow – Out of range but potentially acceptable, Orange – Out of range and not acceptable,
Red – possible fault, White – no information available.
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The HVAC status colours will be shown as follows:
Saloon
Olive: The temperature is ideal. The average internal temperature is within +/-3ºC of the set-
point temperature and the HVAC is operating in automatic mode.
Yellow: The temperature is within the allowable range. The average internal temperature is
outside of +/-3ºC but within +/-7ºC of the set-point temperature and the HVAC is operating in
automatic mode.
Orange: The temperature is outside of the allowable range but is heating/cooling towards
the set-point temperature. The average internal temperature is outside +/-7ºC of the set-
point temperature and the temperature is moving towards the set-point temperature with the
HVAC in automatic mode
Red: The temperature is outside of the allowable range and is not heating/cooling towards
point temperature and the temperature is not moving towards the set-point temperature with
the HVAC in automatic mode
White: The HVAC is not in automatic operating mode. The HVAC is not working towards a
defined set-point temperature due to HVAC being in Emergency Ventilation or the train being
in stabling mode.
OR
There has been a loss of communication with the HVAC unit or two or more temperature
probes are reporting a fault
Figure 175 - Drivers/non active cab HVAC Status screen
SOU.VS.09. 05. 13_H Page 231

Cab
Olive: The temperature is correct. The internal temperature is within +/-3ºC of the set-point
temperature and the HVAC is operating in automatic mode.
Yellow: The temperature is within the allowable range. The internal temperature is outside
of +/-3ºC but within +/-7ºC of the set-point temperature and the HVAC is operating in
automatic mode.
Orange:
Orange: The temperature is outside of the allowable range but is heating/cooling towards
point temperature and the temperature is moving towards the set-point temperature with the
HVAC in automatic mode.
Red: The temperature is outside of the allowable range and is not heating/cooling towards
point temperature and the temperature is not moving towards the set-point temperature with
the HVAC in automatic mode
White: The HVAC is not in automatic operating mode. The HVAC is not working towards a
defined set-point temperature due to the HVAC operating in a mode selected by the driver
(Full heat, Floor heat or ventilation), being in Emergency Ventilation or the train being in
stabling mode.
OR
No data available. There has been a loss of communication with the HVAC unit or one or
more temperature probes are reporting a fault.
Figure 176 - Maintainers HVAC Status Screen in Active Cab
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16.1.16 Brake System Menu

From this menu, a maintainer is able to update values within the software; this is for use
after certain maintenance activities have been carried out. It is available for maintainers only
and is accessed by pressing the “Brake System Maintenance” button in the maintainer‟s
Settings menu; a password is also required to unlock this functionality.
The maintainer is able to provide new inputs to the process that calibrates the wheel
diameters in the active units, reset the sand counter, isolate sanding, perform a brake self
test or initiate load weight calibration.
Figure 177 - Brake System Menu
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17. CCTV Systems

17.1 Brief description of the CCTV systems
17.1.1 Door surveillance system (DOO)
The door surveillance system displays images of the train access doors on 12" video
monitors fitted to the driver‟s desk in order to allow Driver Only Operation of the train.
17.1.2 Internal CCTV surveillance system

The internal CCTV surveillance system records pictures from passengers‟ areas in order to
prevent vandalism and to improve the safety of passengers. The recorded pictures may be
used as evidences in court.
Four colour cameras are fitted in each passenger area. Video images are collected by a Jet-
TranStore transmitter/recorder and stored into a double hard disk cassette. Internal CCTV
surveillance images can be displayed on the IDU (Information Display Unit) in the active or
non active cab.
17.2 System architecture

The DOO & CCTV system for Class 377/6 includes:
 Two digital video monitors (JetView) in the driving vehicles for external DOO images
displaying.
 One Jet-Trans 1C per vehicle for DOO images compression and transmission
 One Jet-TranStore 2C1D per vehicle for Saloon video images compression,
transmission and recording.
 Two double hard disk cassettes per vehicle.
 Two external DOO cameras per vehicle.
 Four saloon surveillance cameras per vehicle.
All Jet-TranStore are connected to the saloon network (Jet-Stre@m).
All Jet-Trans are connected to the DOO network (Jet-Stre@m).
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Figure 178 - CCTV System Architecture
Key:
CR1/CR2 - DOO cameras C1...C4 - Saloon CCTV cameras

