Networker Merged

NETWORKER STOCK
FAMILIARISATION
AUXILIARY SYSTEMS
DELEGATE NOTES
Networker Stock Familiarisation

Auxiliary Systems
THIS MATERIAL IS FOR TRAINING PURPOSES

AND NOT TO BE USED AS REFERENCE
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SAFETY BEFORE AND DURING WORK ON A

CLASS 465/466
Staff for their own safety and safety of others working in the same proximity, must
obey these instructions and safety notes.
Before commencing work on a Class 465/466:
Staff required to work in or on a Class 465/466 MUST abide by the local depot
protection and safety polices.
When working on unit doors, always work on the platform side if possible, and if
working on the non-platform side, always have a mobile platform in front of any
open door where there is any risk of a fall from height.
A time delay of 5 minutes minimum must have lapsed since the unit was last
connected to a Power Supply (Third Rail or Shore Supply) to allow the capacitors
time to discharge before any work commences on a Class 465/466. Only trained,
competent persons may alter the electrical status of a unit. It is therefore essential
that only Trained and competent persons disconnect or connect a supply.
During work on a Class 465/466
Staff working on a Class 465/466 MUST NOT:
Work on any equipment without first ensuring the correct isolations have been
adhered to and ensure using a Calibrated Multimeter that all equipment to be
worked on and in the vicinity has no voltage present.
Climb above the orange cant rail band on the vehicle ends or sides. This can
result in fatal electric shock from the over head Bus Bars.
Work between the top of the bogie and the vehicle underframe or use ladder
against the sides of the vehicle if the Air Suspension and / or the Air Suspension
Reservoirs are charged.
Remove Exterior or Secondary Covers with a Shore Supply connected and without
observing the safety notices;
Smoke or use naked lights in the vicinity of the battery cells
Use unauthorised equipment and materials
Store any items on the drivers footsteps as this could leave insufficient room
or make the surface slippery for a person to stand safely
Only the Air Conditioning Contractors deemed as competent to a nationally

recognised qualification in the handling of refrigerants and in possession of
respective certification may undertake maintenance work on the Cab Air
Conditioning Systems Refrigerant Circuits that may involve:
The charging or draining of refrigerant from a system

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The connection or disconnection of gauges
The removal or replacement of system equipment
Transport refrigerant

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CONTENTS
SAFETY BEFORE AND DURING WORK ON A CLASS 465/466 ............................................ 2
CONTENTS
................................................................................................................... 4
1.
COMPRESSED AIR PRODUCTION ......................................................................... 6
1.1
OVERVIEW ................................................................................................................ 6
1.2
MAIN RESERVOIR PIPE ............................................................................................. 6
1.3
THE 465/0/1 AIR SUPPLY MODULE .......................................................................... 7
1.3.1
Water Separator ...................................................................................................... 9
1.3.2
After-cooler .............................................................................................................. 9
1.3.3
Air Dryer Towers ....................................................................................................... 9
1.4
THE 465/2/9 & 466 AIR SUPPLY MODULE ............................................................. 12
1.4.1
The Compressor And Main Reservoir System .................................................... 12
1.4.2
Operation ............................................................................................................... 12
1.4.3
Main Reservoir Pipe ............................................................................................... 15
1.5
465/2/9 AND 466 AIR DRYER ................................................................................ 16
1.5.1
Compressor Safety Valve ..................................................................................... 17
1.5.2
Main Reservoir........................................................................................................ 18
1.5.3
Compressor Governor .......................................................................................... 18
1.5.4
Compressor Intercooler ........................................................................................ 18
1.5.5
Compressor Governor Isolating Cock ................................................................ 18
1.5.6
Low Main Reservoir Governor (LMRG) ............................................................... 18
1.5.7
Main Reservoir Safety Valve ................................................................................ 18
1.5.8
MRP Test Point ........................................................................................................ 18
1.5.9
Main Reservoir Isolating Cock ............................................................................. 18
1.5.10
Air Module Heaters ............................................................................................... 18
1.6
AIR SUSPENSION SYSTEM ....................................................................................... 18
1.6.1
Air Suspension Isolation Cock (ASIC) .................................................................. 19
1.6.2
Compensating Valves .......................................................................................... 19
1.7
ISOLATION COCKS 465/0/1 .................................................................................. 20
1.7.1
Cab Pneumatic Module 465/0/1isolating cocks .............................................. 20
1.8
ISOLATION COCKS 465/2/9 & 466 ....................................................................... 22
1.9
BRAKES AIR SUPPLY ................................................................................................ 24
1.9.1
Service Brakes ........................................................................................................ 24

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1.9.2
Parking Brakes ........................................................................................................ 24
1.10
DOOR AIR SUPPLY .................................................................................................. 25
2.
AUXILIARY POWER SUPPLIES .............................................................................. 26
2.1
GENERAL ................................................................................................................. 26
3.
AUXILIARY POWER DISTRIBUTION ...................................................................... 27
3.1
SPECIFICATIONS FOR 465/0/1 .............................................................................. 28
3.1.1
Static Converter- Sepsa........................................................................................ 28
3.2
SPECIFICATIONS FOR 465/2/9 AND 466 .............................................................. 28
3.2.1
Static Converter- GEC Alstom ............................................................................. 28
3.3
SUPPLIES 465/0/1/2/9 AND 466 ............................................................................ 29
3.4
AC AND DC DISTRIBUTION (465 0/1) ................................................................... 29
3.5
THE AUXILIARY CONVERTER 465/0/1.................................................................... 31
3.6
TOS AUXILIARY CONTROL CASE ........................................................................... 32
3.7
AUXILIARY SUPPLY CASE ....................................................................................... 35
3.8
DMOS HEATER CONTACTOR CASE...................................................................... 37
3.9
AC AND DC DISTRIBUTION (465 2/9 & 466) ........................................................ 38
3.10
AUXILIARY CONVERTER MODULE 465/2/9 AND 466 .......................................... 41
4.
BATTERIES ............................................................................................................ 44
4.1.1
Low Battery Detection Unit .................................................................................. 44
4.1.2
Battery Control Box ............................................................................................... 44
5.
TRAIN AND UNIT WIRE NUMBERS........................................................................ 47
5.1
465/2/9 AND 466 TRAIN & UNIT WIRE NUMBERS ................................................. 47
5.2
465/0/1 TRAIN AND UNIT WIRE NUMBERS ............................................................ 48
5.3
INTERMEDIATE JUMPERS ........................................................................................ 49

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1. COMPRESSED AIR PRODUCTION

1.1
OVERVIEW
The 465/0/1 is fitted with a Davis and MetCalf 3 cylinder reciprocating piston, two
stage direct drive 750vdc compressor. This can be found on the TOSL vehicle.
The 465/2/9 and 466 are fitted with a Westinghouse two cylinder reciprocating
piston, two stage direct drive compressor. These are located on the TOSL and
DTOSL respectively.
In all variants, the compressors supply air at 10 bar to the Main Reservoir, which in
turn is regulated down to 7 bar in the Main Reservoir Pipe (MRPP). All pneumatic
systems are then supplied from the 7 bar MRPP. By using a pressure regulator
between the Main Reservoir and the supply to the systems ensures that as the
pressure in the main reservoir drops, a constant pressure is maintained in all of the
subsystems. A regulator is fitted in the supply pipe to the air suspension to ensure
that it will not charge until the MRPP has risen above 6 bar. Check valves and
reservoirs are placed before critical systems to ensure that pressure is not lost in the
event of MRPP leakage.
1.2
MAIN RESERVOIR PIPE
A MRPCC (Main Reservoir Pipe Coupling Cock, 465/0/1) or MRIC (Main Reservoir
Isolating Cock, 465/2/9 and 466) is located at each vehicle end to provide
isolation of the Main Reservoir Pipe between the vehicles. Each MRPCC/ MRIC is a
vented isolation cock, with the air venting on the coupling side of the cock. This
enables the vehicles to be separated with the parking brakes released and
without the danger of trapped air in the coupling.
On 465/0/1 No 2 end of DMOS and No1 end of TOSL there are Inter vehicle Flexible
hoses fitted to interconnect the main reservoir pipe between the vehicles.
On the 465/2/9 and 466 the Main Reservoir Air is transferred between vehicles via
the Intermediate Couplers as they have Main reservoir Connections fitted to the
couplings.
A Low Main Reservoir Governor is fitted to each vehicle. If the Main Reservoir
Pressure reduces below a level to continue to supply the Brake Supply Reservoir,
contacts in the Low Main Reservoir Governor will open and break continuity of
TW13 (Brake Continuity). This will apply an emergency brake application.

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1.3
THE 465/0/1 AIR SUPPLY MODULE
The Davies & Metcalfe 2A115DI Type 14 Compressor is a 3 cylinder, two stage
piston, reciprocating compressor powered by an internal 750v dc (power output
of 9kw) motor at 1200rpm.
Output pressure 10bar regulated by an Main air pressure governor
Total Compressor weight: 735Kg
Delivery Capacity: 1000litres/minute
Delivery Pressure: 10 bar
465/0/1 Davies & Metcalfe 2A115DI Type 14 Compressor (in situ)

Compression takes place in two stages:
To reduce operating temperatures.
And increase efficiency.
The first stage using 2 cylinders (LP cylinders), draws air through the intake filter and
compresses it to a pressure that is approximately 3 bar for a 10 bar final output
pressure.
The air passes through the intercooler which is fan cooled by the centrifugal fan
mounted on the motor. From the intercooler and on its way to the single High
Pressure (HP) piston the air passes through the inter-stage water separator.
The compressor includes an oil sump and crankshaft driven oil pump to provide
pressure lubrication of the connecting rod bearings.
The crankshaft is mounted in splash lubricated roller bearings.
An oil level sight glass and a combined filler and oil level indicating cap is
provided.

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Air Supply Module
1. Air compressor intake filter

2. Air compressor with 750 V dc motor
3. Air compressor delivery hose
4. Air compressor safety valve (set to open at 12.5 bar)
5. Air compressor after-cooler unit
6. Air compressor check valve
7. Pre-filter unit.
8. Main reservoir safety valve (set to open at 10.7 bar)
9. Air dryer unit with after filter
10. inch drain cock
11. Main air reservoir (450L) with brackets
12. inch test point
Air Supply Line Drawing

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1.3.1 Water Separator

Due to atmospheric humidity, the compressed air will also carry water vapour. As
the air is cooled in the inter-cooler, its ability to carry this vapour reduces and
some can condense out as water.
The water separator collects any that does and ejects it through the auto drain
valve.
1.3.2 After-cooler
An after cooler is fitted to protect downstream equipment from the high
temperatures of the compressed air as it emerges from the HP cylinder. It can
reach as high as 200C in the HP cylinder.
In particular, when an air dryer is fitted, it requires air to be delivered as close to
ambient temperature as possible.
1.3.3 Air Dryer Towers

The purpose of the Air Dryer is to ensure there is no water in the air system and
protects against corrosion of the pneumatic devices.
Air Dryer Towers

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Air Dryer Tower Air Flow

The air dryer and filter system is a twin tower regenerative unit that constantly dries
compressed air, removing moisture, oil aerosols and abrasive particles. The air
dryer comprises of the following:
Pre-Coalescer Filter
Twin Tower Air Dryer Assembly
Final Filter
Heater/ Thermostat Units
Mounting Brackets
Termination Box
The air enters the air dryer and filtered by the pre-coalescer element. The PreCoalescer is constructed of two elements:
The first element is Stainless Steel Removes oil aerosols and particles down
to 40 microns in size
The second element Made up of two layers of borosilicate media and

two layers of polyster media pleated inside a stainless steel container and
this removes submicron oil and water aerosols down to 0.3 microns.
The air dryer and filter is designed with a Memory Timer that allows the timer to
regenerate only when a pre-determined pressure is reached by the compressor,

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or when any compressor is charging. Until such time both the towers allow a
maximum flow of air to pass and charge the entire system.
With the compressor charging and the predetermined pressure reached, one of
the two dryers will begin to regenerate. The left solenoid valve will be energised
and allows air to pass and seat the left inlet check valve. At the same time the left
spring loaded outlet check valve closes and the left sump mounted purge valve
opens. This sudden drop in pressure forces the impurities in the left tower to
atmosphere, and the moisture that was absorbed by the desiccant beads is
released to the surface of the beads. A small amount of dry air from the other
tower then flows through an internal regenerating orifice in a reverse direction
over and through the left desiccant bed. The moisture on the surface of the
desiccant beads is picked up by the dry air and discharged through the purge
valve at a level above atmospheric pressure. The double seated automatic drain
valve on the sump of the pre-coalescer discharges the contaminants to
atmosphere.
At the same moment the right tower dehydrates by removing the moisture from
the compressed air as it passes over and through the desiccant beads and on to
the main reservoir. This happens when the right solenoid valve is energised. In
conjunction, the right inlet and outlet check valves are opened and the right
sump mounted purge valve is closed. Approximately 60 seconds later the cycle is
reversed. In addition the double seated automatic drain valve on the sump of
the pre-coalescer discharges the collected contaminants to atmosphere at the
end of the same cycle.
Air Dryer Tower Timing Circuit

A common supply is used for the air dryer operation and the heaters. Therefore
terminals A1 and A2 are linked together, and terminals C1 and C2 are linked
together.
A constant power source must be available, the A terminals positive, and the C
terminals negative.

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Any interruption of this supply causes the dryer to start on a new cycle when the
power is re-applied. This sequence provides a complete regeneration to both
desiccant canisters.
The memory timer operates only when a voltage is applied to terminal B. An
interruption in this supply causes the dryer to stop cycling. When the voltage is reapplied to terminal B, the dryer re-starts at the point in the cycle that it stopped
previously.
1.4
THE 465/2/9 & 466 AIR SUPPLY MODULE
A single air pipe carries the main reservoir supply throughout the train and is
maintained with air from motor driven compressors which are fitted to the TOS C/
TOSL D cars.
All brake applications, whether service or emergency, are regulated on each
individual car in accordance with load so that the brake forces obtained are in
proportion to the total weight of the vehicle.
A supply of air for warning horns, air suspension, wind screen washers, electrical
control equipment, doors and toilet facilities are also provided.
1.4.1 The Compressor And Main Reservoir System

The main air supply equipment includes a two cylinder, two stage reciprocating
Compressor, driven by a 750V DC motor, delivery hose, Air Dryer, MR Safety Valve,
Main Reservoir, Compressor Governor, Main Reservoir Pipe regulator and check
valve.
1.4.2 Operation
Air is drawn into the compressor through the air intake filter/silencer and initially
compressed within the Low Pressure cylinder to a pressure not exceeding 3.45 bar.
This is then discharged to the high pressure inlet port through the intercooler,
where it is further compressed to a maximum of 10.8 bar. The compressed air then
passes through the High Pressure pipe to the aftercooler before being delivered
via the compressor delivery hose and Air Dryer and stored in the main reservoir.

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465/2/9 & 466 Air Supply Module

The supply of air to the main reservoir is under control of a governor, which
through a contactor unit enables the motor/compressor unit to operate on a
stop/start duty cycle. When the main reservoir pressure rises to a nominal 10 bar, a
contact in the governor opens, breaking the electrical circuit to the motor and
stopping the compressor. As compressed air is taken from the main reservoir for
braking and other purposes, the air pressure is progressively reduced until the cutin pressure of a nominal 8.5 bar is reached, when the circuit is re-made and the
compressor restarted.

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Main Reservoir Supply from Compressor to Main reservoir Pipe

The main reservoir system is protected by a safety valve set to 10.7 bar against
excessive pressures should the governor fail to operate. The main reservoir is fitted
with a drain cock for maintenance operations. The main reservoir is connected to
the main reservoir pipe via a 7-bar regulator and an isolating cock. A regulator
by-pass is also fitted so that in the unlikely event of a compressor failure, the main
reservoir may still be charged. The pipe is made continuous throughout the train
by passing through the auto-coupler at the ends of a unit and across bar-couplers
within the unit. Flexible hose connections and coupling cocks are included to
enable the couplers to interface with the rigid piping on the underframe.

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1.4.3 Main Reservoir Pipe

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Air Supply Line Drawing

On each car a connection is taken from the main reservoir pipe to the brake
supply reservoir and other pneumatic equipment. The check valve in the strainer
check valve and choke unit, immediately upstream of the brake supply reservoir
ensures a protected supply of air which is used only for operation of the brake
system. Other air operated ancillary equipments are also fed from the main
reservoir pipe. Air to the suspension system is protected by check valve in the
strainer check valve and choke unit, immediately upstream of the levelling valves.
1.5
465/2/9 AND 466 AIR DRYER
The twin-tower air dryer is a regenerating desiccant type using activated alumina
as the drying agent. An integral pre-filtration unit, automatic drain valve and
heater is fitted on the inlet side of the air dryer to remove from dirt particles,
condensed moisture and oil droplets carried over from the compressor, which
would otherwise contaminate the desiccant in the air dryer. The automatic drain
valve expels any accumulated oil and water.
Compressed air enters the dryer through a changeover valve which is controlled
by an electronic timer circuit. The changeover valve directs air to one of the two
drying towers where it passes over the desiccant material. The desiccant absorbs
moisture contained in the compressed air and dry air is delivered back into the
main reservoir system via a check valve in the delivery manifold. Prior to the check
valve, a purge line allows a small percentage of dry air to flow back through the
second tower to regenerate the used desiccant. The purged air and moisture it
collects are discharged to atmosphere through the changeover valve. At a predetermined time interval, the changeover valve operates to reverse the flow
sequence through the air drying towers. The system is arranged so that any failure
of the control equipment will not prevent the delivered air from passing to the
main reservoirs.
On the output side of the dryer, the dry air passes through a dust removal filter
where any fine particles of desiccant dust are removed.

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465/2/9 and 466 Air Dryer
1.5.1 Compressor Safety Valve

Ensures in the event of a compressor failure resulting in a compressor runaway,
that all other systems are protected. Opens at 12.5 bar

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1.5.2 Main Reservoir

The main reservoir has a safe working pressure of 10 bar and has a capacity of 450
litres. A drain cock is fitted to the underside of the reservoir.
1.5.3 Compressor Governor

The compressor governor stops the compressor when the pressure in the reservoir
reaches 10 bar+ 0.2 bar (465/2/9 and 466) and 10 bar + 0.1 bar (465/0/1). The
compressor is started whenever the pressure in the main reservoir drops below 8.5
bar + 0.2 bar (465/2/9 and 466) and 8.5 bar + 0.1 bar (465/0/1)
1.5.4 Compressor Intercooler

The compressor intercooler is set to vent at 3.45 bar (465/2/9 and 466).
1.5.5 Compressor Governor Isolating Cock

In the event that the compressor governor fails it can be isolated using this cock.
The pressure in the main reservoir will then be governed by the Main Reservoir
Safety Valve.
1.5.6 Low Main Reservoir Governor (LMRG)

The Low Main Reservoir Governor contacts open at 5.5 bar + 0.1 bar falling
(465/2/9 and 466) and close at 6.4 bar + 0.2 bar rising (465/2/9 and 466).
1.5.7 Main Reservoir Safety Valve

The main reservoir safety valve opens at 10.7bar (465/2/9 and 466) and 10.55 bar +
0.3 bar (465/0/1) to vent the reservoir to atmosphere. The safety valve closes at
9.8bar (465/2/9 and 466) and 9.6 bar (465/0/1).
1.5.8 MRP Test Point

A test point is fitted to allow measurement of the Main Reservoir Pressure.
1.5.9 Main Reservoir Isolating Cock

The main reservoir isolating cock isolates the main reservoir from the 7 bar pressure
regulator.
1.5.10 Air Module Heaters

In the event of freezing temperatures the heaters (large resistors mounted on heat
sinks) in the air supply module and brake modules will be powered from a
thermostat.
1.6
AIR SUSPENSION SYSTEM
The air suspension consists of a three point levelling valve system to control side to
side and end to end heights under all load conditions. It ensures there is sufficient
air in the air bags to provide a smooth ride for the passengers.
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Air suspension schematic
1.6.1 Air Suspension Isolation Cock (ASIC)

On the 465/0/1 Units there is one ASIC (Air Suspension Isolating Cock) on each
vehicle located on the brake module. On the 465/2/9 and 466 there are two SIC
(Suspension Isolating Cocks) on each vehicle located on the underframe above
the bogies.
When in the Normal position, the Main Reservoir Pipe air at 7 bar flows through the
levelling valves in to the Air Suspension reservoirs and on to the Air Suspension
Springs. The levelling valves deliver and exhaust air to/from the Air Springs in
proportion to passenger loading. The more passengers that board the vehicle,
the heavier the vehicle gets. This in turn requires an increase in Air Spring pressure
to maintain correct suspension levels.
1.6.2 Compensating Valves

Connected between the Air Suspension Reservoirs is a Compensating Valve.
Under normal circumstances the Compensating Valve will be closed. If for
example one Air Suspension Spring deflated, the vehicle would lean to one side
increasing the chances of collision. The Compensating Valve will open to allow air
from the other reservoir to be used when a pressure difference of 1 bar or greater
is detected to even the pressure in both Air Springs.

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1.7
ISOLATION COCKS 465/0/1
1.7.1 Cab Pneumatic Module 465/0/1isolating cocks

The following isolating cocks are located on the cab pneumatic panel.

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Horn Valve Isolation Cock

Isolates the air supply to the respective cab horns. This cock is used to isolate the
warning horns from the Main Reservoir Pipe. All operations of the horns are
recorded on the On Train Monitoring Recorder (On Train Monitoring Recording).
Screen Wash Supply Isolation Cock.
Isolates the air supply for the cab window washers.
Parking Brake Isolation Cock
Vents main reservoir air to atmosphere to apply parking brakes in an emergency.
Cab Door Supply Isolation Cock
Isolates the air supply to both cab doors.
Water Bottle Drain Cock (WBDC)
Enables the screen wash water in the tank to be drained.
The access panel cannot be closed fully if any of the above isolation cocks are in
the isolate position.