Jet-Trans 1C - Video transmitter Jet-TranStore 2C1D - Video transmitter/recorder
-12 inch JetView monitor IDU - Information Display Unit
SOU.VS.09. 05. 13_H Page 236

17.3 Saloon CCTV

The saloon CCTV system consists of four colour cameras in each saloon.
Two are positioned in the vehicle-end PIS displays, and two are mounted in pods on the
ceiling, near the vestibules. In all cars the cameras are connected to a Video Transmitter
Recorder (Jet-TranStore 2C1D).
The Digital Video Server (DVS) send video to the Digital Video Recorder (DVR). The system
records at four frames per second in normal use, and 12 frames per second when a
passenger alarm is activated, or another 'event' occurs on the unit. The system includes a
video network between cars which is also connected to the TCMS to enable images to be
displayed from any car on the IDU.
Figure 179 - Saloon Mounted CCTV Camera
17.3.1 Saloon CCTV system operation

The main purpose of the recording is to write a video data stream on two hard disks. The
PAL video signals are digitised and then compressed in MJPEG format with CIF resolution
(352 x 288 pixels).
There are two recording modes: a normal mode and an event mode. Event mode is required
by MITRAC if a passenger emergency push-button or an emergency egress handle is
operated.
In each Video recorder, the video images from the saloon cameras are stored in two circular
system files using a “first in first out” memory loop, one for normal recording mode and one
for event recording mode. When the normal recording zone is full, the oldest data will be
overwritten.
The video images from the video inputs 1 and 2 are stored in one cassette and the video
images from the video cameras 3 and 4 are stored in a second cassette.
The minimum saloon CCTV images recording duration is 240 hours in normal recording
mode.
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17.3.2 Images display

The driver is able to view saloon camera images on the IDU in the active cab when the train
is stationary (displaying on the active cab IDU is activated by MITRAC).
Any member of the train crew is able to view saloon camera images on the IDU in the non-
active cabs (displaying on the non-active cab IDU is activated by MITRAC).
In order to make sure that the displayed images are not frozen, a red blinking pattern icon
produced by the video output is shown in the left upper corner of the IDU's overlay.
Saloon camera images are displayed on the IDU's at six frames per second in normal mode
and in alarm mode in a single image format.
If MITRAC requires to display images from a faulty camera or a faulty video store unit, the
message „Camera Image Missing‟ is displayed in black text on a cross hatching light blue
background in the middle of the video image on all IDU.
The vehicle number and the camera number are displayed on the IDU in the left upper
corner of the images: i.e. “CAMERA 1 / 70101”.
There are three displaying modes, controlled by MITRAC:
 Sequential displaying mode - all end saloon cameras of the train set are displayed
one after the other on the IDU in all cabs: the CCTV system shows camera 1 from
DMOS vehicle where the cab is active, then camera 1 from the next vehicle and so
on until camera 1 on the far end vehicle. The sequence is repeated with camera 2
from DMOS vehicle where the cab is active and so on.
 Manual displaying mode - the camera to be displayed is selected by the driver or any
member of the train crew and is transmitted to the active cab via MITRAC interface,
and the selected camera is displayed on all the IDU.
 Alarm displaying mode - When an alarm occurs, the camera from the vehicle where
the passenger emergency push button has been operated is selected by MITRAC
and automatically displayed on all IDU. The message "ALARM ON" is displayed in
white text in the middle of the video images on all IDU whilst the alarm remains
active.
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17.4 Jet-TranStore 2C1D

The Jet-TranStore 2C1D is a video recorder and transmitter fitted with 3 DSP: two are
configured as video compressors and the other to decompress the video images.
The video transmitter/recorder Jet-TranStore 2C1D unit consists in one electronic board in a
metallic enclosure. It includes two docking units with two double removable HD cassettes
secured by a locked cover.
The basic functions of the video transmitter/recorder Jet-TranStore 2C1D are:
 Internal CCTV video acquisition and compression.

 Digital video transmission all along the train.
 Automatic self-diagnosis tests and fault indication.
 Transmission of the control commands and data on the Jet-Stre@m network.
 Automatic identification of the train and data on network.
 Reception of the control commands from the TCMS (MITRAC).
 Digital video storage on removable hard disks cassettes.
The Jet-TranStore 2C1D front panel includes:
 One video output connector for maintenance operation (portable monitor connection)
 One Ethernet (Socapex) connector for maintenance operation (laptop PC
connection)
Figure 180 - Jet-TranStore 2C1D (front panel)
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17.5 On train review facility

The system has the facility to playback or archive video sequences directly from the train
without removing the HDD cassettes by connecting a laptop PC with X-TRACK software to
the Jet-TranStore maintenance port.
The user can select one HDD cassette from a Jet-TranStore unit located anywhere on the
CCTV Jet-Stre@m network. When the on-train review facility is activated, the Jet- TranStore
unit from where the video images are being reviewed is in reading mode. The recording
mode is inhibited on this Jet-TranStore unit even though the CCTV system is in alarm mode.
Figure 181 - PC Review Connection
The on-train review facility displays:
 The network topology of the train set with the vehicle numbers, the equipment serial
numbers and the equipment type.
 The selected HDD cassette status: faulty, initialisation sequence in progress,
recording operation in progress, reading operation in progress, standby.
The on train review facility allows to:
 Review up to two cameras images at a time from one Jet-TranStore HDD cassette
 Input a specific date and time criteria for the beginning of the video sequence
 Playback recorded video images in fast forward or in slow forward mode
 Access directly to an identified alarm zone on the selected hard disk cassette
 Archive a limited period of recorded data from the selected hard disk cassette
 Pause and save the current video image in bitmap or jpeg format
 Access and display the log file of the selected hard disk cassette
 Format the selected hard disk cassette.
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17.6 DOO System

The Driver Only Operation (DOO) system allows the driver to monitor passengers entering
and leaving the train at stations. This is achieved by displaying images from the train
external doorways on 12" video monitors fitted to the driver's desk. It allows the driver to
visualize the images received from each DOO camera when the train is at the station.
The system consists of one camera per side, per car, which is activated when the Unit's
doors are opened. The images of all cameras are transmitted to the driver's cab where they
are displayed on two monitors to the right of the driver.
Each screen shows up to six images.
Figure 182 - DOO Camera and Monitors
17.6.1 DOO System Operation

When the driver‟s desk is opened at one end of the train, the video transmitter located in that
car receives an initialisation request message from the MITRAC. On receipt of this message,
the active cab video transmitter configures itself as the "application master" equipment for
the train set.
The active driving cab video transmitter processes the images from all of the vehicles in the
unit in order to display six of them in one image on each DOO monitor.
The monitors display the images from cameras of the side where the doors are released
when the train has come to a stand. The video monitors are automatically switched off when
the door release signal is removed.
17.6.2 Images display

Each monitor can display up to six DOO camera images. The DOO camera images are
displayed in the active cab at 4 frames per second on both monitors. The monitor number 2
is fitted above the monitor number 1.
In order to make sure that the images displayed on the DOO monitors are not frozen, a red
blinking pattern is displayed on the left upper corner of the monitor.
SOU.VS.09. 05. 13_H Page 241

Figure 183 - DOO Monitors
The image flowing is ordered left to right along each row. The rows are ordered from top to
bottom. The camera image located in the left upper corner of the screen corresponds to the
driving vehicle camera. The camera views are displayed from the closest to the active cab
driving vehicle to the furthest.
The areas of video monitors which are not used display the message "No image expected
here". If a camera image is not available or frozen, the message "Camera image missing" is
displayed in the area normally occupied by the camera image in black colour on a cross
hatching light blue background.
Figure 184 - DOO View (with missing camera)
SOU.VS.09. 05. 13_H Page 242

If a DOO camera image is in a low lighting level area, the „Low Light‟ message is displayed
as a white text overlay on the bottom of the picture that corresponds to the dark camera
image. As the camera images outline areas are darkened to avoid glare problems in sunny
conditions, the low light level detection operates only on the centre of the images in order to
avoid inopportune low light level detection.
The vehicle number of the car where the camera images come from is incorporated in the
right upper corner of each image (white text on black background).
SOU.VS.09. 05. 13_H Page 243