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1.8
ISOLATION COCKS 465/2/9 & 466

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1.9
BRAKES AIR SUPPLY
1.9.1 Service Brakes

The Brake Supply Reservoir is charged to 7 bar.
If the Brake Supply Reservoir Pressure reduces below a level to provide a brake
application, the Low Brake Supply Reservoir Governor will open and break
continuity of TW13 (Brake Continuity). This will apply an emergency brake
application.
The Brake Supply Reservoir supplies the Analogue Control Unit (ACU). The ACU
receives an input signal from the Air Suspension in response to brake demands
from the Combined Power Brake Controller (CPBC) and Emergency systems.
The ACU delivers graduated Brake Supply Reservoir pressure to the Brake
Cylinders. This air pressure will range from 0 bar (Brakes Released) to 4.7 bar
(Emergency Application on a crush-laden vehicle).
The 465/0/1 has a Brake Cylinder Pressure Switch fitted. If the unit speed reaches
9kph and there is sufficient air in the brake cylinders to cause the brakes to drag,
then the Pressure switch will close and feed TW36 (Train Fault) & UW58 (Unit Fault).
This will illuminate the red train and unit fault indicators on the drivers desk.
1.9.2 Parking Brakes

Located on the 465/0/1 Cab Pneumatic Module is the Parking Brake Isolating
Cock (PBIC). On the 465/2/9 and 466, this is known as the Parking Brake Apply
Cock (PBAC).
When in the NORMAL position Main Reservoir Pipe pressure at 7 bar flows to the
Parking Brake Cylinders to release the Spring Applied Parking Brakes. When PBIC /
PBAC is in the ISOLATED position, air in the Spring Applied Parking Brakes is vented
to atmosphere that in turn applies the Parking Brakes.
An Anti Compound Valve is fitted in line between PBIC / PBAC and the Spring
Applied Parking Brakes. When PBIC / PBAC is in the NORMAL position and the
Main Reservoir Pipe is charged to 7 bar, the Anti Compound Valve will only allow
air flow from PBIC / PBAC to the Spring Applied Parking Brakes and will not be
affected by Brake Cylinder air pressure.
When PBIC / PBAC is in the ISOLATED position, the Anti Compound Valve will allow
Brake Cylinder Air in to the Spring Applied Parking Brakes, to release the Spring
Applied Parking Brakes in proportion to the Service Brake application. This
prevents damage to the Brake Actuators that can only withstand a Service Brake
Cylinder or Parking Brake Application, not both simultaneously.
On the 465/0/1, connected to the Parking Brake Cylinder air supply is the Parking
Brake Cylinder Pressure Switch. If the unit speed reaches 9kph and there is
insufficient main reservoir pressure in the Parking Brake Cylinders to hold the springs

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off (that will cause the brakes to drag), contacts in the Parking Brake Cylinder
Pressure Switch will close. TW36 (Train Fault) & UW58 (Unit Fault) will be fed that will
illuminate the red train and unit fault indicators on the drivers desk.
1.10 DOOR AIR SUPPLY

On the 465/0/1 there is one DSIC (Door Supply Isolating Cock) on each vehicle
located between the vehicle under frame and the bogie at the No.1 end. When
the DSIC is in the NORMAL position, Main Reservoir Pipe air at 7.4 bar flows through
to the exterior bi-parting door reservoirs and the gangway doors.
Each pair of exterior bi-parting doors can be isolated by DIC (Door Isolation Cock)
on the Exterior Bi-Parting Door Pneumatic Panel. The 7.4 bar pressure then passes
through a Door Pressure Regulator to a reservoir that supplies a pair of exterior biparting doors.
The gangway doors can be isolated independently by an isolation cock located
centrally above the two door leafs in the roof void. The 7.4 bar pressure then
passes through a Door Pressure Regulator.
On the 465/2/9 and 466 there are two DSIC (Door Supply Isolating Cocks) on each
vehicle. One is located on the Brake Module, the other located in the No.2 body
end cupboard in the vehicle. When both are in the NORMAL position, Main
Reservoir Pipe air at 7 bar flows through to the exterior bi-parting doors and the
gangway doors.
Each set of exterior bi-parting doors can be isolated independently by DIC (Door
Isolation Cock) on the Exterior Bi-Parting Door Pneumatic Panel. The 7 bar pressure
then passes through a Door Pressure Regulator.
The gangway doors can be isolated independently by an Out of Service lock
located centrally above the two door leafs. The 7 bar pressure then passes
through a Door Pressure Regulator.

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2. AUXILIARY POWER SUPPLIES

2.1
GENERAL
Auxiliary power is required on the train to provide a wide range of equipment with
Low or Intermediate Voltage Supplies. The Auxiliary Converter provides these
supplies from a single 750 V dc input. Auxiliary Converters are fitted on TOSL
vehicles (465/0/1), TOS and TOSL (465/2/9) and DTOSL (466).
The auxiliary converter incorporates the following items of equipment in a self
contained forced air cooled module:
The Auxiliary Inverter. Produces the required dc high voltage supply.
A battery charger.
Control and Protection equipment.
465/0/1 Auxiliary Converter
465/2/9 and 466 Auxiliary Converter

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3. AUXILIARY POWER DISTRIBUTION

An Auxiliary Converter mounted on the under frame of the TOS (465/0/1), TOS and
TOSL (465/2/9) and DTOSL (466) supplies the auxiliary electrical power.
The purpose of the auxiliary converter is to convert the main 750 volt dc supply
voltage to a single phase voltage and a battery charging voltage.
The battery charger voltage charges the battery and supplies the 110 V dc
control voltage for the train. The control equipment voltage is supplied direct
from the battery when the output from the battery charger is not available.
The 465/2/9 has 2 Auxiliary Converters and if one becomes defective there would
be a loss of half the saloon lighting throughout the four car and the loss of the
rheostatic brake.
In an emergency the 110 v dc from an assisting unit can be used by the essential
train control circuits on the defective unit as Train Wire19 will feed Train Wire18 to
allow the unit to be moved.
Block Diagram of Auxiliary Power Distribution

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3.1
SPECIFICATIONS FOR 465/0/1
3.1.1 Static Converter- Sepsa

Input Filter
Input 400-900 Volts dc
Double Flyback Converter
Input 400 900vdc
Output 370 Volts dc and 110 Volts dc Control Voltages
Inverter
Input 370 Volts dc
Output Single Phase 240 Volts ac
The Battery Charger
Output 110 Volts dc
The Battery 465/0/1
Gel Type
74 series connected cells
Nominal voltage 1.2 volts per cell
3.2
SPECIFICATIONS FOR 465/2/9 AND 466
3.2.1 Static Converter- GEC Alstom

Line Filter
Input 400-900 Volts dc
Step Down Chopper( GTO Chopper)
Input 400 900vdc
Output 300 Volts dc and 110 Volts dc Control Voltages
Inverter (IGBT)
Input 300 Volts dc
Single Phase Transformer
Input Primary Winding 300 Volts dc
Output 110 Volts dc from the secondary, centre tapped winding
Output 240 Volts ac from the Tertiary Winding
The Battery Charger
Input 110 Volts dc
Output 110 Volts dc

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The Battery
Nickel Cadmium Type
72 series connected cells
Nominal voltage 1.2 volts per cell
3.3
SUPPLIES 465/0/1/2/9 AND 466
The Auxiliary Convertor also provides 240V dc and 110V dc. On the 465/0/1/2/9
and 466 they supply the following sub systems:
240 V dc Single Phase supplies are required for:
Cleaning Socket Outlets
Underseat Heater Fans
Toilet Vent Fan, Hand Dryer and Water Heater
Rheostatic Fan (465/2/9 and 466)
Cab Heater Fan (465/2/9 and 466)
110 V dc supplies are required for:
Tail, Marker and Head Lights
Coupler Control
Doors
Lights
Compressor Control
Brakes Control
Motoring Control
Communication Systems
Cab Controls
Sanding Control
Windscreen Wiper
Windscreen Washer
Horn control
3.4
AC AND DC DISTRIBUTION (465 0/1)
The following block diagram shows the simplified supply and distribution
arrangement for the TOS (465/0/1) / TOS and TOSL (465/2/9) and DTOSL (466)
vehicles. The permanent voltage supply for the auxiliaries start circuits is supplied
direct from the battery via the Battery Isolating Switch and the Vs(Voltage Supply)
fuse. With the auxiliaries set and the battery contactor closed, the main control
supply is energised.

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Note: Safety and essential loads are parallel fed from both No.1 and No.2 ends in
order to maintain continuity of supply (465/2/9).
AC/DC Distribution

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3.5
THE AUXILIARY CONVERTER 465/0/1
Auxiliary Converter (Sepsa) - Plan View
Auxiliary Converter - Filter Capacitors

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Rectifier Current Over voltage

Transformer
Cards
Subassembly Subassembly
240 V ac Filter
Subassembly
Control Rack
Auxiliary Converter Module - Control Panel
3.6
TOS AUXILIARY CONTROL CASE

1.
2.
3.
11. 12. 13. 14.
15.
16.
4.
5.
17.
6.
7.
8.
9.

Auxiliary Systems
21.
18.
22.
19.
23.
20.
24.
10.

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1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
D-C4 (Control Diode Four)

D-C5 (Control Diode Five)
D-FW (Diode)
D-C1 (Control Diode One)
D-C2 (Control Diode Two)
D-C3 (Control Diode Three)
K-C1 (Control Capacitor One)
K-C2 (Control Capacitor Two)
K-C3 (Control Capacitor Three)
FS-BP2 (Auxiliary Battery Positive Fuse)
20 Amp
11. R-AS1 (Auxiliary Set Relay One)
12. R-IAD1 (Distribution Auxiliary Interlock
Relay)
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
R-IAD2 (Auxiliary Door Isolate

Relay Two)
R-LB1 (Battery Low Volts Relay)
RT-LB2 (Battery Low Volts Time
Delay Relay)
R-HSE (Heating Set Latched
Relay)
C-BI
(Battery
Isolation
Contactor)
C-LM (Main Lights Contactor)
C-LE
(Emergency
Lights
Contactor)
C-H (Heating Contactor)
R-LS (Lighting Set Latched
Relay)
R-AS2 (Auxiliary Set Latched
Relay)
R-AT (Auxiliary Trip Relay)
RT-LSD (Load Shedding Time
Delay Relay)
C-BI Battery Isolating Contactor

Closes to allow 110v dc from the Battery and Auxiliary Converter Module to the
units auxiliary equipment (i.e. Traction Controls, Lighting, Heating & Ventilation
Controls, Door Controls, Communication Links etc.
H-C Heating Contactor
Closes to allow 110v dc to the Heater Control Circuits.
C-LE Emergency Lights Contactor
Closes to allow 110v dc to the Saloon Emergency Lighting Circuits.
C-LM Main Lights Contactor
Closes to allow 110v dc to the Saloon Main Lighting Circuits.
D-C1 Control Diode One
Prevents a 110v dc supply fed from an assisting unit (if the auxiliary converter and
batteries had failed) supplying non-essential circuits (i.e. Traction Controls, Lighting,
Heating & Ventilation Controls).
D-C2 - Control Diode Two
Prevents a 110v dc supply from the auxiliary converter and batteries supplying
TW19A (Control Positive Emergency).
D-C3 - Control Diode Three
Prevents a 110v dc supply from the auxiliary converter and batteries supplying
TW19 (Control Positive Emergency).
D-C4 - Control Diode Four
Prevents a 110v dc supply being maintained to the coil of RT-LB2 when the
Auxiliaries are being set.
D-C5 - Control Diode Five
Prevents a 110v dc back feed from the Train and Unit Fault Circuits into the
Auxiliary Converter.
FS-BP2 Battery Positive Fuse Two
10A Fuse to protect UW50 (Battery Positive).

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K-C1 Control Capacitor One

Protects D-C1 from back electro motive force when the auxiliary circuits are deenergised.
K-C2 Control Capacitor Two
K-C3 Control Capacitor Three
R-AS1 Auxiliary Set Relay One
Coil energised by TW20 (Auxiliary Set) when the AUX HEAT & LIGHT ON push-button
is depressed.
R-AS2 Auxiliary Set Latched Relay Two
Coil energised by TW50 (Battery Positive) from when R-AS1 contact closes.
R-AT Auxiliary Trip Relay Coil
Energised by TW21 (Auxiliary Trip) when the AUX HEAT AND LIGHT OFF push-button
is depressed.
R-HSE Heating Set Latched Relay
Coil energised by UW48 (Auxiliary Positive) when the AUX HEAT & LIGHT ON pushbutton is depressed.
R-IAD1 Distribution Auxiliary Interlock Relay One
Coil energised only when 110v dc supply present on UW50 (Battery Positive) via
5701 wire.
Contact of R-IAD1 closes allowing coil C-AP (Auxiliary Power
Contactor) to energise.
R-IAD2 - Distribution Auxiliary Interlock Relay Two
Coil energised only when 110v dc supply present on UW50 (Battery Positive) via
5702 wire.
Contact of R-IAD1 closes allowing coil C-AP (Auxiliary Power
Contactor) to energise.
R-LB1 Low Battery Volts Relay One
Coil energised initially when auxiliaries are set, then from DU-LB (Low Battery Volts
Detection Unit). When the output voltage from the battery/auxiliary converter falls
below 78 volts, DU-LB internal contact will open de-energising coil R-LB1. R-LB1 deenergises C-BI (Battery Isolation Contactor), that shuts the units auxiliaries down.
RT-LB2 Low Battery Volts Time Delay Relay Two
Coil energised momentarily from when the AUX HEAT & LIGHT ON push-button is
depressed. RT-LB2 allows a supply to R-LB1 coil, bypassing DU-LB (Low Battery Volts
Detection Unit), allowing the converter to start (if the battery voltage is below the
100 volts required to close the internal contact of DU-LB). The auxiliary converter
supply will then maintain DU-LB internal closed, at the same time as charging the
batteries.
RT-LSD Load Shedding Timed Relay
Coil energised directly from 110v dc auxiliary converter supply. When the output
fails, RT-LSD will de-energise.

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3.7
AUXILIARY SUPPLY CASE

3.
4.
2.
1.
5.
6.
7.
8.
1. C-AP (Auxiliary Power

Contactors)
2. R-NV (No Volts Relay)
3. Z-NV1 (No Volts Relay Fixed
Resistor One)
4. Z-NV2 (No Volts Relay Fixed
Resistor Two)
5. FS-NV (No Volts Relay Fuse) 6
Amp
9.
6. FS-AP (Auxiliary Supply Fuse)

7. FS-SSA (Auxiliary Shore Supply
Fuse)
8. FS-ASC (Auxiliary Converter
Supply Fuse)
9. FS-VS (Voltage Sensing Fuse)
Auxiliary Supply Case R/H Side

C-AP Auxiliary Power Contactor
Coil energised only when 110v dc auxiliary supplies are proved healthy. Contacts
close to allow 750v dc supply from 750v dc Traction Busline onto 750v dc Auxiliary
Busline (+).
FS-AP Auxiliary Supply Fuse
750v dc 200A Fuse to protect the 750v dc Auxiliary Busline (+) from the supply on
750v dc Traction Busline
FS-ASC Auxiliary Converter Fuse
750v dc 160A Fuse to protect the Auxiliary Converter Module.
FS-SSA Auxiliary Shore Supply Fuse
750v dc 200A Fuse to protect the 750v dc Auxiliary Busline (+) from the supply on
the Auxiliary Shore Supply Receptacles.
FS-NV No Volts Fuse
6A Fuse to protect the No Volt Relay.
FS-VS Voltage Sensing Fuse
240v ac Fuse to protect Voltage Sensing Relay.
R-NV - No Volt Relay
When the coil is energised by 750v dc line voltage (via the No Volts Relay Resistor),
the No Volts Relay auxiliary contacts will be closed allowing the traction circuits to

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be energised. A gap in the 3rd rail will interrupt the supply to the NVR coil and
subsequently open the auxiliary contacts.
Z-NV1 No Volts Relay Fixed Resistor One
Reduces the 750v dc line voltage for the No Volt Relay
Z-NV2 No Volts Relay Fixed Resistor Two
Reduces the 750v dc line voltage for the No Volt Relay
1.
6.
8.
7.
12.
2.
3.
9.
10.
11.
4.
5.
1. R-HS1 (Saloon Heating Relay

One)
2. R-HS2 (Saloon Heating Relay Two)
3. R-HS3 (Saloon Heating Relay
Three)
4. R-HTS (Heating Standby Relay)
5. R-VS2 (Voltage Sensing Relay)
6. C-HS1 (Saloon Heating Contactor
One)

Three)
Five)
Two)
Four)
Six)
12. C-S (Static Converter Contactor)
TOS Auxiliary Supply Case L/H Side

R-HS1 Saloon Heating Relay One when energised contacts close to allow 240v
ac to saloon fan heater motor.
R-HS2 Saloon Heating Relay Two when energised contacts close to allow 240v
ac to saloon fan heater motors.
R-HS3 Saloon Heating Relay Three when energised contacts close to allow 240v
ac to saloon fan heater motor.
R-HTS Heating Standby Relay when energised contacts close to allow turn on
the trace heating.
R-VS2 Voltage Sensing Relay when de-energised contacts open to activate
train and unit fault indications in the cab.
C-HS1 Saloon Heater Contactor One when energised contacts close to allow
750v dc to saloon fan heater elements.

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C-HS2 Saloon Heater Contactor Two

When energised contacts close to allow 750v dc to saloon bodyside heater
elements.
C-HS3 Saloon Heater Contactor Three
When energised contacts close to allow 750v dc to saloon fan heater elements.
C-HS4 Saloon Heater Contactor Four
elements.
C-HS5 Saloon Heater Contactor Five
When energised contacts close to allow 750v dc to saloon fan heater elements.
C-HS6 Saloon Heater Contactor Six
elements.
C-S Static Converter Contactor
Closes to allow 750v dc supply to Auxiliary Converter Module.
R-HS1 Saloon Heating Relay One
When energised contacts close to allow 240v ac to saloon fan heater motor.
R-HS2 Saloon Heating Relay Two
When energised contacts close to allow 240v ac to saloon fan heater motors.
R-HS3 Saloon Heating Relay Three
When energised contacts close to allow 240v ac to saloon fan heater motor.
R-HTS Heating Standby Relay
When energised contacts close to allow turn on the trace heating.
R-VS2 Voltage Sensing Relay
When de-energised contacts open to activate train and unit fault indications in
the cab.
3.8
DMOS HEATER CONTACTOR CASE
1.
6.
7.
8.
2.
3.
9.
10.
11.
12.
13.
4.
5.
1.
2.
3.
R-HS1 (Saloon Heating Relay One)

R-HS2 (Saloon Heating Relay Two)
R-HS3 (Saloon Heating Relay

Auxiliary Systems

Five)

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4.
5.
6.
7.
Three)
R-HTS (Heating Standby Relay)
R-HC (Cab Heating Relay)
C-HS1 (Saloon Heating Contactor
One)
C-HS3 (Saloon Heating Contactor
Three)
Two)
Four)
11. C-HS6 (Saloon Heating Contactor Six)
12. C-HC1 (Cab Heating Contactor
One)
13. C-HC2 (Cab Heating Contactor Two)
DMOS Heater Contactor Case
3.9
AC AND DC DISTRIBUTION (465 2/9 & 466)
The following block diagrams show the simplified supply and distribution
arrangement for the TOS (465/0/1) / TOS and TOSL (465/2/9) and DTOSL (466)
vehicles. The permanent voltage supply for the auxiliaries start circuits is supplied
direct from the battery via the Battery Isolating Switch and the Voltage Supply(Vs)
fuse. With the auxiliaries set and the battery contactor closed, the main control
supply is energised.
Note: Safety and essential loads are parallel fed from both No1 and No2 ends in
order to maintain continuity of supply (465/2/9).

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465/2/9 Auxiliary Distribution Diagram

Auxiliary Systems

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465/2/9 AC Distribution Diagram

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3.10 AUXILIARY CONVERTER MODULE 465/2/9 AND 466
Auxiliary Converter - Plan View
Auxiliary Converter - Contactor Section

1.
2.
3.
4.
5.
6.
7.
8.
9.
ASC (Auxiliary Supply Contactor).

ASSC (Auxiliary Shore Supply Contactor).
SCC (Static Converter Contactor).
NVRF (No Volts Relay Fuse).
NVRZ (No Volts Relay Resistor).
NVR (No Volts Relay).
LPB (Earth Leakage Breaker).
MHF (Main Heater Fuse). (ACF is to the right of MHF).
Shore Socket
ASC Auxiliary Supply Contactor

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Closes to allow 750v dc from 3rd rail to the Auxiliary Converter Module, Compressor
and Heaters. Opens when unit is connected to a Shore Supply.
ASSC Auxiliary Shore Supply Contactor
Closes to allow 750v dc from shore supply to the Auxiliary Converter Module,
Compressor and Heaters. Opens when the unit is connected to the 3rd rail.
SCC Static Converter Contactor
Closes to allow 750v dc supply to Auxiliary Converter Module.
MHF Main Heater Fuse
60A Fuse to protect the units heaters.
ACF Auxiliary Converter Fuse
750v dc 100A Fuse to protect the Auxiliary Converter Module.
NVRF No Volts Relay Fuse
Fuse to protect the No Volt Relay.
NVRF No Volts Relay Resistor
Reduces the 750v dc line voltage for the No Volt Relay.
NVR - No Volts Relay
When the coil is energised by 750v dc line voltage (via the No Volts Relay Resistor),
the No Volts Relay auxiliary contacts will be closed allowing the traction circuits to
be energised. A gap in the 3rd rail will interrupt the supply to the NVR coil and
subsequently open the auxiliary contacts.
EPB Earth Leakage Breaker
Interrupts 240v ac output from Auxiliary Converter Module if earth leakage is
detected.
1. FK (Filter Capacitor)
2. TFK (Tuned Filter Capacitor)
3. LFK (Link Filter Capacitor)
Auxiliary Converter - Filter Capacitors

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1. CBZ1 (Crow Bar Resistor One)

2. CBZ2 (Crow Bar Resistor Two)
3. CBZ3 (Crow Bar Resistor Three)
Auxiliary Converter - Snubber Resistor Panel

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4. BATTERIES
The batteries are contained in a pull out tray located on the under frame of each
TOS vehicle (465/0/1) and TOS / TOSL vehicles for 465/2/9 and DTOSL vehicle for
466 and consist of 74 Nickel-Cadmium cells.
Protection is provided by battery positive and negative fuses located in the
battery equipment box.
A temperature monitoring device is located in the case. The battery charger will
limit the output voltage if the temperature is outside the normal operating range.
A battery isolation switch is located adjacent to the battery tray. The isolation
switch has three positions:
Off Batteries isolated

Service batteries ready for service
Charge batteries connected to the shore charging socket.
4.1.1 Low Battery Detection Unit

This is located on the TOS vehicle below the 750-volt dc aux shore supply socket
and isolation switch.
Monitors the Battery and Auxiliary Converter 110v dc outputs. The internal contact
of DU-LB closes at 100v rising and opens at 78v falling. The contact controls the
supply to coil R-LB1.
465/0/1 Low Battery Volts Detection Unit
4.1.2 Battery Control Box

1.

Auxiliary Systems
2.
3.
4.
5.
6.
7.
8.

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1.
2.
3.
4.
5.
6.
7.
8.
LVF (Low Voltage Fuse)

CF1 (Control Fuse One)
ELF (Emergency Lights Fuse)
CF2 (Control Fuse Two)
MLF (Main Lighting Fuse)
MLF (Main Lighting Fuse)
AF1 (Auxiliary Fuse HT)
PSF (Permanent Supply Fuse)
Battery Control Box Upper Section

1.
1.
2.
3.
4.
5.
2.
3.
4.
5.
BIC (Battery Isolating Contactor)

LSC1 (Load Shed Contactor One)
LSC2 (Load Shed Contactor Two)
ASR (Auxiliary Set Relay)
ATR (Auxiliary Trip Relay)
Battery Control Box - Lower Section

Upper Section
Low Voltage Fuse (LVF) 2A
Protects Low Voltage Unit.
Control Fuse One (CF1) 63A
Protects TW18.
Control Fuse Two (CF2) 50A
Protects UW55.
Emergency Lighting Fuse (ELF) 40A
Protects UW53.
Main Lighting Fuse (MLF) 32A
Protects UW51 (Main Lights Positive One).
Auxiliary Fuse (HT) (AF1) 32A
Protects UW56 (Load Shed LT).
Permanent Supply Fuse (PSF) 6A
Protects UW57 (Battery Positive) and BIC (Battery Isolating Contactor) from 110v dc
battery.
Lower Section
Battery Isolation Contactor (BIC)

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When closed allows 110v dc battery to supply the units auxiliary circuits.
Load Shed Contactor One (LSC1)
If the Auxiliary Converter Module 110v dc output voltage fails LSC1 coil will be deenergised after 2.5 sec. The contactor will open interrupting the 110v-dc supply to
non-essential auxiliary circuits (i.e. Windscreen Demister, Traction Control).
Load Shed Contactor Two (LSC2)
If the Auxiliary Converter Module 110v dc output voltage fails LSC1 coil will be deenergised after 30 sec. The contactor will open interrupting the 110v dc supply to
the saloon main lights.
Auxiliary Set Relay(ASR)
Coil energised from TW20 (Auxiliary Set). Contacts close to allow 110v dc battery
to supply BIC coil.
Auxiliary Trip Relay (ATR)
Coil energised from TW21 (Auxiliary Trip). Contacts open to interrupt 110v dc
battery to BIC coil.

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5. TRAIN AND UNIT WIRE NUMBERS

5.1
465/2/9 AND 466 TRAIN & UNIT WIRE NUMBERS
Train Wires
TW
Description
No.
1.
Traction Level One Shunt
2.
Traction Level Two
3.
Traction Level Three
4.
Traction Level Four
5.
Forward
6.
Reverse
7.
Regenerative Brake Enable
8.
Reset
9.
Spare
10.
Brake Code One
11.
Brake Code Two
12.
Brake Emergency
13.
Brake Continuity
14.
Bell Interlock
15.
Brake Negative
16.
Control Negative
17.
Control Negative
18.
Control Positive (Normal)
19.
Control Positive (Emergency
20.
Aux Heat & Light Set
21.
Aux Heat & Light Trip
22.
Short Platform
TW
No.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
39.
40.
41.
42.
43.
44.
Unit Wires
43.
to
NOT USED
50.
51. Main Lights Positive 1
52. Main Lights Positive 2
53. Emergency Feed 1
54. NOT USED
55. Emergency Feed 2
56. Load Shed LT
57. Battery Positive
58. Line Volts Indication
59. NOT USED
60. Unit High Speed
61. HSCB CLOSED
62. Trailer Slide
63.
64.
65.
to
71.
72.
73.
74.
75.
76.
77.
78.
G1.
AC1
N1.

Auxiliary Systems
Description
Heating Trip and Speed Set
Lighting Trip and Speed Set
Selective Door Enable
Door Interlock (Traction)
Signal Bell
Door Release LHS
Door Release RHS
Doors Close.
Passenger Emergency
Master Controller Open
Wheel Slide Override
Brake Negative
Spare
General Fault
Shore Supply Audio Warning
Communication 1
Communication 2
Communication Control
Couple
Couple
Uncouple
Uncouple
24v supply
24v supply
NOT USED
Trailer Weight
Trailer Weight
Trailer Back Off
Trailer Back Off
Unit Fault
Lights VE
240V AC LINE
240V AC NEUTRAL

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5.2
TW
No.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
465/0/1 TRAIN AND UNIT WIRE NUMBERS

Description
Traction Level One Shunt
Traction Level Two
Traction Level Three
Traction Level Four
Forward
Reverse
Regenerative Brake Enable
Overload Reset
Spare
Brake Code One
Brake Code Two
Brake Emergency
Brake Continuity
Bell Interlock
Brake Negative
Control Negative
Control Negative
Control Positive (Normal)
Control Positive (Emergency)
Aux Heat & Light Set
Aux Heat & Light Trip
Short Platform
Unit Wires
43.
Auxiliary Positive
44.
Auxiliary Negative
45.
Spare
46.
Spare
47.
Emergency Lights Positive.
48.
Auxiliary Control
49.
Heating Control
50.
Battery Positive.
51.
Communications Positive
52.
Emergency Lights Negative
53.
to
Spare
56.
57.
Auxiliary
Interlock
(provision
only)
58.
Unit Fault
59.
Converter Fault

Auxiliary Systems
TW
No.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
39.
40.
41.
42.
Description
Heating Trip and Speed Set
Lighting Trip and Speed Set
Remote Door Enable
Door Interlock (Traction)
Signal Bell
Door Release LHS
Door Release RHS
Doors Close
Passenger Emergency
DDS Away From OFF
WSP Isolation
Brake Negative
Spare
General Fault
Shore Supply Audio Warning
Communication 1
Communication 2
Communication Control
Couple
Uncouple
60.
61.
62.
63.
64.
65
66.
to
70.
71.
72.
73.
81.
82.
Line Indication
Trailer Car Load
Trailer Car Load
Trailer Car Back Off
Trailer Car Back Off
Heating Night Standby
83.
84.
AC2.
N2.
H1.
H3.
Ventilation Supply Positive

Ventilation Supply Negative
AC Auxiliaries Supply
AC Auxiliaries Return
Auxiliary Busline Positive (750V)
Auxiliary
Busline
Negative
(750V)
Spare
GTO Drive Positive
Not Used
GTO Drive Negative
Main Light Positive
Main Light Negative

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5.3 INTERMEDIATE JUMPERS
465/2/9 Intermediate Jumpers

Key to Jumpers:
1 (J1) Communications Jumper
2 (J2) Control Jumper (27 Core)
3 (J3) Control Jumper (27 Core)
4 (J4) Unit Heating Jumper
5 (J5) H.T Bus line
6 (J6) L.T Power Jumper
7 (AC1F) Fixed Autocoupler Contacts
8 (AC1 M) Moving Autocoupler Contacts
Auxiliary Systems

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Train wires 5 and 6, 18 and 19, 28 and 29, 41 and 4101, 42 and 4201 Crossover in
the auto coupler.
Train wires 36 and 3601 Crossover between C and D cars in Jumper 3 at No2
end
465/0/1 Intermediate Jumpers

Auxiliary Systems

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NETWORKER
FLEET FAMILIARISATION
BOGIES AND RUNNING GEAR
DELEGATE NOTES
Class 465: Fleet Familiarisation

Bogies and Running Gear

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CLASS 465/466



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SOUTHEASTERN VALUES AND BEHAVIOURS
Take personal responsibility for our actions
Support our colleagues
Take care of our customers
Work collaboratively with stakeholders
Operate in a socially and environmentally responsible way


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AIM
The aim of this course is to ensure all SouthEastern staff (new starters and current
employees who have joined in the last 4 years) have a basic knowledge of the
Networker fleet and their systems
OBJECTIVES:
At the end of this course, delegates will be able to;
State the major systems integral to the working of the Networker fleet
Basically describe the operation of each system and its components
Locate key components of each train system
Show an understanding of the layout of VMI/ VMPs used on a daily basis

when undertaking work on the Networker fleet
Able to follow Networker maintenance instructions
Recognise basic faults and common rectification procedures for each

Networker train system
Display a knowledge of the Wiki to aid in location of maintenance task

documentation and fault rectification procedures
Explain the purpose of EMS and its control over Networker maintenance
The module will also allow you to test your knowledge with a final assessment.
Course Hazards/Risks
Hazard/Risk
Refresher
Manual Handling
Yes
Slip, trips and falls
Yes
Electricity
Yes
Moving vehicles
Yes
Working at height
Yes

Training

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CONTENTS
SAFETY BEFORE AND DURING WORK ON A CLASS 465/466 ............................................. 2
CONTENTS
................................................................................................................... 6
1.
FORMATION .............................................................................................................. 7
2.
465/466 BOGIE ....................................................................................................... 10
2.1
3.
BOGIE FRAME DESIGN........................................................................................... 16

WHEELSETS .............................................................................................................. 17
3.1
AXLE
................................................................................................................. 17
3.2
WHEEL
................................................................................................................. 17
3.3
4.
AXLE BOX ................................................................................................................ 17

AXLE END EQUIPMENT ........................................................................................... 19
4.1
WHEEL SLIDE PROTECTION (WSP) SPEED SENSOR .............................................. 19
4.2
5.
6.
7.
7.1.1
EARTH RETURN BRUSHES ........................................................................................ 19

PRIMARY SUSPENSION ........................................................................................... 21
TRACTION PIVOT CENTRE ...................................................................................... 23
SECONDARY SUSPENSION .................................................................................... 27
Description of Operation...................................................................................... 29
7.2
VEHICLE HEIGHT CONTROL................................................................................... 30
7.3
8.
9.
AIR SUSPENSION LEVELLING VALVES ................................................................... 31

TORSION BAR .......................................................................................................... 33
TRACTION DRIVE .................................................................................................... 35
9.1
TRACTION MOTOR/GEARBOX COUPLING.......................................................... 35
9.2
10.
10.1.1
11.
THE GEARBOX ASSEMBLY ...................................................................................... 36

SANDING EQUIPMENT ........................................................................................... 37
Operation ............................................................................................................... 38
ENERGY ABSORBING REQUIREMENTS .................................................................. 40


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1. FORMATION
The layout of the Class 465 EMU consists of two driving motor coaches, designated
DMOS (Driving Motor Open Standard) and two intermediate coaches,
designated, TOS (Trailer Open Standard) and TOSL (Trailer Open Standard
Lavatory).
General Arrangement


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1.
2.
3.
4.
5.
Surge Reservoir
Surge Reservoir
Traction Converter
Rheostatic Brake Raft
Heater Contactor Case
6. Shoe Fuse
7. Shoe Fuse
8. Drum Switch
9. A.V.I Transponder
10. Door Aerial (S.D.O)
Figure 2: DMOS Underframe Equipment (465/0)


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1. Surge Reservoir
2. Surge Reservoir
3. C.E.T. Retention Tank
4. Heater Contactor Case

5. Brake Module
6. Air Supply Module
TOSL Under frame Equipment (465/0)
1.
2.
3.
4.
Surge Reservoir
Surge Reservoir
Brake Module
Auxiliary Converter Raft
5. Battery Box
6. Auxiliary Control Case
7. Auxiliary Supply Case
TOS Underframe Equipment (465/0)


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2. 465/466 BOGIE
465/2/9 Power Bogie BP58A
465/2/9 Power Bogie - BP58B


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The P3-16a, P3-16b, P3-16c, P3-16d, BP58A and BP58B motor bogies comprise of
the following basic components:
Bogie frame
Shoegear (BP58A and P3-16a)
Wheelsets
Traction Pivot Centre
Traction Links
Dampers
Primary Suspension
Secondary Suspension
Twin levelling valve control linkages
Traction Motors
Gear boxes
Gear box speed probe
Wheel mounted discs
Service brake actuators
WSP equipment
Piping and Cabling
Torsion (Anti-roll) Bar
465/2/9 Trailer Bogies - BT49A and BT49B


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The T3-16a-d, T3-16e, T3-16f, BT49A and BT49B trailer bogies comprise of the
following basic components:
Bogie frame
Wheelsets
Centre Pivot
Dampers
Primary Suspension
Secondary Suspension
Single or double levelling valve control linkages
Wheel mounted discs
Service brakes
WSP equipment
Piping and Cabling
Torsion (Anti-roll) Bar
465/0/1 Power Bogie P3-16a


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465/0/1 Power Bogie P3-16b
466 Power Bogie P3-16c


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2.1
BOGIE FRAME DESIGN
The bogie frame is cast in eight sections:
Four corner castings
Two transom castings
Two machine cast side frame sections
The sections are welded together to form a rigid H shape structure. A double
transom links the two side beams. Welded to this structure are all the necessary
brackets and supports for securing the equipment (Traction motors, brake units,
dampers, torsion bars, piping, etc).
It is essential that all casting holes are plugged using the red plastic covers apart
from the hole directly above the primary damper.


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3. WHEELSETS
Wheels are fitted to axles by heat shrinking. Wheels are heated to approximately
270C with axles remaining at ambient temperature during the fitting process.
465/2/9 DMOS/DMOC Wheelset with Gearbox
465/0/1 TOS/TOSL Wheelset
3.1
AXLE
The axle body diameter is slightly larger on motor axles than on trailer axles in order
to accommodate the additional motor bogie load.
3.2
WHEEL
The wheels are monobloc in construction with 840mm new diameter and a fully
worn diameter of 776 mm. The wheel tread profile conforms to BR P8. Wheel
centres are drilled to accept brake discs.
3.3
AXLE BOX
The axle box is equipped with two taper roller bearings. The axle box bearing
housing and end covers are made of cast iron. The axle box is designed to
accommodate the various speed sensors and brushes.


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The bearing is of a cartridge construction, which has an integrated sealing

arrangement to prevent the ingress of dirt etc. This is in addition to the normal
cover and labyrinth seal. Bearing cartridges are supplied complete with grease
and will normally maintain condition between major overhauls. The cartridges are
simple to remove and refit using a special tool.
Taper roller bearings are used in this application for the following reasons:
The ability to resist the high radial load imposed on the axle through the
radius arm assembly.
The ability to withstand the axial load in both directions via the tapers on
each bearing element.
Axle
Axle Box Assembly

Taper Bearing

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4. AXLE END EQUIPMENT

4.1
WHEEL SLIDE PROTECTION (WSP) SPEED SENSOR
The Wheel Slide Protection (WSP) speed sensor is fitted on the end of each
allocated axle. It consists of a toothed wheel and probe assembly. The
probe/wheel clearance should be maintained within the limits specified in the
maintenance documentation for satisfactory operation.
4.2
EARTH RETURN BRUSHES
A carbon brush and axle earth return assembly is fitted on axle ends to provide a
return path for traction return currents.
Axle End Equipment Location: 465/0/1
Axle End Equipment Location: 465/2/9 (465/9 is a DMOC not a DMOS)


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Axle End Equipment Location: 466


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5. PRIMARY SUSPENSION
Chevron
Spring
Primary
Damper
Radial
Arm
Primary Suspension: 465/0/1
Chevron
Spring
Primary
Damper
Radial
Arm
Primary Suspension: 465/2/9
Chevron
Spring
Primary
Damper
Radial
Arm
Primary Suspension: 466

The axle box is fitted with a Radial Arm articulated on the bogie frame. This type
of swing arm arrangement allows for the separation of the vertical, lateral, and
longitudinal, forces acting on the axle box.
The resilient bushing at the bogie frame end of the swing arm provides longitudinal
and yaw stiffness. This bush also creates the rotating axis for the arm.


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Primary Suspension Composition

Vertical suspension is provided by a pair of interleaved rubber springs mounted in
an inverted chevron formation above the axle box. The chevron rubber spring
provides the vertical and lateral stiffness characteristics for the suspension.
A vertical hydraulic damper, which links the bogie frame to the axle box,
completes the primary suspension assembly. The damper is located at the front
side of the axle box, one at each corner of the bogie. It is positioned to act in
parallel with the vertical movement of the axle box. This primary suspension
arrangement absorbs most of the vibration and rumble from wheel / rail
movement.
The extension stroke is limited by a nose stop, which also allows the wheelset to be
lifted with the bogie frame.


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6. TRACTION PIVOT CENTRE

The bogie centre installation consists of the bogie centre assembly, the body
centre pivot, traction rods and lateral damper. The centre pivot assembly locates
the bogie to the underside of the vehicle.
The bogie centre is a steel casting that houses a bonded rubber/ steel bush into
which the body mounted centre pivot pin locates. Once located in the bogie
centre the body mounted centre pivot pin is fitted with a retaining plate and
spreader beam on the bogie centre bottom face. The retaining plate is in place
to enable the bogies to be raised along with the vehicle body during
maintenance or re-railing.
The bogie centre is attached to the bogie frame via two Traction rods (465/2/9)
(one on 465/0/1) and a lateral damper. An override beam assembly is attached
to the bogie frame and carries rubber bump stops to limit the lateral movement of
the Traction centre and therefore the vehicle body. This assembly incorporates a
lifting arrangement that limits the vertical movement of the bogie centre, and
therefore the centre pivot, when the vehicle is raised.
The Trunnion mounted traction rods provide a link between the bogie centre and
bogie frame. The purpose of the traction rods is to transmit traction and braking
forces from the bogie to the body whilst allowing free vertical and lateral
movement of the centre pivot relative to the bogie. The traction rod(s) are
attached by bonded rubber bushes and trunnion connections.
The lateral damper is fitted between the bogie centre and the bogie side frame
to dampen lateral movement of the body relative to the bogie frame. The lateral
damper is attached at both ends through a spherical rubber bush (465/2/9 and
466). On a 465/2/9 and 466 it is attached.
Resilient
Stops
Centre
Pivot
465/2/9 Centre Pivot


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Traction Rod
465/2/9 Bogie Centre
465/2/9 Centre Pivot Pin
465/0/1 and 466 Centre


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465/0/1 and 466 Centre Pivot
465/2/9 Centre Pin Securing Plate


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465/0/1 Centre Pin Securing Plate


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7. SECONDARY SUSPENSION
The secondary suspension consists of two reinforced rubber air springs located on
the middle of the main frame side beams. All four springs on each vehicle are
linked to compressed air reservoirs via levelling valves.
A 3 point system of levelling is used resulting in each levelling valve being supplied
from an individual air suspension reservoir (on the 465/0/1 at the No2 end there is
one double capacity surge reservoir tank that feeds both air bags) to ensure that
the vehicle is kept level and at the correct height.
Note: The 465/2/9 and 466 have two surge reservoirs either end of the vehicles but
still have the three point levelling system.
465/0/1 Secondary Suspension Air Schematic
The valves are adjustable so a periodic check of the height of the coach body
above rail height is carried out. This involves resting a calibrated beam across the
rails and measuring the vertical distance between the beam and the bolster while
the secondary suspension is deflated and inflated. The measurements are
checked against data sheets and must fall inside given tolerances. This check
must obviously be done on a level piece of rail and with an unloaded vehicle, i.e.
no people on board.
The air springs allow a relative displacement between the car body and the bogie
on all curves under normal or deflated conditions.
An auxiliary rubber spring is also provided for emergency suspension should the
main spring become deflated.
The piping diameter and the capacity of the air supply reservoir is sufficient to
ensure rapid response to changes in vehicle body level under dynamic conditions.


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A choke is fitted in the air pipe connection between the air spring and the
reservoir to provide damping control of the vertical oscillations of the body.
465/0/1 and 466 Secondary Suspension- Air Bag
465/0/1 and 466 Secondary Suspension - Air Bag in situ


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465/2/9 Secondary Suspension- Air Bag
7.1.1 Description of Operation

A three point levelling system is used to provide longitudinal and transverse control
of the vehicle body height under all conditions of load. The system allows the
coach height to be automatically maintained at a pre-set value by controlling the
pressure in the air springs dependant on vehicle loading.
Compressed air from the main reservoir enters the system via the Isolation Cocks.
The Levelling Valves fill or exhaust air from the surge reservoir/air springs system
dependant on the position of the control rods. In order to limit the amount of air
used under dynamic conditions the levelling valves only react to supply or exhaust
air when the average angle from level exceeds 7 to 8 degrees.
The surge reservoirs provide a sufficient store of air to cope with system demand.
The single reservoir has a capacity of 220 litres (465/0/1) and the twin reservoirs
have a capacity of 220 litres.


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In the case of one air spring bursting the compensating valve will react to vent the
other spring on the same bogie.
A signal is taken from the suspension air system and transmitted to the brake
control module in order to ensure constant braking distances are achieved
regardless of passenger loading.
7.2
VEHICLE HEIGHT CONTROL
When a change of coach height due to a 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.
Block Diagram and Location of Levelling Valves


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7.3
AIR SUSPENSION LEVELLING VALVES
The relative vertical movement between bogie and car body caused by loading
and unloading of the vehicle is communicated by the control rod.
As the control rod moves the hollow valve stem moves to allow air into the air
spring or exhaust air from it.
Levelling Valve Operation

The valve is shown in the lap position. When the hollow valve stem is moved up by
the control rod lever the valve disc is lifted off its seat and air fills the surge reservoir
and air spring. The top valve disc acts as a non return valve. When the hollow
valve stem is moved down by the control rod lever the admission valve disc is
resealed and air spring pressure is allowed to exhaust to atmosphere via the
hollow valve stem.


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465/0/1 Levelling Valve and Levelling Rod
465/2/9 Levelling Valve and Rod


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8. TORSION BAR
A torsion and anti roll bar control the rolling motions of the car body. The two
bearings of the anti-roll bar are bolted underneath the main frame. A lever and
rod assembly link the anti-roll bar forked ends to the car body bolster. All these
components are identical on trailer and motor bogies.
To counter any tendency for the body to roll while cornering an anti-roll bar is
fitted between the bogie and bolster. Two vertical links with trunnion bushes at
each end are fitted to the underside of the bolster and at the other end to a fixed
arm on the torsion bar.
The torsion bar has a degree of flexibility in its mounting joints but the arms are
fixed. This enables the coach height to be adjusted but resists a tendency for
heights across the bogie to differ.
465/0/1 Anti roll bar and Torsion Bar (466 is nearly identical)


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465/2/9 Anti roll bar and Torsion Bar


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9. TRACTION DRIVE
The traction motors are 134 kW three phase cage induction motors.
The motor is bolted to the side of the bogie frame transom and is fully suspended
above the primary suspension. This type of suspension arrangement has the
advantage of reducing the amount of unsprung weight imposed on the wheelset
but requires the use of a flexible coupling between the motor and gear box.
465/2/9 and 466 Flender Coupling
465/0/1 Shackle Spring Coupling
9.1
TRACTION MOTOR/GEARBOX COUPLING
The couplings are flexible Flender Couplings (465/2/9 and 466). Torque is
transmitted via a double toothed coupling from the motor to the gear box. The
coupling compensates for any radial, axial or angular misalignments which may
occur between the motor and reducing gear. The Flexible Shackle Spring
Coupling (465/0/1) allows power transmission to take place as it is a coupling
between the gearbox and the motor.


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Torque is transmitted from the motor side via the motor side spined housing
through the spherical formed teeth of the coupling parts and to the spined
housing of the gearbox side unit.
9.2
THE GEARBOX ASSEMBLY
The gearbox transmits torque from the traction motor via the coupling to the
wheel axle and reduces the high speed of the motor shaft to a lower speed
required by the wheel axle.
The gear case is made from cast iron and consists of an upper and lower half. The
connecting joint passes only through the gearwheel and axle centre line to avoid
affecting the pinion assembly when the gear case is split for mounting on the axle.
The gears are made from case hardened steel. The gear teeth and bearings are
lubricated with oil and a magnetic drain plug. An oil level sight glass is fitted.
The gear wheel is mounted on the axle by shrink fitting. A reaction link connects
the gear case to the bogie frame and provides a support to prevent rotation of
the gear case about the axle centre line. A stop nose prevents rotation of the
gear assembly in the event of a failure of the reaction link.
465/0/1 Gearbox Assembly


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10. SANDING EQUIPMENT

A multi-shot sanding system is fitted ahead of the third axle on each DMOS /
DMOC and DTOSL vehicle in order to improve the adhesion conditions for
motoring.
The Smart Sanding system comprises the following:
Smart Sander Control Box
Drivers Manual / Traction Sanding push button
Sand Boxes
Sand Valves
Sand Nozzles
Circuit Breaker
465/0/1 Sander
465/2/9 and 466 Sander


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10.1.1 Operation
Compressed air is used to deliver a shot of sand onto the rail head directly in
front of the motored bogie.
The Smart Sander is used to detect low adhesion conditions and provide
automatic sanding in braking. This system can also provide manual sanding to aid
traction. The system is fitted to each DMOS / DMOC at the end of the four car
unit.
The system monitors the Forward and Reverse train wires to determine direction of
travel and hence which DMOS should apply the sand. The WSP speed probes are
monitored for train speed and the brake signal wires are monitored to determine
brake demand.
Sander Schematic


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If the speed of any motored axle rises above the specified limits (wheel slip), the
electro pneumatic valve will be energised to provide a shot of sand onto the
railhead.
The operation can be tested by manual operation of the test valve.


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11. ENERGY ABSORBING REQUIREMENTS

To comply with crash worthiness regulations each vehicle must be able to
withstand a specified compression force known as the proof load without
damage or deformation being caused to the vehicle structure.
The vehicle ends are equipped with opposing serrated faces that form anticlimbing devices - preventing one vehicle riding over another in the event of a
collision. These anti-climbers also assist in energy absorption.
In order to prevent any possibility of damage the coupling speed should not
exceed 3 KPH.
465/0/1 Anti climb device


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465/2/9 and 466 Anti climb device


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NETWORKER
BRAKING SYSTEMS
DELEGATE NOTES
465: Fleet Familiarisation

Braking Systems

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CLASS 465/0, 1, 2, 9 & 466
Before commencing work on above stated units:
Staff required to work on any of the above units MUST abide by the local depot
time to discharge before any work commences on the units. Only trained,
During work on above stated units
Staff working on any of the above units MUST NOT:

Braking Systems

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Braking Systems

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CONTENTS
SAFETY BEFORE AND DURING WORK ON A CLASS 465/0, 1, 2, 9 & 466 .......................... 2
1.
INTRODUCTION TO BRAKING............................................................................... 5
2.
PNEUMATICS......................................................................................................... 5
2.1
PNEUMATIC OVERVIEW ........................................................................................... 5
2.2
BRAKE MODULE ........................................................................................................ 7
2.2.1
Brake Module Components .................................................................................. 7
2.3
ANALOGUE CONTROL UNIT(ACU) ......................................................................... 9
2.4
THE BRAKE CONTROL UNIT (BCU) ......................................................................... 11
3.
BRAKE ELECTRICAL SYSTEM................................................................................ 14
3.1.1
Brake continuity ..................................................................................................... 14
3.1.2
Brake supply ........................................................................................................... 14
3.1.3
Brake control .......................................................................................................... 14
3.1.4
Pass comm ............................................................................................................. 14
3.2
BRAKE SYSTEM CODING ........................................................................................ 14
4.
THE DYNAMIC BRAKE SYSTEM............................................................................ 16
4.1.1
Dynamic Brake Blending and the Brake Decoder ........................................... 17
5.
WHEELSPIN/SLIDE PROTECTION SYSTEM ............................................................ 19
5.1
WHEEL SLIDE PROTECTION (WSP) ......................................................................... 19
5.1.1
Sanding during Wheel Slide ................................................................................. 19
5.2
DYNAMIC BRAKE WSP ........................................................................................... 19
6.
BASIC FAULT FINDING ........................................................................................ 20
6.1
AT STAND STILL ........................................................................................................ 20
6.2
IN SERVICE .............................................................................................................. 20

Braking Systems

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1. INTRODUCTION TO BRAKING
The objective of a braking system is to slow or retard the motion of the moving
train to the point of zero velocity. There are two methods of braking available to
the Networker;
Friction: Braking is achieved by a brake pad rubbing against a brake disc fitted to
both sides of a wheel.
Dynamic: Braking uses kinetic energy to slow the train by using the traction motors
as generators.
There are two methods of dissipating the energy produced:
Rheostatic:
The energy is dissipated into a bank of resistors fitted to

the unit.
Regenerative:
If another unit is travelling in the same section of track

then the unit will feed any energy produced into the
local substation for the use of the other unit.
PNEUMATICS
1.1
PNEUMATIC OVERVIEW
All pneumatic actuators on a coach are connected through manifolds and pipe
work to a single brake module. The main reason for this is ease of control, i.e.
pressure governed through one point can be distributed equally through to all
actuators, thus ensuring an even braking effort.
The device to control the application of pressure is called the Analogue Control
Unit (ACU). The ACU is supplied with pressurised air from the brake supply reservoir
that is in turn supplied from the main reservoir pipe.
The pneumatic brake supply line has a number of cocks to isolate and vent the
line in part or in its entirety.

Braking Systems

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Bogie 2
Brake
Cylinders
Brake
Reservoir
Dump
Valves
BCIC
ACU
Exhaust
Electrical
Connection
Push Button Release Valve
BCU
Bogie 1
Brake Continuity
Strainer/Check
Valve
Low Brake Reservoir Governor
To Brake Continuity Circuit
Low Main Reservoir Governor
BSIC
BSRIC
Main Reservoir Pipe
Simplified Diagram of Pneumatic System

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1.2
BRAKE MODULE
1
12
13
10
11
14
9
4
6
1.
2.
3.
4.
5.
6.
7.
8.
15
16
ASIC (Air Suspension Isolation Cock)

MRIC (Main Reservoir Isolation Cock)
BCIC (Brake Cylinder Isolation Cock)
CGIC (Compressor Governor Isolation
Cock)
GV-CS (Compressor Governor)
GV-RM (Low Main Reservoir Governor
SP-RBK (Brake Supply Reservoir Pressure
Switch)
SP-CBK (Brake Cylinder Pressure Switch)
9. TP-MRP (Main Reservoir Pipe Test Point)

10. TP-ASBP (Air Suspension Pressure Test
Point)
11. TS-SBCP (Brake Cylinder Pressure Test
Point)
12. Charging Valve.
13. Main Reservoir Pipe Pressure Regulator
14. Strainer Check Valve
15. Anti-Compound Valve
16. Filter Assembly
Brake Module 465/0/1 (TOSL)
1.2.1 Brake Module Components

Pressure Switch Parking Brake
Checks the status of within the parking brake actuator supply pipe.
Pressure Switch Brake Supply Reservoir
Ensures minimum brake pressure has been achieved to operate brakes. If
the
brake supply reservoir pressure is below 5.5 bar, brake continuity will be lost
causing an emergency brake application.

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Strainer/Check Valve
Fitted to all vehicles and located in the supply from the main reservoir pipe to the
brake supply reservoir. Conserves brake supply reservoir air in the event of
pressure reduction in the main reservoir pipe.
Brake Cylinder Isolating Cock (BCIC)
Vented cock that provides isolation for service and Parking Brake Actuators.
Test Point Brake Cylinder
Quick release test connection for monitoring service brake pressure.
Test Point Air Suspension
Quick release test connection for monitoring air suspension pressure.
Test Point Parking Brake
Quick release test connection for monitoring parking brake pressure.
Double Check Valve
Provides the anti-compounding feature for the parking brake.
Brake Supply Reservoir Isolating Cock (BSRIC)
This isolation cock is located inside the vehicle; it provides isolation for all brakes of
the individual vehicle.
Release Valve
Located internally and used in conjunction with BSRIC when BCIC is not accessible
(in tunnels etc), when pushed, the release valve exhausts air from the brake
cylinders and brake supply reservoir.
Brake Module 465/2/9 &466 (DMOS)

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1.3
ANALOGUE CONTROL UNIT(ACU)
Each vehicle is fitted with one Analogue Control Unit (ACU) on 465 0/1 and one on
each coach on 465 2/9 & 466. The ACU is one of the primary components of the
brake system, which recieves incoming aplication and release command signals
from the Brake Control Unit (BCU). These signals are converted into a pneumatic
value in order to apply or release pressures to the brake actuators.
465/0/1 Analogue Control Unit

Equipment fitted to the 465 0/1 Analogue Control Unit (ACU) includes:
Application magnet valve (Fast)
Application magnet valve (Slow)
Release magnet valve (Fast)
Release magnet valve (Slow)
Relay valve
Variable load cut-off valve
Emergency magnet valve
Suspension pressure transmitter
BCP (Brake cylinder pressure) pressure control transmitter
Control reservoir
Choke (application magnet valve)
Choke (Release magmnet valve)
Application and Release Magnet Valves

Energise and de-energises to vary the control pressure to the relay valve via a
damping chamber. The pressure signal in the damping chamber is transmitted to
the Brake Control Unit (BCU).

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Emergency Magnet Valve

This valve is a changeover valve.
When energised, it
application/release valve control pressure to pass to the relay valve.
allows
the
In the de-energised state (emergency application), the application /release

valves are bypassed to allow brake reservoir pressure to pass to the relay valve.
The control of the Emergency Magnet Valve is carried out by train wires that are
de-energised to apply the emergency brake.
Relay Valve
Due to the large quantity of air used in the braking system, the relay valve ensures
that the brake cylinder pressure reacts rapidly in response to the demand from the
application and release valves.
Variable Load Valve (VLV)
This valve is a pressure-limiting device and is influenced by a control pressure
signal from the secondary suspension (Air bag).
The valve limits the control pressure (Brake reservoir pressure) to the relay valve
during an emergency brake application to provide an output control pressure
value according to carload. The variable load valve has no effect during service
brake applications.
BCP (Brake Cylinder Pressure) Pressure Control Transmitter
Provides a feedback to the BCU of the control pressure achieved.
Suspension Pressure Transmitter
Provides a signal to the BCU in order to modify brake and traction demand
according to car load.
465/2/9 & 466 Analogue Control Unit

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The 465 2/9 &466 ACU can be divided into three sections to ease understanding of
the operation:
1.
2.
3.
Control Chamber:
This section forms part of the feedback loop to the

Brake Controls and ensures the pressure required at the
brake cylinders is maintained.
Variable Load Valve:
Influenced by the pressure in the air suspension
system, and so the weight of the coach, the valve sets
an upper limit to the pressure applied to the brake
cylinders to give a smooth braking effect and reduce
the tendency for the train to jerk.
Relay Valve:
When the control pressure has been produced and jerk
limited, the Relay Valve provides a pneumatically
isolated transfer of the pressure to the brake cylinders.
Apply condition
When the pressure is too low the normally open application valve would be deenergised allowing air to flow from the limiting valve into the control chamber.
The release valve would also be de-energised so as not to exhaust the air.
Lap condition
When the pressure is correct, the chamber is sealed by energising the application
valve closing off the air supply.
Release condition
When the pressure is too high, it is necessary to energise both valves in order to
cause the pressure to fall.
Note: At all times, other than Emergency the emergency valve is energised.
1.4
THE BRAKE CONTROL UNIT (BCU)
The microprocessor Brake control Unit (BCU), is mounted on the brake module of
each (465 0/1) and next to the ACUs in a confined brake control box on all
vehicles (465 2/9 & 466) and acts as the interface between the Power/ Brake
Controller and the Analogue Control Unit.

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Power/Brake Controller
To Other BCUs
Brake Related Trainwires
Vehicle Load
DB Achieved
DB Demand
Friction Brake
Control
BCU
WSP Control
(Dump Valves)
BCP
WSP Speed Sensors
Suspension
ACU
(Pressure Transmitters)
Brake Control Unit Interface

The Brake Control Unit decodes the train wires from the Power Brake Controller into
a braking effort.
Other functions of the BCU are as follows:
Receives secondary suspension (air bag) load signals.
Control of the ACU application and release magnet valves (fast and slow)
during service friction braking.
Control of blending of dynamic and friction braking in order to produce the

required braking level.
Control of pneumatic brake sharing between motor and trailer car bogies
when dynamic brake has reached the limits of its capacity.
Provides dynamic brake demand signal to the propulsion equipment.
Receives dynamic brake achieved signal from the propulsion equipment.
Acquisition and processing of speed sensor information for the purpose of

Wheel Slide Protection (WSP).

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Controls WSP dump valves in order to rationalise brake cylinder pressure

during wheel slide.
Ensure pneumatic emergency braking.
WSP Rack
MP Card with Key Pad and LCD
Brake Control Unit

Decoder
Power Supply Unit
Servo
Blender
Underframe mounted Brake Control Unit (465 0/1)
Underframe mounted Brake Control Unit (465 2/9 &466)

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2. BRAKE ELECTRICAL SYSTEM

The brake system circuitry has four distinct parts, although they all interact with
one another.
2.1.1 Brake continuity

Networkers use a continuity wire. A supply is fed from the rear cab of the train
to the front and must be continuous for the brakes to be released. This ensures
that all brake related circuits are fault free.
2.1.2 Brake supply

This circuit is fed from the active cab and ensures all safety systems are
healthy. If a safety system is activated, for example the driver fails to cancel
the AWS horn within the specified time, or a fault occurs on a safety system,
an emergency brake application will be initiated.
2.1.3 Brake control

These circuits control the brake demands made by the driver by encoding the
train wires for the brake decoder. If a fault exists, the control circuits will be
isolated and the brake will not release.
2.1.4 Pass comm

When a pass comm handle has been pulled, an emergency brake
application will occur after a time delay if not overridden by the driver.
2.2
BRAKE SYSTEM CODING
The brake system is train

Brake Controller (CPBC).
means that any loss of
application. This means
operating conditions.
wire controlled from the drivers Combined Power

It works on an energise to release principle. This
electrical supply results in an emergency brake
the system is considered fail-safe under normal
Drivers Direction
Mode Selector
Switch
Hill Start
Button
Drivers Master
Key Switch
CPBC
Handle

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Drivers Control Console

There are five train wires associated with the brake control system:
TW 10 Brake Code I
TW 11 Brake Code II
TW 12 Brake Emergency
TW 13 Brake Continuity
TW 15 Brake Negative
The two coding wires 10 and 11 provide binary codes for the three service braking
steps. Train Wire12 is a separate emergency wire controlling an emergency valve
on the EP brake unit. Train Wire 13 is the brake continuity wire. This carries an
electrical supply from the rear of the train to the brake controller, and Train Wire 15
is a negative wire which is connected to the main control negative wire when a
cab is occupied.
All wires 10-13 must be energised to release the brake, and when the driver makes
a brake demand, train wires 10 and 11 are de-energised and energised to give
the required brake steps. This can be demonstrated by a simple truth table, shown
below.
TRAINWIRE
10
11
12
13
RELEASE
STEP 1
STEP 2
STEP 3
EMERGENCY
Brake Step Logic Table

Logic 1 indicates a value of 110v dc.
grounded.
Logic 0 indicates a value of 0v and
This demonstrates how a loss of electrical supply to the brake system will initiate an
emergency brake application, causing the system fail safe mode.

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3. THE DYNAMIC BRAKE SYSTEM

The Westinghouse brake system incorporates a dynamic braking system. When
dynamic brake is available, the traction motors effectively become alternators.
With the kinetic energy of the moving train providing the power, the motors can
provide large current outputs and produce a very powerful braking effort.
The dynamic brake has two forms:
Rheostatic brake takes the alternating current produced by the traction

motors and feeds it in to a dedicated resistor grid, where the electrical
energy is dissipated as heat.
Regenerative brake feeds the electrical energy back in to the conductor

rail for use by other trains.
A dynamic brake application is made by the brake controller in the same way as
the air brake. The brake decoder calculates the brake demand from the train
wires (10 and 11) along with the vehicle weight. This information is then
transmitted to the traction equipment which initiates a dynamic brake
application.
Emergency brake applications are by friction braking only, the dynamic brake
being inhibited.
Rotors Driving
Wheelsets
M
Propulsion
Inverter
Collector Shoe
3rd Rail at 750V d.c.

Block Diagram of Regenerative Braking

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Rheostatic
Resistor
Braking
GTO
Wheelsets Driving
Rotors
G
Propulsion
Inverter
Collector
Shoe
3rd Rail at 750V d.c.
Block Diagram of Rheostatic Braking
3.1.1 Dynamic Brake Blending and the Brake Decoder

The dynamic brake is used in conjunction with the friction brake in a process
known as continuous brake blending. This process incorporates a brake sharing
system whereby the dynamic brake on the motor coaches is used up to the limit
of its capacity in priority to the use of the friction brake on either motor or trailer
coaches. If the brake demand exceeds the dynamic brake capability then the
decoder will apply the friction brake, firstly to the trailer coach up to the maximum
level for that coach, and then to the motor coach to complement the dynamic
brake until the brake demand is satisfied.
A motor coach and its adjacent trailer coach are regarded as a pair for
blending and sharing purposes, completely separate from any other pairs. The
continuous blending process allows the air pressure admitted to the brake
cylinders to be varied so that the sum of the dynamic and friction braking efforts
on a pair is a constant equalling the drivers brake demand.
The main component in the brake control system is the decoder unit, which in
addition to receiving binary signals from the brake controller and producing
output signals for the EP brake unit. The motor coach decoder provides a

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dynamic brake demand signal for, and receives a dynamic brake achieved
signal from, the traction control equipment.
These signals are Pulse Width Modulated (PWM). PWM signals are also used to
provide a trailer load signal for the motor coach decoder, and also a trailer
back off signal from the motor coach to the trailer decoder. Also produced are
dynamic brake enable signals provided the dynamic brake is healthy and a
begin to fade signal just before the train slows sufficiently to affect the dynamic
braking effort. These are digital signals produced by relay contacts.

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4. WHEELSPIN/SLIDE PROTECTION SYSTEM

4.1
WHEEL SLIDE PROTECTION (WSP)
In order to alleviate wheel slide during braking in low adhesion conditions, it is

necessary to reduce friction braking by reducing the brake cylinder pressure; this is
achieved by controlling the air supply to the brake cylinders with a (WSP) dump
valve.
The wheel slide protection system is controlled by the WSP microprocessor
electronic module, this module is an integral part of the Brake Control Unit (BCU)
on 465 0/1 and via the traction control electronics on 465 2/9 & 466.
Block Diagram of WSP system
4.1.1 Sanding during Wheel Slide

Sanding is automatic when the wheel slide is greater than 12% and duration > 0.2
seconds and remains active until below those levels. Sanding is enabled on the
leading DMOS only.
4.2
DYNAMIC BRAKE WSP
The propulsion equipment controls the dynamic brake effort to correct wheel
slides while the BCU controls the friction brake. To ensure that propulsion
equipment operates as a priority, the WSP system is set at more sensitive detection
levels. If the propulsion equipment is unable to correct the slide, the BCU provides
the necessary friction brake correction by controlling the dump valves.

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5. BASIC FAULT FINDING

5.1
AT STAND STILL
If you encounter a problem with the braking system at a standstill (no brake
release would be the common fault), check the following:
Check sufficient main reservoir pressure (6.5 bar) is available at each cab in
the train, and where practical, check sufficient brake reservoir pressure at
each coach.
Check that none of the power/brake switches in any cab of the train is in
the EMERGENCY position.
Check that no miniature circuit breakers are tripped in any cab in the train.
Check that the TPWS and DSD systems in the driving cab are operational.
Check that none of the EMERGENCY BRAKE pushbuttons in any cab on the
train have been operated.
Check that the yellow PASS COMM ALARM lamp at the driver's desk. If lit, it
indicates a passenger emergency handle has been operated.
Check the emergency by-pass switch in all cabs is in the NORMAL position.
Check the drumswitch at both ends of the train. It must be in the

UNCOUPLED mode (unless coupled to another unit).
5.2
IN SERVICE
In the event of an Emergency Brake Application, check the following:

An Emergency Brake Application caused by the Combined Power/ Brake
Controller or emergency push button in any cab.
Low main reservoir pressure(less than 5.5 bar).
Low brake reservoir pressure(less than 4.1 bar).
Emergency door access/egress operated in any car.
The Passenger emergency handle may have been operated on any

vehicle in the train. The passenger emergency indicator lights first giving the
driver five seconds to acknowledge and temporarily override the
emergency brake using the passenger emergency override switch.
This allows the driver to stop the unit in a safe place and investigate any
occurrences on the unit.
Any door (including cab door) in the train becoming released or opened
at speeds above 9 km/h.
A DSD penalty application, except when the driver's direction switch is in

NEUTRAL and speed is below 6 km/h.
An AWS / TPWS application.

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NETWORKER
CARBODY
DELEGATE NOTES

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CLASS 465/0, 1, 2, 9 & 466
result in fatal electric shock from the overhead Bus Bars.
Work between the top of the bogie and the vehicle under frame or use ladder

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CONTENTS
SAFETY BEFORE AND DURING WORK ON A CLASS 465/0, 1, 2, 9 & 466 .......................... 2
1.
VEHICLE IDENTIFICATION AND CONFIGURATION .............................................. 6
1.1
THE NETWORKER VEHICLE BODY ............................................................................ 6
1.2
NETWORKER PASSENGER AREAS ............................................................................ 7
1.2.1
Saloons ...................................................................................................................... 7
2.
TIGHTLOCK COUPLER ........................................................................................... 8
2.1
COUPLER OPERATION ............................................................................................. 8
2.1.1
Closing or locking the coupler .............................................................................. 8
2.1.2
Uncoupling or Unlocking ........................................................................................ 9
2.1.3
Lock Set Condition .................................................................................................. 9
2.1.4
Anti-Creep Feature ............................................................................................... 10
2.2
AIR/ ELECTRIC COUPLER ....................................................................................... 11
2.3
ROTARY/ PNEUMATIC DRUMSWITCH ................................................................... 11
3.
GEC SALOON DOORS ........................................................................................ 12
3.1.1
Introduction ............................................................................................................ 12
3.2
DOOR LEAVES ........................................................................................................ 12
3.3
DOOR RUNNING GEAR ......................................................................................... 13
3.4
DOOR CONTROL MODULE ................................................................................... 13
3.5
DOOR CONTROLS.................................................................................................. 13
3.6
DOOR CONTROLS.................................................................................................. 13
3.6.1
Drivers Controls ...................................................................................................... 13
3.6.2
Passenger External Door Control Pushbuttons ............................................... 14
3.6.3
Passenger Internal Door Control Pushbuttons ................................................ 14
3.6.4
Staff close switches .............................................................................................. 14
3.7
EMERGENCY EGRESS/ ACCESS ............................................................................ 14
3.7.1
Door Out-of-Service lock ...................................................................................... 14
3.8
AUDIBLE ALARMS, INDICATORS AND SENSORS .................................................. 15
3.8.1
Door Release Bell................................................................................................... 15
3.8.2
Door Close Buzzer (Hustle alarm) ........................................................................ 15
3.8.3
Signal Bell ................................................................................................................ 15

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3.8.4
Body side Indicator Lights (BIL) ............................................................................ 15
3.8.5
Down Lights ............................................................................................................ 15
3.8.6
Door Interlock Lights .............................................................................................. 15
3.8.7
Door-out-of-Order Lights ...................................................................................... 15
3.8.8
Inductive Loop Sensor .......................................................................................... 15
4.
GEC CAB DOORS ............................................................................................... 16
4.1.1
Introduction ............................................................................................................ 16
4.2
DOOR RUNNING GEAR ......................................................................................... 16
4.3
DOOR CONTROL MODULE ................................................................................... 16
4.4
OUT-OF-SERVICE LOCK ......................................................................................... 17
5.
BREL SALOON DOORS ........................................................................................ 19
5.1
DRIVER CONTROL .................................................................................................. 19
5.2
PASSENGER CONTROL .......................................................................................... 21
5.3
AUDIBLE ALARMS, INDICATORS AND SENSORS .................................................. 21
5.3.1
Saloon Door Bell..................................................................................................... 21
5.3.2
Traction Interlock ................................................................................................... 22
5.3.3
Hustle Alarm ........................................................................................................... 22
5.3.4
Obstacle Detection .............................................................................................. 22
5.3.5
Down lighters ......................................................................................................... 22
5.3.6
Body side Indicator Lights (BIL) ............................................................................ 22
5.3.7
Emergency Egress ................................................................................................ 23
5.3.8
Guards Key switch ................................................................................................. 23
5.3.9
Staff Close Switch .................................................................................................. 24
6.
BREL CAB DOORS ............................................................................................... 25
6.1
CAB DOOR OPERATION........................................................................................ 26
6.2
ISOLATION OF THE CAB DOORS ........................................................................... 27

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1. VEHICLE
IDENTIFICATION
CONFIGURATION
AND
The vehicles are made up of two and four car sets coupled together with a semipermanent bar coupler.
Each Networker (465/0/1, 465/2/9) four car set consists of:
Driving Motor Open Standard DMOS (A)
Trailer Open Standard TOS
Trailer Open Standard with Lavatory TOSL
Driving Motor Open Standard DMOS (B)
Each Networker (466) two car set consists of:
Driving Motor Open Standard- DMOS (A)
Driving Standard Open Standard Lavatory- DTOSL (B)
1.1
THE NETWORKER VEHICLE BODY
The vehicle body is a fabricated alluminium alloy structure with a paint finish. The
underframe consists of extrusions which run from end to end. The bodysides and
roof are fabricated assemblies of double skin extrusions.
The bodyside, roof and underframe are mechanically fixed together using Huckbolt fixings and adhesive.
The cab and intermediate end assemblies are collapsible energy absorbing steel
constructions which are bolted to the main bodyshell. The outer profile of both
ends are formed by GRP mouldings.
The bogie interface is provided by a steel bolster, longitude and headstock
assembly, which is mechanically fixed to the aluminium underframe

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1.2
NETWORKER PASSENGER AREAS
1.2.1 Saloons
Open passenger saloons are provided on each car with seating areas between
doorway vestibules.
All seats are of GRP moulded shell design with removable fully upholstered trim.
The seating is arranged in a mixture of two by two bay, three by three and
unidirectional formats.
Luggage racks are provided above the seated area and the rack edge is profiled
for use as a handrail.
Located in the Doorway vestibule area are:
Grab rails.
Passenger door push buttons.
Passenger communications talk back facilities.
Passenger alarm and emergency door release actuators.
Interior powered sliding doors are fitted at each intermediate saloon end and act
as a fire barrier.

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2. TIGHTLOCK COUPLER
This coupler was introduced on the Class 313 units, in 1975, and has been used on
all 11 new generation Electrical Multiple Units, Mark 4 coaches and some freight
stock.
The knuckle profile allows it to couple to all earlier Buckeye or other knuckle type
couplers.
As the lock is gravity operated, some form of "anti-creep" feature is needed to
prevent the lock "creeping" upwards in service far enough to allow it to uncouple.
2.1
COUPLER OPERATION
2.1.1 Closing or locking the coupler

In the "uncoupled" or "open" condition, the lock sits on the tail of the knuckle. As
the knuckle is closing, its tail passes under the lock until the knuckle is fully closed.
At this point, the lock drops down the knuckle locking face until it sits on the tail
shelf of the knuckle. At this point it is fully locked and the lock effectively forms a
wedge between the knuckle tail and the coupler body.
When it is fully locked, the weight of the lock pushes down on the tell tale device
to indicate it is fully locked.
Part of
Coupler Body
Lock Lift Lever
Lock (Cross
Section)
Rotor Shaft
Fully AntiClockwise
Lifting Lug
Anti-Creep
Ledge
Fully Locked Position
Lock resting on tail of
knuckle
Lock fully down, top
leg of lock lift lever
resting on lifting lug
Tell Tale Showing Fully
Coupled (Gap Visible)
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2.1.2 Uncoupling or Unlocking

To uncouple it, the Rotor Shaft is rotated, either manually or by means of the air
cylinder fed via an Electro Pneumatic magnet valve in the Drum switch from the
cab "uncouple" button.
There are two different types of coupler mounted cylinders fitted to the Networker.
Attached to the shaft by a keyway is the lock lift lever. As the shaft rotates, the
lock lift lever rotates and its bottom leg engages with the lifting lug inside the lock.
The position of the lock, lock lift lever and tell tale is shown below.
This lifts the Lock upwards, and when its Locking Face is clear of the Knuckle
Locking Face, the Knuckle springs opens by means of its Knuckle Spring.
Rotor shaft rotating

clockwise lifting lock
upwards
Lock being lifted

upwards by lock lift
lever
Contact
Normal Uncoupling
Bottom leg of lock lift
lever is lifting lock.
Tell-tale
showing
unlocked
2.1.3 Lock Set Condition

If the coupler is unlocked while the knuckle is held firmly closed (e.g by being
attached to another vehicle), then when the rotor shaft lifts the lock to its fullest
extent and is released, the lock will drop into the "Lock Set" condition where a
ledge on the lock then rests on the Knuckle Thrower.

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This condition prevents the lock from falling back and relocking the coupler, and
allows the vehicles to be driven apart. As they part, the knuckles open, lifting the
lock out of the lock set condition, ready for recoupling next time.
2.1.4 Anti-Creep Feature

As the lock is not intended to be spring loaded, there is nothing keeping the
couplers locked, other than its own weight. As the locking face of the knuckle
and the lock are slightly tapered, at around 5 or 6, vibration or movement could
cause the lock to "ride up" or be squeezed up until the coupler becomes
uncoupled.
To prevent this, the tight lock coupler is fitted with an anti-creep feature. This
feature is designed to stop the lock moving upwards far enough to allow the
couplers to part, and it only comes into play when the lock is lifted upwards, other
than by the normal uncoupling by the rotor shaft.
If the lock lifts itself or "creeps" upwards, its lifting lug contacts the top leg of the
lock lift lever, lifting and rotating it.
As the lock lift lever rotates, its bottom leg then engages into a small indent in the
back of the lock, the anti-creep ledge, pushing the lock forwards and jamming it
within the coupler body. This is now locked in the anti-creep position.
Contact
Lock pushed
forwards
against coupler
body
Lock
creeping
upwards
Rotor shaft and lock

are now jammed.
Lock will not lift any
further
Bottom leg of lock lift
lever engaged in anticreep ledge of lock
Coupler in Anti-Creep
Bottom leg of lock lift lever
jammed in anti-creep ledge of
lock
Lock is lifting lock lift lever

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2.2
AIR/ ELECTRIC COUPLER
The Autocoupler is designed to make or break electrical and air connections

automatically when coupling or uncoupling multiple unit trains. It is bolted to the
underside of the tight lock coupler and works in conjunction with the drumswitch.
The drumswitch initially isolates the connections.
The contacts and air connections are suitably sealed in both the uncoupled and
coupled positions.
The Autocoupler is designed to function under such work conditions as track
curvature, variation in vehicle alignment and wear in the coupler units (within the
limits applying to the complete coupler of which it forms an integral part).
2.3
ROTARY/ PNEUMATIC DRUMSWITCH
The rotary/ pneumatic drumswitch is mounted adjacent to the air/ electric

coupler and the mechanical coupler and works in conjunction with these items.
Its function is to ensure that electric train- line circuits are disconnected before the
cars are uncoupled mechanically. It also disconnects the main reservoir air
supply, and operates the unlocking and locking mechanical coupler.
Coupler Drumswitch

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3. GEC SALOON DOORS

3.1.1 Introduction
The passenger saloon doors are electro - pneumatically driven plug type located
at two positions on each side of the car.
The doors are designed to be opened by the driver or passengers.
By pressing the release button along with the all button, all doors on the
selected side of the unit are released. The control is then locally controlled by the
passenger external or internally of the doors.
Saloon Doors Exterior
3.2
DOOR LEAVES
The upper, lower and trailing edges of the door leaf are equipped with shielded
single lip seals that bear upon a sealing face within the portal frame. The leading
edges are fitted with soft edge labyrinth seals which deform locally to allow
trapped objects to be withdrawn while the door is being closed.
The door leaves are carried on a trolley running on a support rail which is fixed to
the vehicle structure by support brackets. Each door leaf is equipped with
retaining catches towards the trailing edge. These engage with the locking
device on either portal side when the door is closed. Locking is automatic on

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closure of the door and, in combination with the running gear, restrains the door
leaf in all places.
An obstruction detection facility is built into the electro-pneumatic control circuits
that functions during the closing cycle.
3.3
DOOR RUNNING GEAR
The door running gear is mounted in the roof of the vehicle, directly above the
door with a main actuator which extends operating a worm drive which in turn
opens both door leaves. A lower guide assembly (hockey stick) helps the door
into its recess.
3.4
DOOR CONTROL MODULE
The controls are contained in the main module together with the associated
obstruction detection device. The module is constructed from an aluminium
block and is mounted in the area of the door header gear. All the pneumatic
pipe work is connected to the module by the use of Legris push-in fittings and
the electrical connections are connected to the vehicle wiring system on a
local terminal bar.
3.5
DOOR CONTROLS
Body side doors must first be released by the driver before operation by
passengers. The vehicle speed must be less than 6 kph before the doors can be
released. A door interlock system requires that all body side doors on the train
must be fully closed and all limit switches must be in the closed state before
traction can be applied and the brakes released.
3.6
DOOR CONTROLS
3.6.1 Drivers Controls

There are three main sets of door release buttons located in the cab in the
following positions:
Driver side door control panel for LH side door release.
Centre console switch panel door controls for RH side door release.
Non-driver side door control panel for RH side door release.
Two release pushbuttons must be pressed together on one of the above sets of
door controls in order to release the doors on that side of the train, typically the
door release RELEASE pushbutton and all doors ALL. One door close
pushbutton is situated at each of the above positions. Any door close
pushbutton, when pressed, will close all RH and LH side doors on the train. The
above door controls can also be enabled by use of the guard key switch.
There are two additional sets of door release buttons as follows;

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Two pushbuttons on the cab back wall driver side, when pressed
together the Left hand side doors on the DMOS vehicle only are released.
Two pushbuttons on the cab back wall non-drivers side, when pressed
together the Right hand side doors on the DMOS vehicle only are released.
3.6.2 Passenger External Door Control Pushbuttons

On the outside of a vehicle there are two illuminated pushbuttons local to
each doorway. The pushbuttons are only active when illuminated.
3.6.3 Passenger Internal Door Control Pushbuttons

Internally, there are two door open and two door close illuminated pushbuttons
for passenger use local to each doorway. The pushbuttons are only active when
illuminated.
3.6.4 Staff close switches

These switches are located externally at the No. 2 end of each vehicle. They
are for use by platform staff, one switch closing left hand side doors, the other
closing the right hand side doors, operated by a carriage key.
3.7
EMERGENCY EGRESS/ ACCESS
An external emergency access device permits access by Southeastern staff or

emergency services as appropriate. An internal emergency egress device is
located in each doorway, in the door header gear cover panel. This device is
coloured green and is protected by a 'break glass' panel.
Operation of this device will cause the following;
Operates the door close and audible buzzer continuously
Actuates emergency braking if vehicle speed is greater than 6 kph
Prevents traction from being applied
Extinguishes door interlock lights in the cab
Illuminates passenger communication fault light in the cab
Illuminates (flash) the external body side indicators
Causes both door leaves to unlatch and part, to enable doors to be

opened manually
3.7.1 Door Out-of-Service lock

A two position door out-of-service lock is located centrally above each
doorway, operation of which is from the vestibule by means of a carriage key (BR
gated square key). When the out-of-service lock is in the normal position, the
door will work in the normal position. If a fault occurs (for example a fully closed
switch not making and giving the closed signal thus enabling interlock), the out of
service lock can be operated (isolated position) which will then physically lock

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the doors and also bypasses all switches needed for interlock e.g. the faulty fully
closed switch and then enable the interlock signal.
3.8
AUDIBLE ALARMS, INDICATORS AND SENSORS
3.8.1 Door Release Bell

Whenever a door is released for passenger operation, a single stroke bell tone is
sounded at that doorway.
3.8.2 Door Close Buzzer (Hustle alarm)

When a door close is initiated by the driver, a buzzer sounds at all open doors for a
period of three seconds prior to the doors closing, this is known as the hustle
alarm. If a passenger operates an emergency egress switch, the buzzer sounds
continuously.
3.8.3 Signal Bell

A signal bell is located in each cab for the purpose of cab to cab
communication. The driver may use one of two signal buttons located in the cab,
one on the driver side door control panel, the other on the non-drivers side control
panel.
3.8.4 Body side Indicator Lights (BIL)

One body side indicator light is located externally on each side of a vehicle. Both
lights on a vehicle will illuminate if the doors are released or if there is a fault
condition.
3.8.5 Down Lights

Down lights are positioned above each door and are illuminated when the door is
released.
3.8.6 Door Interlock Lights

Three door interlock lights are located in the cab, one on each door control panel.
These lights will illuminate when all body side doors on the train are fully closed and
all door limit switches are in the closed state.
3.8.7 Door-out-of-Order Lights

There are two internal and two external "Door-Out-of-Order" lights per doorway
which are illuminated when the door is isolated.
3.8.8 Inductive Loop Sensor

A detection unit is fitted to each DMOS vehicle to sense the presence of a track
mounted inductive loop (although not in use). This detects if a vehicle is positioned
beyond a platform and prevents the doors from being released on that vehicle.

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4. GEC CAB DOORS

4.1.1 Introduction
The external crew doors are fitted on either side of the cab. They are single leaf
sliding plug door type, operated by a pneumatic actuator. The door leaves are
supported by means of a stabilising beam and guide rollers at the upper and
lower edges of the door. These ensure the correct line of travel during opening
and closing.
Each door leaf is equipped with a retaining pin at the top of the trailing edge.
These engage with the locking mechanism in the door header when the door is
closed. Locking is automatic upon closure of the door and, in conjunction with
the door running gear, restrains the door leaf in all planes.
Driver Cab Door
4.2
DOOR RUNNING GEAR
The door running gear (running tracks) is located in the cab door header panel
and also underneath the tread plate as you enter the cab. These hockey stick
shaped tracks guide the door into its aperture and also when the door is in its fully
open position, the tracks hold the cab door parallel to the vehicle body.
4.3
DOOR CONTROL MODULE
The pneumatic controls comprise a number of modules, such as electric

pushbuttons and crew valves, and a central control module located in the vicinity
of the door gear header.

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4.4
OUT-OF-SERVICE LOCK
A deadlocking facility located on the door leaf and operated by a carriage key is
provided to enable the driver to lock the cab door out of service. This action
bypasses the door locked interlock circuit and allows the train brakes to be
released. This action mechanically locks the door shut.
When operated, an internal cam is rotated and a red indicator is visible through
the glazed peephole in the door leaf mounted panel. This indicates that the door
is locked out of service. A Door Out-of-Service switch in the car body frame is
operated by the deadlock bolt and disables all door functions.
Bolt
Door mounted
lock panel
Cab mounted
dead-lock
interlock
switch
Carriage
key location
Door locked
indicator window
Cab Door Out of Service Lock

Normal operation of the cab doors is either by pushbuttons located on the cab
back wall or by means of exterior controls. When the open pushbutton is
depressed, the door will unplug and open a nominal 100mm. The door can be
manually opened further via the handgrip provided. To close the door, the
internal close pushbutton is depressed and the door will start to go through its
normal door close cycle. Full door closure then follows automatically.
A rotary handle is provided in the cab, which when turned 90 causes the door to
open. An external close pushbutton is provided which operates in an identical
manner to its internal counterpart and permits powered closure of the door from
platform or track height.

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External egress
Door close push
button
Cab Door external egress handle and door close push button
As an alternative to powered closure, the door may be closed manually from
outside or inside the cab. You must ensure the internal egress handle is down for
cab door closure. Additionally, the external crew access device is equipped with
a carriage key lock, to prevent unauthorised access.

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5. BREL SALOON DOORS

The Networker (BREL) 465/0/1 door system uses plug doors and this system is
designed and installed by a company called IFE and the saloon doors are
electrically controlled with pneumatically operated components to open and
close the doors.
Internal and External View of a set of Saloon Doors

When specifying whether a door leaf is left or right handed, this is determined
by looking at the doors from inside the train.
Once the driver is in their seat, to be able to operate any of the door controls in
the cab they will need to place a Drivers Master Key into the desk and the Master
Controller to any of the positions away from Off.
5.1
DRIVER CONTROL
Doors remain locked until the driver gives a release and the driver can only give a
release when the unit is travelling less than 6 kph (3.7 mph). If the driver tries to
give a release whilst above 6kph (3.7 mph), then nothing will happen. This is due to
the speed sensing relays.
If a passenger saloon Door Release is requested with a cab door open the doors
will re-release in that specific DMOS.

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Signal Bell
Traction
Interlock
Light
RELEASE and ALL

have to be pressed
simultaneously to
obtain LH Door
Release
Cab Drivers Side Panel
Signal Bell
Traction
Interlock
Light
RELEASE and ALL

have to be pressed
simultaneously to
obtain RH Door
Release
Cab Second mans Side Door Panel

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5.2
PASSENGER CONTROL
There are 2 sets of Passenger OPEN and CLOSE controls per saloon doorway,
one left hand and one right hand.
Internal Open and Close Buttons (LED Illuminated)

There is an external Open pushbutton fitted on each door leaf and once pressed
pushes out a metal plunger that once close enough to the proximity switch
induces a current into the inductive coil fitted inside the proximity switch and that
current then energises the Open Solenoid on V2 and the doors will open.
External Push Button
5.3
AUDIBLE ALARMS, INDICATORS AND SENSORS
5.3.1 Saloon Door Bell

There is a Bell fitted above each saloon door which operates when the Driver
gives a Door Release. It sounds only once above each door every time a
release is given.

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Saloon Door Bell
5.3.2 Traction Interlock

The train cannot move until all the Saloon and Cab Doors are closed and locked.
5.3.3 Hustle Alarm

When the driver presses the Door Close button, the hustle alarm will sound for 4
seconds before the doors close to warn passengers that the doors are about to
close.
5.3.4 Obstacle Detection

The air supply is removed if the doors become obstructed allowing free movement
of a door leaf or door leaves. Each door leaf obstacle detects independently
from the other. Once the obstacle is removed the doors will reclose.
5.3.5 Down lighters

These are fitted to give adequate lighting in doorways and are only lit when a
Driver has placed a release command. These are halogen bulbs so give very
good lighting in a limited space.
5.3.6 Body side Indicator Lights (BIL)

BIL lights (Body side Indicator light) are fitted to both sides of each vehicle. Each
BIL Light is made up of a cluster of LEDs to ensure they illuminate efficiently so that
staff and passengers can still see them when there is a glare from sunlight.
They indicate when a Door Release has been given, regardless of side. If a left
hand release has been given then both sides would still be lit, the same as if only
the right or left sides had been released.
If either traction or door interlock is not engaged, then the BIL lights will remain lit.
To further aid fault diagnosis, if the BIL Lights are flashing then either a Door Egress
Handle or Passenger Emergency Handle have been pulled.

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Bodyside Indicator Light
5.3.7 Emergency Egress

Passengers can manually open doors in an emergency using the green passenger
egress handle. This will release the air from the Doors and allow both doors to be
fully opened.
Emergency
Egress
Handle
Emergency Egress Handle
5.3.8 Guards Key switch

In the cab there is a Guards Key Switch and once the driver has inserted the BR1
Key and turned the guards key switch to On it gives the guard part control of the
doors from the rear cab.
The guard is able to release and close the doors in the same way as the driver
can. However, they will not get interlock lights lit in the rear cab.

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There is a Signal Bell fitted to the drivers and second mans side control panels.
Networkers are now Driver only operated (DOO).
Guards Keyswitch
5.3.9 Staff Close Switch

This is fitted at the end of every coach. It allows staff to remove the passenger
control from individual vehicles. The staff close switch is operated with a carriage
key (square key).
Staff Close Switch

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6. BREL CAB DOORS

The cab doors are pneumatically operated and have similar running gear to the
saloon doors. The principle of the Cab Door operation is similar to that of the
Saloon Doors. The doors are lettered E (Driver side) and F (Non-Driver side).
The Cab doors do not automatically fully open, they require manual operation
after they partially open.
There is no obstacle detection fitted to the cab doors.
Cab Door Leaves External
Cab Door Leaves Internal

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6.1
CAB DOOR OPERATION
To gain access to the cab through the cab door from outside the unit, the cab
door can be opened by the external crew valve handle and has to be operated
using a carriage key (square key). This operates a pneumatic roller valve that
sends air to the control valve that in turn operates the pneumatic actuator and
releases the active lock and then releases the cab door.
Perspex covers over external saloon door egress handles prevent unauthorised
people operating the saloon egresses. Once the saloon door egress has been
activated, a manual reset is required.
External Crew Valve Handle

To open the door from inside the cab, the internal egress (release) handle is
located above the cab door. This operates a pneumatic roller valve situated at
the rear of the crew valve (accessed by opening cab door header cover).
A bowden cable is attached to the rear of both the internal and external crew
valves to enable exit from a cab in an emergency or if the air is lost to the cab
doors. This links the egress handles to the active lock and by operating will
mechanically unlatch the doors.

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Internal Egress Handle

To close the cab door from inside the cab, there is a Cab Door Close pneumatic
pushbutton. Externally, there is a pneumatic close pushbutton situated on the
outside of the cab.
Internal Cab Door Close and Release buttons
External Cab Door Close button

When the door close buttons are pressed or when the doors are manually
closed, as the cab door reaches 25mm from fully shut an automatic close valve is
activated and sends air to the control panel that in turn will automatically shut the
door for the final 25mm.
6.2
ISOLATION OF THE CAB DOORS
There is a main isolation cock for the Cab Doors situated on the non-drivers side
within the cab on the isolation cock panel as shown below.

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Cab Door Air Isolating Cock (plus Panel)
Cab Door Isolating Handle

NORMAL allows the door to operate under normal operating conditions
ISOLATED there is local air isolation above each cab door and is operated using
a carriage key (square key).
LOCKED in the locked position will lock the doors when required. Once in the
locked position not only will the mechanical latch lock the trolley to the vehicle
structure the Door Interlock circuit will be by-passed for that specific cab.

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NETWORKER
FLEET FAMILIARISATIO
N
CONTROL AND COMMUNICATION
DELEG A TE NO TES
4 6 5 : Fl e e t F a m i l i a r i s a t i o n
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DOCUMENTATION
This document i s the property of RTI LTD., any communication, reproduction, publication, even partial, is forbidden without the written con
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SAFETY BEFORE AND DU

RING WORK ON A
CLASS465/466
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CONTENTS
SAFETY BEFORE AND DU
RING WORK ON A CLASS465/466 ............................................ 2
1.
INTRODUCTION.................................................................................................... 5
2.
AUTOMATIC WARNING SYSTEM/TRAIN PROTECTIO

N WARNING SYST
EM.......... 6
3.
PASSENGER LOAD DEVIC

E (PLD)....................................................................... 19
4.
CLOSED CIRCUIT TELEV

ISION ............................................................................. 21
5.
PASSENGER INFORMATIO
N SYSTEM (PIS)
.......................................................... 25
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6.
ON TRAIN MONITOR/ RECORDER(OTMR).......................................................... 30
7.
CAB SECURE RADIO........................................................................................... 44
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1. INTRODUCTION
describe the systems commonly referred to as Angel Mods as
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2. AUTOMATIC WARNING SYSTEM/TRAIN

PROTECTIONWARNING SYSTEM
2.1
SIGNALLING INTRODUCTION
2.1.1 Track layout & signalling
sections or blocks
aspect
the signal can show a green or proceed
Simplified Diagram of a Block
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2.1.2 Track Circuits
Simplified Diagram of Track Circuit
: Green Aspect
Simplified Diagram of Track Circuit: Red Aspect
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2.1.3 Multi Aspects signals
under double yellows
Simplified Drawing of Multi Aspect Signalling
2.1.4 Four Aspect Signalling
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Seque nce of Four Aspect Signalling
2.2
AUTOMATIC WARNING SYSTEM(AWS)
Driver passing a signal at Red. This is more co
known as the Ramp. The AWS
Simplified Diagram of the Automatic Warning System
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Cab Sunflower: Warning Signal
Cab Sunflower: Clear Signal
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AWS Ramp
2.2.1 AWS On train components
AWS
Receiver
BREL 465 AWS Receiverin situ
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BREL 465 AWS Receiver
AWS
Receiver
465/2, 465/9 AWS Receiver in Situ
465/2, 465/9 AWS Receiver
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AWS
Receiver
466 DTOSLAWS Receiver in Situ
466 DTOSLAWS Receiver
2.2.2 Cab Equipment
AWS
Alarm &
Indicator
Unit
AWS
Reset
Buttont
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465/0, 465/1 Drivers Instrument Panel

AWS
Alarm &
Indicator
Unit
AWS
Reset
Buttont
465/2, 465/9, 466 Driver's Instrument Panel
2.2.3 AWS testing

tem can be tested using an AWS test pole.
north pole
RED
south pole
BLUE.
Permanent magnet and
Electro
2.3
et can be simulated.
TRAIN PROTECTION ANDWARNING SYSTEM
2.3.1 TPWStrack equipment
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Track Set Up of Train Protection Warning System(TPWS)
2.3.2 Overspeed Sensors

RED
RED
F1
F2
Overspeed Sensors
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RED
2.3.3 Train Stop

RED
Train Stop Sensor
Note:
, a Train Stop
Override Facility exists
Note:
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2.3.4 On Board Train e quipment

The train borne equipment receives its signals via a bogie mounted Aerial
TPWS
Aerial
465/0, 465 /1 TPWSAerial
TPWS
Aerial
465/2, 465/9 TPWS Aerial
TPWS
Aerial
466 TPWSAerial
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Typical TPWSAerial
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3. PASSENGER LOAD DEVIC

E (PLD)
GPS / GSM
Antenna
Combined GPS/ GSM Antenna
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ePLD System Overview

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4. CLOSED CIRCUIT TELEV

ISION
4.1
OVERVIEW
4.2
ON BOARD COMPONENTS
4.2.1 Cameras
D-Type M12 cameras (2.1mm & 4mm)
4.2.2 Digital Video Recorder (DVR)
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Removable
Storage
Modules
Kabba Lock
Digital Video Recorder
4.2.3 Video Com bining Unit
s purpose is to combine
Video Combining Unit (VCU)
databus is taken between cars by a demountable flexible jumper cable.
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Switch input
e.g. PassCom
Camera
Switch input
e.g. PassCom
Camera
Download Port
Download Port
Camera
Camera
Power
+110V
Databus
Digital Video
Recorder (DVR)
Power
+110V
Databus
Power 0V
Databus
Video Combining Unit
Inter-Car
Jumper
Power 0V
Foward Facing
Camera
GPS Serial
Input
WiFi
Block Diagram of CCTV System
4.2.4 System Operation
MCBs for the DVRs and VCUs are on
4.3
Lamp is red, then a fault condition
OFF-TRAIN SYSTEMS
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5. PASSENGER INFORMATIO
N SYSTEM (PIS)
5.1
SYSTEM OVERVIEW
Simplified Drawing of Passenger Information System
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5.2
PIS COMPONENTS
5.2.1 Destination Display
5.2.2 Saloon Display
5.2.3 Passenger Information System Controller(PISC)
Note:
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Passenger Information Ssystem Controller(PISC)
5.2.4 Loudspeaker
Loudspeaker
5.2.5 GPS/GSM Antenn a
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GPS/GSM Antenna
5.2.6 PIS Handset
Handset and Cradle
5.2.7 Drivers Interface Unit

The DIU is the train drivers interface with the PIS system via the PISC.
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Drivers Interface Unit
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6. ON TRAIN MONITOR/ RECORDER(OTMR)

6.1
BREL ON TRAIN DATA ECORDERS

R
(OTDR)
The data recorders
6.2
TRAIN ONBOARD MEMORY(TOM) DATA RECORDER

TOM data recorder
luggage rack level, to the rear of the first passengers doors on the drivers side.
TOM data
recorder
Location of Train Onboard Memory(TOM)

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Train Onboard Memory in situ
6.2.1 Memory
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Card and OTDR Health Indicator LEDs

PCMCIA Card Slot
TOM Front Panel

LEDs is
Green Data Recorder Healthy
Yellow PCMCIA Download in Progress
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Red PCMCIA Card Not Blank or Defective
6.2.2 OnTrain Data Recorder Health Indicator Light
6.2.3 Driver I nterface Unit
Drivers Interface Unit
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s interface unit does not

If this function is not bypassed, the drivers interface unit asks the driver to enter his
dentity number and press the V

he C
If this function is not bypassed, the drivers interface unit asks the driver to enter
The "C" key can be used to modify the answer.

If the format is not correct, the message wrong value is
the drivers interface unit goes back to the main menu.
Any drivers ID data
cancelled. In this case the driver ID ######## and the train running number
####
6.2.4 PCMCIA Card
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C ommunication

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PMCIA Card
6.3
GEC ON TRAIN DATA RECORD

ERS (OTDR)
A data recorder
An Operator Interface Pane
A PCMCIA Card slot
rs primary function is to monitor and record various analogue
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6.3.1 On Train Data Recorder (O TDR)
Vehicle Data
analogue channel exceeds its threshold
Data Recorder Data
There MUSTbe a functioning OTDR in every cab that will be in use.
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6.3.2 Memory
1620
CHMM
standard data recorder memory
6.3.3 Recorder Health Indicator
Recorder Health Indicator
6.3.4 Op erator Interface Panel
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Operators Interface Panel
DD/MM/YY
HH:MM:SS
Veh
No.
:
XXXXXXXX
Route
:
XXXX
Press CLR For Option
CLR.
OPTIONS
DRIVER ID 3) TEST
ROUTE ID 4) MAIN
Option Item
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1)
2)
Select

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Viewing maintenance information from the maintenance menu.
Viewing statistical information from the maintenance menu.
6.3.5 OTDRDownload Box
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Location of OTMR Download Box
PCMCIA Card Slot
Card Eject Button
CARD BUSY
CARD WARNING
RECORDER DEFECT
RECORDER STATUS
ACKNOWLEDGE
PCMCIA Download Port and Status Indicators
Card Busy Indicator Light (Green)

ON (Flashing)
ON (Steady)
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Card Warning Indicator Light. (Red)

ON (Steady)
ON (Flashing)
Recorder Defect Light. (Red)

ON (Steady)
OFF
Recorder Status Indicator Light (Green)

ON (Steady)
ON (Flashing)
OFF
6.3.6 PCMCIA Card
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PCMCIA Card
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7. CAB SECURE RADIO
overheard by other drivers; its also provides the signalman with a display of the
7.1.1 Components
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Radiohead
Handset
Radiohead and Handset
7.1.2 Control U nit switches
automatically during the trains journey
standing at signal
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7.1.3 Types of call
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NETWORKER
INTERIORS
DELEGATE NOTES

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CLASS 465/466


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CONTENTS
CONTENTS
1.
INTERIOR OVERVIEW ............................................................................................ 6
2.
GANGWAYS ......................................................................................................... 9
2.1
GANGWAY DOORS ................................................................................................. 9
2.1.1
Operation ................................................................. Error! Bookmark not defined.
2.1.2
Fire Protection .......................................................... Error! Bookmark not defined.
2.1.3
Isolation ..................................................................... Error! Bookmark not defined.
2.1.4
Gangway Connections .......................................................................................... 9
3.
LIGHTING ............................................................................................................ 11
4.
HEATING AND VENTILATION .............................................................................. 13
5.
TOILET .................................................................................................................. 19
6.
CAB ..................................................................................................................... 22
6.1
GENERAL DESCRIPTION .................................. ERROR! BOOKMARK NOT DEFINED.
6.2
CAB EQUIPMENT .................................................................................................... 23
6.2.1
Drivers Instrument Panel ....................................................................................... 23
6.2.2
Train & Unit Fault Indicators 465/2/9 and 466 .................................................... 24
6.2.3
Fault indications (4 Car Train) .............................................................................. 26
6.2.4
Fault indications (8 or 12 Car Train) ...................... Error! Bookmark not defined.
6.2.5
Left Side Door Control Panel ............................................................................... 28
6.2.6
Drivers left Side Switch Panel ............................................................................... 30
6.2.7
Emergency Stop Push Buttons ............................................................................. 34
6.2.8
Train Door Controls ................................................................................................ 28
6.2.9
Guards Key, Traction Cut Out & Coupler Changeover Switches .................. 32
6.2.10
Combined Power Brake Controller ..................................................................... 33
6.2.11
Safety System Isolation Switches ......................................................................... 31
6.2.12
Right Side Door / Horn Control Panel ................... Error! Bookmark not defined.
6.2.13
Right Hand Guards Panel....................................... Error! Bookmark not defined.
6.2.14
Passenger Communication Override ................................................................. 34

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6.2.15
OTMR and OTMR Driver Interfaces........................ Error! Bookmark not defined.
7.
EMERGENCY EQUIPMENT ................................................................................... 35

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1. INTERIOR OVERVIEW
The Class 465 interior was designed to be high quality, with attention being paid to
seat layout (a window by every seat), lighting, ventilation, heating and colour
schemes. Where possible, all fixture or fittings (screws etc) are hidden or other
methods are employed to retain panels, mouldings and trim to the body structure
(Velcro etc).
The seats are in a 2 + 3 layout, and are retained with fixings at floor level and at
slots above the heater rail. Fibre glass insulation is provided in the floor and side
panels to give better heat retention.
Double glazed tinted glass reflects bright sunlight and keeps the heat in. The floor
is a high quality water resistant plywood, covered with a high grade synthetic
rubber material to provide a hard wearing, easy to clean surface.
Power supply sockets have been provided (240V ac) on each coach for the use
of vacuum cleaners, etc.
Standing passengers have adequate grabrails/poles located throughout the
coach with luggage racks situated above the window level.
Saloon Area (with Burst Through Doors)

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Saloon Area (with inter-vehicle gangway doors)

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General Interior Plan

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2. GANGWAYS
2.1
GANGWAY DOORS
Pneumatically operated bi-parting doors are provided between intermediate

gangways and passenger saloons in all vehicles. The doors are opened by
pressing the open push button on the saloon side. The doors close automatically
after a preset delay. When the door meets an obstruction it will automatically
open.
The doors can be isolated pneumatically by operating the isolation valve
positioned above the door.
The doors are designed to provide a 30-minute inter-vehicle fire barrier.
2.1.1
Gangway Connections
Intermediate Gangway
The intermediate gangway consists of a flexible walkway between the individual
vehicles. The complete gangway consists of the following main components:
Corrugated bellows with floor plate cover flaps attached
Linking bridge
Leaf springs
Tensioning frame
Corrugated Bellows
These are made of flexible fabric corrugated material sewn together and linked
by crimped metal frames. The frames maintain stability and shape and the fabric
provides the bellows flexibility.
Floor Plate Cover Flaps
The cover flaps are made from the same material as the corrugated bellows and
are linked by crimped metal frames. The cover plate is riveted to the inside of the
corrugated bellows and covers the gap that occurs between the linking bridge
and the corrugated bellows during cornering.
Tensioning Frame
The tensioning frame consists of an upper and lower frame, a guide rail, two
tensioning levers and rubber profiles.
The upper tensioning frame, two tensioning levers and guide rail are fastened to
the body end.
The lower tensioning frame slides behind the guide rail and the tensioning levers
control its position. The rubber profile is positioned in the extrusion of the tensioning
frame and provides the sealing of the bellows onto the tensioning frame.
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Bellows
Tread Plates
Tread Plate Flaps
Intermediate Gangway

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3. LIGHTING
The lighting is provided throughout the unit by strip fluorescent tubes (1200mm and
600mm) with diffusers, mounted along the centre of the coach. Each tube is
supplied from its own inverter driven from the 110V battery supply.
Emergency lighting is provided within the main lighting system and gives
approximately 1 hr continuous output in the event of main converter failure.
In the event of an auxiliary convertor failure, there is a time delay of 30 seconds on
the main lighting. The timer will turn off the main lights after 30 seconds to save
battery power. The emergency lights will remain on until the battery voltage drops
to such a value that the low battery voltage detection unit will cause the battery
supply to be disconnected from the unit.
465/2, 465/9, 466 DMOS Light Fitments

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Interior Lighting Arrangements

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4. HEATING AND VENTILATION

Vehicle heating is through body side convector heater elements, boosted by four
fan heaters located near the doorways. The heating is controlled by electronic
sensors in the body side of the coach wall or ceiling depending on the build type.
The heating elements are arranged so that there is uniform distribution of the heat
to provide fairly constant heating throughout the coach.
Fresh air is taken into the vehicle by:
BREL (465/0) Intake fans (4) which are battery driven. These take air into the
vehicle via external ducts above the windows and re-direct it out through
nozzles, which can be adjusted, at luggage rail height
Opening the hopper windows (in the event of intake fan failure)
The extraction of air on both variants of unit is carried out by four, roof mounted
extractor fans which remove the stale air to the exterior vents on top of the roof
when the ambient temperature exceeds the set point.

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465/2 Ventilation

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465/2 Heating

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DMOS Heating and Ventilation Equipment Location (465/0)

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TOSL Heating & Ventilation Equipment Location (465/0)

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TOS Heating & Ventilation Equipment Location (465/0)

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5. TOILET
The toilet (1 per 4 cars) is a modern low flush content design. The two different
designs used are:
Semvac- GEC
Micropore- BREL
The units are fitted with retention tanks that collect the effluent which is removed
at an appropriate location. The toilets are designed to be low volume flush
systems, this ensures that they are able to be in service for longer periods before
the retention tank requires emptying.
Visual indications are provided for when the retention tank requires emptying at
50% and 80% full on the outside of the vehicle at skirt level. A visual interior
indicator also discourages the use of the toilet when the effluent tank has reached
approx 95% by illuminating a Toilet Out Of Use indicator.
An electric hand drier and water heater are installed in the toilet area along with
a continuous running extract fan to provide a slight negative air pressure within
the toilet cubicle (air being drawn in from the saloon).
The water supply provided for the flush and hand basin comes either from an
overhead plastic tank or under slung tank filled by standard external fill points.
Frost protection has been provided in the form of either trace heating or the
facility of having a night setback (when the temperature falls below a set point
the coach heating is switched on).
Heaters are also installed in the retention tank and the under slung water tank.
Drain cocks are also provided when severe weather conditions are imminent.
A passenger communication handle is provided which will allow talkback to the
driver when activated as well as initiating the emergency brake.

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Toilet Compartment (465/2)

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Toilet Compartment (465/2)

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6. CAB
6.1
CAB OVERVIEW
The cab has been designed so that the driver does not have to over reach for his
'normal ' controls.
Cab operations and controls include:
Coupling and Uncoupling control
Brake Control
Traction Control
Tail and Marker Lights
Radio
Door operation
Brake and Power operation has been combined into one Power/Brake control
with a Hill Start feature. Moving the handle forward applies the brake, moving it
back for power, and mid position is neutral.
The handle has four power notch positions and four brake notches (one being the
emergency position - 12.5% retardation).
Two emergency brake buttons are located in the cab to provide the means to
stop the train in the event of a combined power/brake controller failure.
The 'Hill Start' feature is the button in the end of the controller which when pressed,
gives step 1 brake pressure to allow power to be taken before the unit can roll
backwards.
There are various indicators and gauges for the driver, brake cylinder pressure,
main reservoir pipe, speedo etc. as well as indicators such as an accelerometer,
status indicators, and clock.
The windscreen consists of two curved sections, laminated to give impact
protection. Two speed electric windscreen wipers are also fitted.
The driver cabs have been fitted with a Heating Ventilation and Air Conditioning
(HVAC) unit. This is a self-contained unit which must be maintained by suitably
certificated personnel.

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6.2
6.2.1
CAB EQUIPMENT
Drivers Instrument Panel
1
..
..
1.
2.
3.
4.
5.
6.
..
..
7
..
..
8
..
..
9
..
..
..
..
Acceleration and brake rate
graphs
Speedometer
Safety system isolated
indicator (red)
Passenger Communication
alarm indicator (yellow)
AWS Indicator
Clock
..
..
10
....
7.
8.
9.
10.
11.
12.
..
..
11
....
..
..
12
....
Clock adjust push button

Dim push button
Bright push button
Speed set adjust switch
(rotary)
AWS reset button (with
luminous surround)
AWS warning alarm
465/2/9 and 466 Cab Centre Console

Speed Set
With speed set selected, the set speed can be selected using the adjuster. The
set speed selected is indicated by an arrow on the speedometer.
Safety Systems Isolated
This indicator illuminates when any safety systems are isolated using the switches
on the isolation switch panel.
For safe operation of the train Drivers Reminder Appliance (DRA), AWS, and TPWS
operating controls are also fitted to this panel.

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6.2.2
Train & Unit Fault Indicators 465/2/9 and 466
..
4 ..
..
..
1.
2.
3.
4.
5.
6.
7.
8.
..
..
..
..
1
3
..
2
..
..
7
..
..
..
.. Main Reservoir
Duplex Gauge (Shows
.. (Left Needle) and Brake Cylinder
(Brake Pressure) Air Pressure)
Line light Indicator
Unit fault Push button and Indicator
Train fault Indicator
Regen brake Enable push button
Regen brake Disable push button
Overload reset Push Button
DRA Button
Drivers Left Hand Panel 465/2/9 and 466

Depending on the type of fault that has occurred (Urgent or Non-urgent) and the
position of the Drivers Direction Switch (DDS), determines whether or not the fault
condition is indicated on the Train or Unit Fault Indicator panels. If the DDS is away
from the OFF position, non-urgent faults will not be indicated to the driver.
There are a total of six different fault modes that are automatically detected and
indicated on a Class 465/2/9 and 466.
All indications listed (except where identified) will be displayed in the cab as nonurgent faults. Below is a list of the indications and the possible causes:
DMOS Vehicle
H (Heating)
T (Traction
Possible cause and reset method

Triggered by DC Earth Monitoring Unit in Heater (and
Compressor) Contactor box tripped due to possible earth
fault detection. DC Earth Monitoring Unit LED illuminates RED
when tripped
Manually reset. DC Earth Monitoring Unit LED illuminates
GREEN when set.
Triggered by CCOS (Control Cut Out Switch) located in

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Fault)
I (Interference
Fault)
W (Slip Slide
Fault)
P (Passenger
Information)
Control Case Electronics Frame in wrong position, software

fault, or Traction Fault.
Trip and reset either Traction MCB on cab back wall or CCOS.
Investigate and rectify the fault.
Triggered by 50Hz Harmonic Detector Integral Fuse Blown
located in Control Case Reed Relay Fuse Panel.
Replace respective software card to reset fault indication.
Is also lit during Initial Self Test for 2 minutes when Unit is first
powered up.
Triggered by Slip/ Slide Fault.
Manually reset Slip/ Slide Fault Relay located behind the Fault
Indication Panel in vehicle saloon.
Triggered by PIS fault.
Manually reset Passenger Information Fault relay located
behind Fault Indication Panel in vehicle saloon.
DTOSL, TOSL & TOS Vehicles

H (Heating
Fault)
B (Battery
Fault)
W (Slip Slide
Fault)
C (Auxiliary
Converter
Fault) See
note below*
Possible cause and reset method

Triggered by DC Earth Monitoring Unit in Heater (& Compressor)
Contactor box. Tripped due to possible earth fault detection.
DC Earth Monitoring Unit LED illuminates RED when tripped.
Manually reset. DC Earth Monitoring Unit LED illuminates GREEN
when set.
Triggered by LVU (Low Voltage Unit) on detection of the
battery voltage dropping below 72 volts.
Reset only by LVU (Low Voltage Unit) on detection of battery
voltage rising above 82 volts.
Triggered by a Slip/ Slide Fault.
Manually reset Slip Slide Fault relay located behind Fault
Indication Panel in vehicle saloon.
Triggered by Auxiliary Converter Failure.
Reset only when the Auxiliary Converter fault has been
rectified.
* If one Auxiliary Converter on a Class 465/2/9 fails, this will be indicated as a Non
Urgent Fault. If both Auxiliary Converters fail on a Class 465/2/9 or the only
Auxiliary Converter fails on a Class 466, this will be indicated as an Urgent Fault.
The various combinations of fault indications are detailed in the truth tables below:
A BLUE Light indicates a healthy circuit.
A RED Light indicates a fault exists in the circuit.

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Locating the Fault using the Fault Indicators

To confirm which of the non-driving units has a detectable fault it is necessary to
check one cab, from each of the non-driven units, for a RED Unit fault light. When
the unit with the detectable fault has been established the fault can be localised
by checking the Fault and Status panel on each of the vehicles.
The indications observed in the operational cab are as follows:
Non Urgent fault detected (4 Train)
DDS
Position
OFF
OFF
F,N or R
F,N or R
Train
Fault
button
Pressed
Pressed
push- Train Fault lamp
Unit Fault lamp
OFF
RED
BLUE
BLUE
RED
RED
BLUE
BLUE
Urgent fault detected (4 Train)

DDS
Position
OFF
OFF
F,N or R
F,N or R
Train
Fault
button
Pressed
Pressed
Unit Fault lamp
OFF
RED
RED
RED
RED
RED
RED
RED
Non Urgent fault detected on adjoining unit (8/12 Car Trains)

DDS
Position
OFF
OFF
F,N or R
F,N or R
Train
Fault
button
Pressed
Pressed
Unit Fault lamp
OFF
RED
BLUE
BLUE
BLUE
BLUE
BLUE
BLUE
Urgent fault detected on adjoining unit (8/12 Trains)

DDS
Position
OFF
OFF
F,N or R
F,N or R
Train
Fault
button

Interiors
Pressed
Pressed
Unit Fault lamp
OFF
RED
RED
RED

DOCUMENTATION
BLUE
BLUE
BLUE
BLUE
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6.2.3
Drivers Control Console- Right Hand Side
10
..
.
..
...
11
.
...
..2
..3
..
..
..
5
..
..
..7
..
..
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
..
6
..
..
8
..
..
.. push button
Right side front door release
Right side all door release push button
Right side rear door release push button
Interlock indicator
Door close push button
Hazard lights push button
Couple push button
Uncouple push button
Cab lights push button / switch
Right side door release push button
Horn (low and high tone) control lever
Drivers Control Console- Right Hand Side

Right Side Door Controls
See Train Door Control in section 6.2.5
Couple and Uncouple Buttons
The BLUE Couple push button located on the Right Side Door Control panel is used
for the automatic coupling of units. The RED Uncouple push button (under a
spring-loaded red perforated cover) also located on the Right Side Door Control
panel is used for the automatic uncoupling of units.
Wash/ wipe, Hazard Lights and two tone Warning Horn Controls are also provided
on this panel.

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6.2.4
Left Side Door Control Panel
2
..
..
3
..
..
4
..
..
5
..
..
..
..
7
..
..
8
..
..
..
..
1.
2.
3.
4.
5.
6.
7.
8.
Left side front door release push button

Left side all door push button
Left side rear door release push button
Interlock indicator
Door close push button
Signal bell push button
Left side door release
Sanding system activation push button
465/2/9 and 466
6.2.5
Train Door Controls
Full door control (i.e. Left Hand Side and Right Hand Side doors can be released
and closed)
Available from:
Any driving cab that has the DDS (Drivers Direction Switch) away from the
OFF position.
Any driving cab that has the Guards Key Switch away from the OFF position
provided that all DDS are OFF.
Door Close
This is available from any driving cab that has the Guards Key Switch away from
the OFF position and a DDS in another cab is away from OFF.
Door Release Options
The driver has a total of three door release options available from the active cab
(regardless of which mode of door release is used the control circuit remains
inoperative, and hence the doors cannot be released until the unit speed is less
than 6Km/h).
The three door release options are as follows:
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Door release, leading vehicle only. (Not Used)
Door release; short platforms. (Not Used)
All passenger door release.
By each set of doors that have been given a door release signal, a release
warning buzzer will sound for 5 seconds, the local passenger door push buttons
and a set of door pillar lights will illuminate. The orange cantrail body side lights on
both sides of each vehicle will also illuminate.
Once a release is initiated the doors can be opened and closed by passengers
using the local illuminated door OPEN and CLOSE push buttons. On the outside of
the vehicle there are two OPEN illuminated pushbutton local to each doorway.
Internally there are two door OPEN and two door CLOSE illuminated push buttons
located on both sides of the doorway - the push buttons are only effective when
illuminated.
In the event of a power failure, or emergency, the doors can be opened by
means of emergency operating devices; these are located both internally and
externally above the door portals.
The Guards Door Control Panel on the Non Drivers side has complete functionality.
Non Drivers Side Guards Panel

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6.2.6
Driver Console- Upper Left Panel

2
11
15
10
13
12
14
16
17
1.
2.
3.
4.
5.
6.
7.
Emergency by-pass switch and

indicator
AWS/TPWS isolation switch and
indicator
DSD isolation switch and indicator
Vigilance isolation switch and
indicator
Traction interlock bypass switch
and indicator
Pass Comm isolation switch and
indicator
Aux heat and lighting off pushbutton (with red protective
cover)
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
Aux heat and lighting on pushbutton

Train heat off push button
Train lights off push button
Fault light brighter push button
Windscreen
demister
switch
(rotary, 2 position)
Tail lights switch (rotary, 3
position)
Marker
/
headlights
switch
(rotary, 4 position)
Fault light dimmer push-button
Head/marker/tail light proving
indicator
Clipboard light
465/2/9 and 466 Drivers Console- Upper Left Panel

Marker and tail lights panel
Contains the control switches together with the marker, head and tail light proving
indicator lights.
Auxiliaries On/Off
Will trip and set the battery contactors for control of low voltage supplies.

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Cab Heating / Air Conditioning System Controls

These controls comprise two black, rotary switches:
Lower switch - mode selection (four positions),
VENT ONLY - roof unit fans circulate air.
FLOOR HEAT ONLY - switches the floor (i.e. low level) heaters on and
unit fans circulate air.
FULL HEAT - switches floor and roof heaters on and roof unit fans circulate
air.
A/C - provides automatic temperature control between 18 and 24 C as

selected by driver using upper switch and roof unit fans circulate air. Note:
Arrow indicates that upper switch is used in this mode.
6.2.7
roof
Safety System Isolation Switches
Isolation Method for 465/2/9 and 466

The safety system isolation switches are all isolated by use of a two position
(Normal/Iso) rotary switch (one for each system). The switches are operated by a
drivers master key.
Indications
When a safety system has been isolated the following indicators will illuminate:
Red indicator below the respective key switch(s) that have been isolated
A red Safety System Isolated indicator on the cab desk
A purple Safety Alarm Indicator illuminates on the external PIS display at the
cab where the safety system has been isolated
The isolation of any safety system is recorded on the On-Board Train Monitor
(OTMR).
Emergency By Pass
Used when a fault in TW13 (brake continuity wire) needs to be bypassed. TW13
originates in the non active cab to where the DDS is away from OFF and requires
continuity throughout the entire train to the active cab for the brakes to be
released. TW13 passes through the following:
All Brake Supply Reservoir Pressure Switches
All Low Main Reservoir Governors
All CPBC and DDS (Combined Power Brake Controllers and Drivers Direction
Switches)
All Couplers
All Door Egress Switch local relays
Emergency Stop Push Buttons

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AWS/TPWS
Used for isolating AWS/TPWS faults.
DSD
Used for isolating DSD faults.
Vigilance
Used for isolating faulty vigilance system.
Traction interlock
When used, allows the unit to be driven with a cab or passenger door not
correctly proved, closed and locked.
Passenger Communication (Pass Comm)
Used if a pressed PASS COMM button on the train cannot be reset.
If the status of any of the above systems is altered, guidelines set out in controlled
copies of relevant Group Standards, Safety Manuals, Operating Manuals etc.
MUST be adhered to before allowing a unit to enter or continue in service.
Switches are moved to the isolated position using the drivers master key.
To reset the vigilance system after 60 seconds, the DSD pedal must be
momentarily released. It is therefore not possible to isolate the DSD equipment
without also isolating the vigilance equipment although the vigilance equipment
can be isolated without isolating the DSD.
6.2.8
Guards Key, Traction Cut Out & Coupler Changeover

Switches
Guards
key
switch
Traction cut
out switch
Couple
Change
Over
Switch
465/2/9 and 466 (466 DTOSL has a blanking plate for the Traction Cut Out slot)

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Guards Key Switch

Inserting and rotating a BR1 Key in the Guards Key Switch unlocks the Guards
Rotary Switch enabling rotation to the ON position. The BR1 Key is held captive in
the lock when the rotary switch is in the ON position. Full Door Control and the
Signal Bell will then be enabled. If a DDS is away from OFF in any other cab, door
control will be limited to Door Close & Signal Bell in the cab where the Guards Key
Switch is away from OFF.
Coupler Changeover
This switch must always be positioned in the 465 position. Rotating the key switch
with a drivers master key into the 319 position breaks continuity of non-standard
train wires to the auto coupler electric head for coupling to units other than the
Class 465.
Traction Cut Out Switch
Rotating the key switch with a drivers master key from Normal to Cut-out disables
the control circuits to the respective DMOS traction system.
6.2.9
Combined Power Brake Controller(CPBC)
465/2/9 and 466 Combined Power Brake Controller

Direction, power and braking controls are all mounted on a single unit.
The DDS (Drivers Direction Switch) has 4 positions:
Off
Forward
Neutral
Reverse
With the master key inserted and turned the DDS can be moved away from the
off position. If two DDS are away from off then an audible alarm will sound in both
cabs. The alarm will also sound in an operational cab if the DDS is away from off
and the shore supply is connected.
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The CPBC combines power and brake control and is interlocked with the DDS so
that unless the DDS is in either forward or reverse it is impossible to move the CPBC
into a power notch. There are 4 power notches, P1, P2, P3, P4 and 4 brake steps,
B1, B2, B3 and emergency. The emergency brake step increases the brake force
by about 35% over brake step 3 (full service).
Transition from braking to power is through a gate so that the CPBC cannot be
moved directly from braking into power. However, when moving the handle from
power to brake, no gate is encountered and the transition is smooth.
The CPBC incorporates a hill start push button, which allows a step 1 level of
braking to be available while the handle is in a power notch. The hill start facility is
automatically by-passed when the train speed exceeds 6 kph.
6.2.10
Emergency Stop Push Buttons
Two large red mushroom headed push buttons, marked with a vertical black line
and identified by the words EMERGENCY STOP, are provided in each cab.
Activation
This causes an instantaneous emergency brake application.
release after the push-button has been reset.
The brakes will
Note: The position of the Master Switch does not affect the Emergency Stop Push
Button.
6.2.11
Passenger Communication Override Switch
Drivers Passenger Communication Override Switch

A yellow foot switch is fitted in the drivers foot well. If this switch is depressed
within five seconds of a Passenger Communication Handle being operated, it will
override the brake application and allow the driver to silence the audible alarm
and continue to a convenient stopping place.

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7. EMERGENCY EQUIPMENT
Emergency equipment is stored on the train in order to deal with situations such as
fires and breakdowns. It is important that the equipment is checked to ensure
that it is in place and in a serviceable condition.
Any defective or missing equipment would result in a train not being fit for service.
The emergency equipment carried on the trains is as follows:
Quantity
Description
Location
10
Detonators
To confirm
Red Flag
To confirm
6 Litre AFFF Fire Extinguisher
Non driver foot well in each cab
Track Circuiting Clips
To confirm
First Aid Box
Short Circuiting Bar

Ladder
1
1
Emergency Brake Hose

Uncoupling Bar
1
1
Shrader to Shrader Pipe

Interiors
Non drivers side back wall in

each cab
Emergency equipment
cupboard (DMOS No.1 end)
Emergency equipment
cupboard TOSL
Emergency equipment
Emergency equipment
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Location of Emergency Equipment (465/0)

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Emergency Coupler
Pin Threaded
Shoe Fuse Key
Short Circuit Bar
Hook Switch Pole
Shoe Paddle
Non Drivers Equipment Cupboard

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NETWORKER
POWER SUPPLIES
DELEGATE NOTES
Networker Fleet Familiarisation

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CLASS 465/466


Power Supplies

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CONTENTS
CONTENTS
................................................................................................................... 4
1.
NETWORKER FLEET: POWER SUPPLY ...................................................................... 5
1.1
POWER ARRANGEMENT .......................................................................................... 5
1.2
CURRENT COLLECTION AND DISTRIBUTION .......................................................... 5
2.
AUXILIARY POWER SUPPLY ................................................................................... 8
2.1
AUXILIARY POWER DISTRIBUTION............................................................................ 9
3.
SHOEGEAR.......................................................................................................... 11

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1. NETWORKER FLEET: POWER SUPPLY

1.1
POWER ARRANGEMENT
The Networker vehicles are fitted for single voltage operation (750 V only). In the
Southeastern fleet, the units are configured for third rail operation only.
Current is collected from the live rail by the shoe gear and distributed to the motor
coaches via the shoe fuses, main dc bus line and the dc high speed circuit
breaker (HSCB).
1.2
CURRENT COLLECTION AND DISTRIBUTION
Current is collected from the third rail by the collector shoes and passed via the
shoe fuses to a DC main circuit breaker (HSCB) located on each motor coach.
High Speed Circuit Breaker: GEC

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HSCB
HSCB Bus
Bar
Transducer
Voltage
Transducer
High Speed Circuit Breaker: BREL(in situ)

The DC contactor box houses the DC mode contactors.
From here, the supply is fed to the Traction Motor Inverters and the Auxiliary
Converter is fed via the Bus Line. The Inverters produce a variable voltage and
frequency supply from the 750 Volt DC input for the 3 phase traction motors and
auxiliary converter producing 750V DC, 240V AC & 110V DC.
They also control the supply to the braking resistors when the traction motors are
used as generators during dynamic (rheostatic) braking.

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Shoes
Shoes Fuses
750v ac Power
Jumper Supply
High Speed
Circuit Breaker
DC Bus lines to
auxiliary
converter(s)
DC Contactors
DC line
Capacitors
Traction Motors
Inverter
Assemblies
Brake Resistor
Block Diagram of DMOS/DMOC Power Circuit

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2. AUXILIARY POWER SUPPLY

The Auxiliary power supply system for the train is contained within the underframe
mounted Auxiliary Converter.
Each module contains the following main
components:
Input / Line Filter
Inverter
Battery Charger
The module supplies the vehicles with the following supplies:

240 volts single phase
110 V dc for control circuits and battery charging
Auxiliary Converter Modules are fitted to TOS vehicles on 465/0/1, TOS and TOSL
vehicles on 465/2/9 vehicles and on the DTOSL on 466 Units.
Auxiliary Converter SEPSA (465/0/1)
From
750v dc
Busline
Input
Filter
Double Flyback
Converter
Inverter
Battery
Charger
240v ac single
phase supply
110v dc to
battery and
control circuits
Auxiliary Converter (465/2/9 and 466)
From 750v
dc Busline
Line
Filter
Step Down
Chopper
Inverter
Single
Phase
Transformer
Rectifier
240v ac single
phase supply
110v dc to
battery and
control circuits
Block Diagram of Auxiliary Converter Modules

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2.1
AUXILIARY POWER DISTRIBUTION
The Auxiliary Converters mounted on the TOS vehicles on 465/0/1, TOS and TOSL
vehicles on 465/2/9 vehicles and on the DTOSL on 466 Units supplies the Auxiliary
electrical power.
Auxiliary converters provide 240-Volt single-phase ac outputs and 110-Volt dc
outputs.
AC outputs are used for supplying the:
Rheo Fan (465/2/9 and 466)
Cab Heater Fans on 465/2/9 and 466 Units
Underseat Heaters
Socket outlets
Toilet ventilation fan, water heater and Hand Dryer
DC supplies are used for supplying the:
The battery charger and batteries
Train control systems
Train lighting systems
Door control
Information and communication
A Set of Ni-Cad batteries are fitted to the TOS and TOSL vehicles on 465/2/9
vehicles and on the DTOSL on 466 Units vehicle in order to maintain all essential
and emergency loads. The battery module incorporates a shore charging supply
socket. The 465/0/1 are fitted with Exide GEL type lead acid batteries on the TOS
that require a lot less maintenance than Ni-Cad batteries and are renewed on a 5
year cycle.

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AC SUPPLIES
DC SUPPLIES
Auxiliary Converter
Cab Heater Fans
Battery Charger
Underseat
Heater Fans
Battery
Rheo Fan
(465/2/9 and 466
OTMR Brake/
Traction Control
Lighting, Doors,
Cab Systems,
Information/Com
munication
Systems
Socket Outlets
Toilet Vent Fan,

Hand Dryer and
Water Heater
Block Diagram of the Auxiliary Power Distribution

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3. SHOEGEAR
A shoegear installation is fitted to each side of the A end bogie on the DMOS /
DMOC vehicle and the DTOSL (466). The installation is used to transfer the 750
volts dc from the 3rd rail for use on the train.
Current is collected by a cast iron shoe, which is mounted on a cast backplate.
The shoe is mounted on an insulated arm, which pivots on a pedestal bolted to
the underside of the bogie frame. An adjusting bracket fixed to a wooden beam
controls the angle of pivot. The beam is coated with an insulating lacquer and is
fixed at each end to the radial arms. The flexibility of the beam absorbs the shock
of the shoe coming on to and off of the power rail at gaps.
465/0/1 Shoegear in Situ

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465/2/9 Shoegear in Situ

A braided lead (shunt lead) electrically connects the shoe to a copper terminal
block on top of the shoe beam. From there, a power cable transfers the current
through a shoe fuse to the main bus line to be used by the train services.
Glass fibre arc shields are fitted around the shoe to protect the bogie mounted
equipment in the event of a short circuit and subsequent flashover.
It is important to keep all shoegear clean and free from grease to prevent
electrical tracking which will also cause a short circuit. Once cleaned, inspect for
damage, paying attention to the shoebeam for signs of cracking.
The shoe is pivoted to enable good electrical contact between it and the 3rd rail
at all times. As the train moves between sections of power the shoe arm will drop
from the rail and be supported by the shoe beam. When the shoe comes on to a
new section of conductor rail the shoe is lifted by the inclined end of the rail. It
can be seen then that the height the shoe is held at by the shoebeam is critical
and must be checked at regular servicing opportunities. If the shoe is set to high it
will not sit correctly on the conductor rail, drivers may experience loss in line
voltage and arcing will occur at the shoe causing increased wear. This is known as
floating shoe. If there is a shoe that is set to low there is the possibility that it will be
knocked off by the end of the conductor rail causing catastrophic shorting,
flashover and burn-up.

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465/0/1 Shoegear Component Parts
465/2/9 Shoegear Component Parts

Shoe height is set by means of a calibrated gauge which is simply a beam that sits
across the two running rails below the bogie centre and one end of the beam
then protrudes to meet the back of the shoe. A line on this end of the beam
indicates the correct height. Should the shoe height need adjustment there is a
castellated nut and split pin arrangement in the centre of the beam, which needs
to be undone to unlock the adjusting bolt that holds the bracket on the inboard
side of the beam centre. After setting the shoe to the correct height retighten the
locking nut to the correct torque setting and fit a new split pin.
As well as as monitoring the height of the shoe the thickness and condition of the
shoe, (also referred to as the slipper) is also carried out. Should it be to worn or
damaged it must be replaced.

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NETWORKER
PROPULSION SYSTEMS
DELEGATE NOTES
Class 465 Fleet Familiarisation:

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CLASS 465 NETWORKER
result in fatal electric shock from the overhead Bus Bars.
Work between the top of the bogie and the vehicle under frame or use ladder

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CONTENTS
SAFETY BEFORE AND DURING WORK ON A CLASS 465 NETWORKER............................... 2
CONTENTS
................................................................................................................... 4
1.
GENERAL OVERVIEW OF THE VEHICLES PROPULSION EQUIPMENT (GEC) ......... 6
2.1
SINGLE PHASE DC TO SINGLE PHASE AC THEORY................................................ 7
2.1.1
Gate Turn Off devices (GTOs) .............................................................................. 9
2.2
SINGLE PHASE DC TO 3 PHASE AC THEORY ........................................................ 10
3.1
COLLECTOR SHOES ............................................................................................... 13
3.2
SHOE FUSES ............................................................................................................. 14
3.3
HIGH SPEED CIRCUIT BREAKER (HSCB) ................................................................ 14
3.4
50 HZ MONITOR (ANSALDO)................................................................................. 15
3.5
FILTER INDUCTOR(FL) ............................................................................................. 15
3.6
TRACTION LINK ....................................................................................................... 15
3.7
CURRENT BALANCE RELAY(CBR) ......................................................................... 15
3.8
LINE BREAKER CONTACTOR (LBC) ....................................................................... 15
3.9
CHARGING RESISTOR (CCZ) ................................................................................. 15
3.10
CAPACITOR CHARGING CONTACTOR (CCC) .................................................. 16
3.11
LINE CURRENT MONITORING DEVICE (LCMD).................................................... 16
3.12
GROUP ISOLATION SWITCHES (GIS) ..................................................................... 16
3.13
LINE FILTER CAPACITORS (LFC)............................................................................. 17
3.14
TRACTION INVERTERS............................................................................................. 17
3.15
50 HZ TUNED FILTER ................................................................................................ 18
4.1
POWER SUPPLIES .................................................................................................... 19
4.1.1
Gate Drive Power Supply ..................................................................................... 19
4.1.2
Electronics Frame Power Supply ......................................................................... 19
4.2
CONTROL VOLTAGE SIGNALS .............................................................................. 19
4.2.1
Input signals ............................................................................................................ 19
4.2.2
Output Signals ........................................................................................................ 20
4.3
TRACTION RACK ELECTRONIC CARDS ................................................................ 20
4.3.1
Main processing unit (MPU) ................................................................................. 20
4.3.2
Digital input/ output cards 1, 2&3 (DIO) ............................................................ 21
4.3.3
Analogue input/ output card (AIO) ................................................................... 21

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4.3.4
Inverter control MPU (ICMPU) .............................................................................. 21
4.3.5
Digital signal processor (DSP) .............................................................................. 21
4.3.6
Waveform generator card (WG) ........................................................................ 21
4.3.7
Output interface 1&2 (OIF 1&2) .......................................................................... 21
4.3.8
Input interface 1&2 (IIF1&2) ................................................................................. 21
4.3.9
Feedback conditioning unit (FCU) ..................................................................... 22
4.3.10
Digital counter/timer (DCT) .................................................................................. 22
4.3.11
Digital counter/timer (DCT2)................................................................................ 22
4.3.12
Power supply units (PSU 1 & 2) ............................................................................. 22
4.3.13
Peak lopping unit (PLU 1 & 2) .............................................................................. 22
4.3.14
G.T.O. monitoring unit (GMU) .............................................................................. 22
4.3.15
Analogue servo (AS) ............................................................................................. 22
4.3.16
Transducer interface (TIF) ................................................................................... 22
4.3.17
Probe conditioning unit (PC) ............................................................................... 23
5.
INTRODUCTION TO THE HITACHI PROPULSION SYSTEM .................................... 24
6.
COMPONENT DESCRIPTIONS AND ARCHITECTURE (BREL/ HITACHI) ............... 24
6.1
TRACTION SYSTEM BASIC CONFIGURATION ....................................................... 24
6.1.1
TRACTION OVERVIEW............................................................................................ 24
6.2
CLASS 465 TRACTION POWER CIRCUIT OPERATION .......................................... 25
6.2.1
CHARGING AND STATIONARY ............................................................................. 25
6.2.2
CONTROL LOGIC UNIT .......................................................................................... 25
6.2.3
HIGH SPEED CIRCUIT BREAKER(HB) ...................................................................... 26
6.2.4
CHARGING & LINE BREAKER LB21 / LB22 CONTROL.......................................... 26
6.2.5
LINE BREAKER 1 ....................................................................................................... 26
6.2.6
IMPEDANCE BOOSTER CIRCUIT ............................................................................ 26
6.2.7
RHEOSTATIC BRAKE CHOPPER ............................................................................. 26

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1. GENERAL OVERVIEW OF THE VEHICLES

PROPULSION EQUIPMENT (GEC)
The 465/2/9 and 466 trains have been built by Metro Cammell with the propulsion
being supplied by GEC Alstom. The trains are designed to operate on 750V dc
third rail electrified lines. The units are designed to run in a 4 car (465/2/9) and 2
car (466) formation.
Each motor car has two traction inverters feeding four traction motors over two
powered bogies (two motors per bogie). Therefore, a four car unit has eight of
the available sixteen axles powered and a two car has four of the eight axles
powered.
The traction motors are a self-ventilating three phase asynchronous squirrel cage
motor type. The traction motors drive the wheels via a single reduction gearbox
and flexible coupling (465/2/9 and 466).
The trains are designed for Driver Only Operation (DOO).
Traction
cards
Traction
fins
(group 1)
Relay
case
NDS
DMOS
Contactor
case & CCZ
TOS
TOSL
DS
DMOS
DS
NDS
Brake
resistors
HSCB
Traction
fuse
Traction
fins
(group 2)
Crowbar
case
NOTE: Both DMOS coaches have all components shown. The 2 car units have the
same component location but with only one DMOS.
Traction component location diagram

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2.
ELECTRIC TRACTION OVERVIEW
2.1
SINGLE PHASE DC TO SINGLE PHASE AC THEORY
As a result of the 750V supply being in the form of DC and the traction motors
running on 415V AC, the incoming supply needs to be converted. This action is
carried out in the auxiliary converter for the auxiliary supplies and also in the
traction package via Gate Turn Off modules (GTOs) to supply the motors. The
auxiliary converter and the traction package are self-contained units taking a
supply and then converting it into the correct operating voltages.
Incoming DC supply is smoothed and regulated by the line filter inductor and
capacitors to give as smooth and regulated DC supply as possible. This action
makes control of the DC supply easier to control for the motors (see diagram
below).
Rough DC
Smoothed DC
DC Supply (Rough and Smoothed)

Once a smoothed and controllable DC supply is present, the next stage is to
create an AC waveform from this DC supply.
From the diagram overleaf, you can see how a single phase AC waveform is
created using a series of Gate Turn Off devices in the correct sequence.

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Positive Half Cycle

The action of closing T4 & T5 will cause current to flow in one direction through the
load. This creates a positive half cycle. The magnitude of this positive half cycle is
controlled by the length of time in which the two switches are closed.
Negative Half Cycle

To that effect, closing T2 & T3 (the opposing two switches) and current flowing in
the opposite direction through the load, a negative half cycle is created and
again the time in which the switches are kept closed has an effect on the half
cycles magnitude.
Fundamental
Component
Fundamental
Component
Resultant AC Waveform
As you can see (above), the actions carried out give a very rough AC waveform
(left diagram) which as mentioned is controllable by the length of time and
frequency of operating the switches.

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The right hand diagram shows that by operating these switches very quickly during
the half cycles, many smaller half cycles are created which gives a much
smoother AC waveform.
The switches that are mentioned in reality would be much too slow to operate to
give this kind of AC waveform and also this level of control. This means other forms
of hardware must be used. In this case, the Gate Turn Off device, or GTO.
2.1.1
Gate Turn Off devices (GTOs)
The Gate Turn Off (GTO) Thyristor is a low gain thyristor. Whereas a conventional
thyristor will, once gated, latch in the conducting mode until anode current is
extinguished, a conducting GTO may be turned off by momentarily,
diverting current into the gate connection.
GTO devices for use in traction applications tend to be supplied in 'press packs'.
This package consists of a ceramic body with copper anvils top and bottom and
the silicon substrate floats in between these anvils. The copper anvils provide the
anode and cathode power connections and the gate connection is made by
means of a co-axial cable. The press pack is shown below. To provide reliable
operation, the devices must be clamped with a defined force to ensure that
good contact is made between the copper anvils and the silicon substrate.
The GTO device size depends upon the electrical rating, but in general the
devices used in traction applications will be about 100mm in diameter and
be rated at between 3000V and 4500V with a current capacity in the region of
3000A.
A newer, smaller and faster component has now been developed, quickly
overtaking the use of the GTO. These components are known as Insulated Gate
Bipolar Transistors (IGBTs). This type of component is widely used on Electrostar
units.
Example of a GTO

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2.2
SINGLE PHASE DC TO 3 PHASE AC THEORY
Single phase is fine for single phase systems but on GEC units, the traction motors
require 415V 3 phase AC, so now three AC phases must be created from a single
DC phase. To achieve this, the system only requires one more pair of GTOs, and a
different sequence to gain three phases.
Switching Sequence: Phase A

In this switch pattern, current is flowing into each of the 3 windings of the traction
motor. In each winding is a single phase AC waveform 120 degrees apart from
the others, thus having a differing attraction or repulsion effect on this winding. This
gives the motor its turning effect.
Switching Sequence: Phase B

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Switching Sequence: Phase C

With these three switching patterns the traction motor has now made one
revolution. By carrying this out time after time the motor will continue to revolve.
Having a longer switched on period will increase the magnitude of the AC
waveforms thus giving the motor greater torque and therefore a faster switching
pattern which will cause the motor to revolve faster.
From the table below we can see that the switching sequence is a cyclic
operation. It should be noted that the switching sequence does not contain any
operations that would give a short circuit across any two phases.
Three Phase Traction Motor Switching Sequence

Below is a diagram illustrating each generated AC waveform and the relation to
each other.

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360 Deg
120 Deg
1st phase
2nd phase
3rd phase
The red phase is created, as already mentioned, by pulsing one GTO on and off.
This pulse ranges from 0V (off) to full DC voltage (on). Carrying this out a number
of times in a controlled manner, dependant on the command from the driver is
what will give you a single phase AC.
The blue and green phases are exactly the same but happen 120 electrical
degrees after its previous phase. This action gives the 3 phase AC which the
frequency of these phases and the length of which each IGBT is pulsed on and off
(dependant on driver commands) is what affects the torque or speed of the
motor being controlled.
A longer pulse on/ pulse off period gives greater torque and vice versa, and a
higher cycle frequency (phases 360 degree) gives a higher motor speed and vice
versa.

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3.
COMPONENT
DESCRIPTIONS
ARCHITECTURE (GEC)
AND
Shoes
Shoes fuses
750v ac Power
Jumper Supply
High Speed
Circuit Breaker
DC Bus lines to
auxiliary
converter(s)
Charging resistor (CCZ)
Line Contactor (CCC)
DC line
capacitors
Traction Motors
Traction Fins
Brake Resistor
Block Diagram of DMOS Power Circuit
3.1
COLLECTOR SHOES
The collector shoes are the direct connection between the train and the 3 rd rail
(750V supply). There are 2 per DMOS, drivers and non-drivers sides. They are
designed so that gapping of the unit is kept to a minimum. If at any one point a
collector shoe is in contact with the 3rd rail all shoes will be rendered live.

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3.2
SHOE FUSES
These are the main fuses into the unit. With these intact, power is transferred from
the shoes and into the train power supply system. With these fuses ruptured, no
power will be able to pass into the unit other than through a shore supply.
3.3
HIGH SPEED CIRCUIT BREAKER (HSCB)
The High Speed Circuit Breaker (HSCB) is a large circuit breaker designed to trip
under circumstances such as earth faults causing current higher than the rating of
the HSCB. Due to this, the HSCB will open. This type of operation is resettable via
the traction electronics. If the fault persists, the HSCB will latch in its open state and
is only resettable via an overload reset operation.
The HSCB gives over-current protection for fault conditions in excess of its trip level
setting of 1600A, and in addition isolates the main electrical circuits from the bus
line. The HSCB is an electromagnetic device operated directly from the battery
circuits.
For low current interruptions the HSCB is equipped with a pneumatic puffer
arrangement to assist arc rupturing (this puffer mechanism operates every time
the HSCB operates). After earth trip operation there is a 120 second delay
before it can be reclosed, to allow ionised air to disperse, reducing the possibility
of arcing.
If the HSCB trips due to a current imbalance monitored by the current balance
relays (this imbalance must exceed 300A for the Current Balance Relays to detect)
the HSCB will only re-close after an overload reset has been successfully completed.
If the HSCB opens due to the Ansaldo detecting 50Hz harmonics, the HSCB re-close
is governed by the Ansaldo re-test sequence.
High Speed Circuit Breaker

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3.4
50 HZ MONITOR (ANSALDO)
The 50 Hz Monitor is made up of two main components:
Current Measuring Transducer
Control Electronic Frame
The Interference Current Monitoring Unit (ICMU) continually checks that excessive
levels of 50Hz current are not being drawn from the third rail supply. This is
necessary to protect 50Hz signalling equipment in the track circuit from incorrect
operation.
If this value exceeds 1.5 Amps, the High Speed Circuit Breaker will open to
interrupt the interference current. After 7 seconds, the High Speed Circuit Breaker
will close and return to normal operation.
3.5
FILTER INDUCTOR (FL)
The input inductor FL provides the required 50Hz input impedance for the whole of
the vehicle's electrical systems. The value of FL is 6.5mH to give an input
impedance of 1.0 per four-car unit. The supply to the auxiliary circuits is drawn
through this inductor via fuse AF1.
3.6
TRACTION LINK
The traction equipment can be isolated from the supply by removing the
bolted isolating link using a shoe fuse key.
3.7
CURRENT BALANCE RELAY(CBR)
The Current Balance Relay checks for a current imbalance between the HT input
and the HT return for the traction equipment. The relay will trip if current exceeds
300A which in turn causes HSCB to open disconnecting the traction equipment.
The CBR has to be reset by completing an overload reset operation which on
completion will allow the HSCB to close.
3.8
LINE BREAKER CONTACTOR (LBC)
The Line Breaker Contactor closes when its coil is energised via wire 18610 allowing
750V DC to pass to the traction link via it main tips.
3.9
CHARGING RESISTOR (CCZ)
If an unrestricted current was to flow into the line filter capacitors at start up, a
massive inrush current would flow, and the Line Current Monitoring Device would
sense this and open the HSCB. To stop this, incoming current is routed through the
Charging Resistor (CCZ). This limits current into the filter caps and once voltage in
the capacitors reaches around 415V this resistor will be bypassed by the CCC
contactor closing.

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Charging Resistor
3.10
CAPACITOR CHARGING CONTACTOR (CCC)
Once the filter caps have reached around 415V, CCZ is shorted out by the CCC
closing. Traction current will now flow through this contact and keep the filter
capacitors charged. The CCC will open on a falling voltage of around 400V
causing the CCZ to operate.
Capacitor Charging Contactor
3.11
LINE CURRENT MONITORING DEVICE (LCMD)
The Line Current Monitoring Device provides a line current measurement to the
traction control equipment. The purpose of the LCMD (and other various voltage
and current measuring devices) is to provide a closed loop feature to the
traction control system, where commands are sent and then feedback is received
to report of the commands being completed.
3.12
GROUP ISOLATION SWITCHES (GIS)
The Group Isolation Switches provide off load disconnection for an inverter and
rheostatic chopper group in the event of a power circuit fault. This in turn will
isolate the pair of traction motors on the relevant bogie. In the event of this
happening, the vehicle will still be able to take traction using the remaining
group(s).

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3.13
LINE FILTER CAPACITORS (LFC)
The Line Filter Capacitor is an oil filled electrolytic capacitor with a pressure switch
that will open if the capacitor goes over pressure from heat expanding the air
inside its case. Alongside the line inductors, the Line Filter Capacitor, helps to keep
a constant and smooth DC voltage feed into each traction pack so that there is a
steady voltage to convert into AC for the 3 phase motors.
Each traction phase inverter has a Line Filter Capacitor mounted above it. There
is no LFC present above a Rheo fin.
Line Filter Capacitor
3.14
TRACTION INVERTERS
Each traction inverter comprises three modules;
AIM (Phase A Inverter Module)
BIM (Phase B Inverter Module) and
CIM (Phase C Inverter Module)
Each is responsible for one phase of the output to a bogie group of two parallelconnected traction motors.
The output line-to-line voltage is measured by a Voltage Monitoring Device,
(VMD), and the output current for each phase is measured by a Current
Monitoring Device (CMD). These devices produce signals which are connected to
the control equipment for control and protection purposes.
Each of the parallel connected inverters is equipped with a rheostatic brake
chopper, RMI or RM2. These modules are constructed in similar manner to the
inverter modules, but contain a single GTO thyristor together with two diodes in
order to dissipate dynamic braking energy into the fan-cooled resistors, DBZI & 2.

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The chopper GTO also acts as an overvoltage protection to limit overvoltage

transients which may appear throughout the system. For safety reasons, the
chopper GTO is fired for two seconds to discharge the energy stored in the system,
whenever the traction equipment has been isolated by the opening of the Line
Break Contactor (LBC).
The conventional thyristors, T51 and T52, in conjunction with crowbar panels CP1 & 2
are used to discharge the system in the event of a loss of the control of power
supply or other similar fault conditions.
The voltage measuring transducers, Link Voltage Measuring Device (LVMD 1and 2)
provides link capacitor voltages to the control equipment for control and
protection purposes.
3.15
50 HZ TUNED FILTER
The 50 Hz tuned filter circuit comprising inductor TFL and capacitor TFK presents a
low impedance path to 50Hz currents generated by the traction inverter
equipment. They are fitted with a discharge resistor LKDZ.
TFL and TFK form a tuned filter network to suppress 50Hz waveform and harmonics
from being transmitted to the track which could adversely affect trackside
signalling equipment.
The link capacitors, LKI and LK2, fitted across line and earth, assist in providing a
smooth voltage from the incoming third rail supply. They are fitted with discharge
resistors LDZ1 and 2.

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4.
TRACTION CONTROL ELECTRONICS
The traction control electronics system comprises an electronics frame, housing a

number of plug-in units. The main function of the system is to convert the 110 Vdc
power supply and driver's signals into gate drive power supplies for the inverter
equipment and firing pulse signals to control the traction motors as demanded.
Other minor functions are to provide a speed control feature, fault detection
and fault logging for the traction drive. There are interfaces between the
traction electronics system and the air brake controls, the passenger information
system, the wheel slide detection system and the driver's instruments.
The traction drive provides motoring and dynamic braking facilities, where
dynamic braking is wholly rheostatic, dissipating all the electric braking energy in
force-cooled resistors. Dynamic braking is continuously blended with the vehicle
air brakes to provide the brake effort demanded.
4.1
POWER SUPPLIES
4.1.1
Gate Drive Power Supply
The 110V dc supply from the vehicle battery is converted into a 20 kHz square wave
by the GTO Thyristor Power Supply Unit (GPSU). This 20 kHz supply is fed into the main
case and is distributed to the inverter and rheostatic chopper heat sink units in
each of the two inverter groups.
The 20 kHz supply is passed to the Transducer Power Supply Panel (TPSP), where it is
converted into +24 V and -24 V dc supplies for the inverter control transducers. It is
also converted on the Power Supply Panel (PSP) into dc supply voltages for
the control electronics frame.
4.1.2
Electronics Frame Power Supply
The roughly regulated dc supplies derived from the PSP are converted into
stabilised + 15V, - 15V and +5V dc. voltages for the electronic units within the
frame by the two PSUs mounted in the frame.
4.2
CONTROL VOLTAGE SIGNALS
4.2.1
Input signals
Commands from the driver's controls and signals from the traction equipment
switchgear are provided to the control electronics frame at 110 Vdc. into the
two Input Interface units (II Fl and 11F2). The signals are converted into a form
suitable to be read by the train control Microprocessor Unit (MPU). This unit then

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transmits the appropriate signals to two Inverter Control Microprocessor Units

(ICMPU) to control the motors to the switchgear to open or close switches and to
other control and indication circuits on the vehicle.
4.2.2
Output Signals
The 110V dc signals needed to operate switchgear and provide indications to the
vehicle are obtained from Output Interface units (01 Fl and 01F2). These units have
miniature reed relays to provide appropriate isolation between the electronic
control signals within the electronics frame and the vehicle control equipment.
4.3
4.3.1
TRACTION RACK ELECTRONIC CARDS

Main Processing Unit (MPU)
The MPU is the main brain of the traction system. It takes commands from the
driver (i.e. traction power steps), and decodes them. It then delegates these
commands to other traction cards in order to successfully carry out the operation.
The LEDs on the MPU are assigned to the following faults:
1. ON during self-test and OFF after self-test. If latched during self-tests it
means that a failure has occurred and the remaining LEDs indicate the
likely fault. If MPU LED7 is ON then the fault is outside the MPU (off-board).
2. ROM fault
3. RAM/battery fault
4. Port/serial communication (8251) fault
5. Interrupt controller fault
6. Counter/timer fault
7. Off-board fault
8. Watchdog
Traction Rack Electronic Cards

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4.3.2
Digital Input/ Output cards 1, 2&3 (DIO)
Digital input/ output cards are signal amplifiers. They are responsible for taking all
digital signals internal to the traction system and amplify and resend the digital
signals to the correct destination. The DIO card like the MPU card has fault
indicating LEDs.
4.3.3
Analogue Input/ Output card (AIO)
Much the same as the DIO cards, except for analogue signals. Analogue signals
such as suspension pressures, voltages and currents from transducers and
monitored by the AIO card and then the outgoing analogue signal is transmitted
to it desired destination. Some of these analogue signals will be converted to
digital for digital components to understand.
4.3.4
Inverter Control MPU (ICMPU)
The Inverter Control MPU (ICMPU) cards are the main processing units for the
generation and control of the traction fins. After all information has been
collected and monitored (analogue signals and digital signals from previous
cards), the ICMPU makes decisions on how the system should react.
This card then delegates tasks to other cards, which in turn control the traction fins
and traction motors. The ICMPU also reads from the MPU and talks to the Digital
Signal Processor and Waveform Generator calculating the frequency/voltage
required for the firing of the GTOs and performing an overall supervisory role for
each group.
4.3.5
Digital Signal Processor (DSP)
The DSP card is responsible for the processing of digital feedback signals from the
traction package to tell the ICMPU that current traction commands have been
carried out. It also filters and converts various analogue signals to digital form.
4.3.6
Waveform Generator card (WG)
Waveform Generator generates the waveform required to fire the GTOs from
information received from the ICMPU and DSP.
4.3.7
Output Interface 1&2 (OIF 1&2)
A relay board that switches main contactors and controls other output bound
components such as Group Isolation Switches One and Two, Line Contactor,
CCC and BMC at 110V. The LEDs indicate the state of the outputs.
4.3.8
Input interface 1&2 (IIF1&2)
The Input Interface Card reads inputs such as direction, notch, contactor
feedbacks etc. converting 110V to optically isolated control voltage levels. The
LEDs indicate the state of the inputs.

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4.3.9
Feedback Conditioning Unit (FCU)
The Feedback Conditioning Unit provides interfacing and filtering of various

signals such as Pulse Width Modulation, voltage and some fault management.
4.3.10 Digital Counter/Timer (DCT)

The Digital Counter Timer performs a variety of timing functions, measuring
and generating frequencies and time related signals. It receives speed signals
from the Pulse Conditioning Card and outputs the signal to the Feedback
Conditioning Unit and chopper frequency to Analogue Servo Card.
4.3.11 Digital Counter/Timer (DCT2)

This monitors, reads and counts Pulse Width Modulation from FCU and rheo
chopper frequencies.
4.3.12 Power Supply Units (PSU 1 & 2)

The Power Supply Unit converts the unregulated 14V and 20V (from the GPSU)
to regulated 15V and 5V control/logic voltages.
4.3.13 Peak Lopping Unit (PLU 1 & 2)

Monitors phase current directly and directs the pulses to the correct GTO
devices in turn, where necessary halting the firing pulses to provide over current
protection for the individual inverter groups.
4.3.14 G.T.O. Monitoring Unit (GMU)

Inhibits firing of the GTOs when control (supply) voltages are too low (thereby
prone to interference and the cause of spurious faults). Also inhibits the firing of
the GTOs when a fault is detected within the modules or GTO power supplies. In
the event of a fault it fires the "hard" crowbar (CFU/CFT) which discharges the
power circuit to 0V very quickly.
4.3.15
Analogue Servo (AS)
Controls the rheostatic choppers from information received from the AIO and TIF
cards.
4.3.16
Transducer Interface (TIF)
Interfaces analogue signals (voltage/current) with the main processor boards

(ICMPU/DSP and WG) after filtering them to provide smooth control.

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4.3.17
Probe Conditioning Unit (PC)
Conditions the pulses received from the speed probes clamping their amplitude
and producing more desirable signals proportional to the speed of the
motors/axles.

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5. HITACHI PROPULSION SYSTEM

5.1
INTRODUCTION
In 2007, Hitachi signed a contract with HSBC to replace the ABB/BREL (British Rail
Engineering Limited) built Class 465 Electric Multiple Units (EMU) traction
packages.
ABB/BREL built the following Class 465s:
465001 to 456050
465151 to 465197
The Hitachi traction package will be maintained by Hitachi technicians on site for
the warranty period of 10 years, until 2017.
5.2
5.2.1
COMPONENT DESCRIPTIONS AND ARCHITECTURE (BREL/

HITACHI)
TRACTION SYSTEM BASIC CONFIGURATION
The basic introductory scope of the Hitachi Traction package installed on the
Class 465 vehicle is shown below.
5.2.2
TRACTION OVERVIEW
Only the DMOS (Driving Motor Open Saloon) vehicles have traction equipment
and traction motors; the intermediate vehicles (TOS / TOSL) are trailers.
The basic traction package configuration is shown overleaf.

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