17.7 Forward-facing Camera and Track Debris/3rd Rail Camera

A single camera is fitted to the cab to record an image that closely represents what the driver
can see. The camera is mounted on the driver‟s side, at the base of the windscreen, where
it meets the driver's desk. The forward facing camera records at 25 frames per second.
The system records continuously while the cab is active and door interlock is made. The
recorder will be shared with the track debris camera.
The Track debris camera will be a single camera fitted to the cab to record a view of the
track immediately in front of the vehicle, together with a light source. The camera is mounted
immediately below the front PIS display. The system records continuously at 25 frames per
second while the cab is active and the train is moving
These systems has no interface to the saloon CCTV or DOO systems
Forward Facing Supply Supply Forward Facing

Camera Camera
Track Debris Track Debris
DVR DVR
Camera Camera
Supply Supply
Illuminator RS485 to RS485 to Illuminator
PSU TCMS TCMS PSU
Track Debris Illuminator Track Debris Illuminator
DMOS a MOSL PTOSL MOS DMOS b

Figure 185 - Forward Facing & Track Debris Cameras
An LED light is provided in the valance to light the track immediately in front of the unit. This
ensures the track debris camera will be able to record acceptable quality pictures. The light
is lit whenever the camera is recording - whenever the cab is active and the door interlock is
made.
Track Illumination Scope
Track Debris
Illuminator
Figure 186 - Track Debris Light
SOU.VS.09. 05. 13_H Page 244

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Class 377/6 Electrostar Vehicle Systems

Class 377/6 Electrostar

Vehicle Systems Training

SOU.VS.09. 05. 13_H Page 1

This Publication Is For Instructional Purposes Only

Class 377/6 Electrostar Vehicle Systems

Date: February 2013

Bombardier Transportation Name Signature

Revision Date Author Comment

SOU.VS.09. 05. 13_H Page 2

SOU.VS.09. 05. 13_H Page 3

2.8 Main Compressor Shoegear Pneumatic Feed Circuit .................................................. 41

SOU.VS.09. 05. 13_H Page 4

4. Traction Equipment .................................................................................................................... 77

SOU.VS.09. 05. 13_H Page 5

5.1 Basic Principle .................................................................................................................... 96

SOU.VS.09. 05. 13_H Page 6

9.1 Assumptions...................................................................................................................... 134

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12.1 General Overview............................................................................................................. 169

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14.2.9 Emergency PA .......................................................................................................... 195

SOU.VS.09. 05. 13_H Page 9

17.1.2 Internal CCTV surveillance system ....................................................................... 235

SOU.VS.09. 05. 13_H Page 10

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Figure 45 - Trainwire 13 Simplified Flowcharts..................................................................................... 66

SOU.VS.09. 05. 13_H Page 12

Figure 90 - Door Release Flowchart .................................................................................................... 120

SOU.VS.09. 05. 13_H Page 13

Figure 135 - Main Board Screen.......................................................................................................... 179

SOU.VS.09. 05. 13_H Page 14

Figure 180 - Jet-TranStore 2C1D (front panel) .................................................................................... 239

SOU.VS.09. 05. 13_H Page 15

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A Nickel Cadmium block is an electrochemical system in which electrodes containing active

Figure 1 - Electrochemical Power Source

SOU.VS.09. 05. 13_H Page 17

3 Electrical Connection Cover

4 Secondary Locking Catch

Chemical composition during charging = H2 (Hydrogen) + ½ O2 (Oxygen) =H2O (Water)

SOU.VS.09. 05. 13_H Page 18

Figure 3 - Auxiliary Control Equipment Compartment

SOU.VS.09. 05. 13_H Page 19

1.2 Battery Top up System (Filling System)

Figure 4 - Centralised Battery Filling System

SOU.VS.09. 05. 13_H Page 20

1.3 Power Distribution

1.31 Load shed Loads

1.32 Main Lights

1.33 Standby Lights

SOU.VS.09. 05. 13_H Page 21

1.34 Ventilation Loads

1.36 Non- Load shed

SOU.VS.09. 05. 13_H Page 22

Battery Neg Fuse

Figure 5 - Battery Supply Diagram Simplified

SOU.VS.09. 05. 13_H Page 23

The following key should be used: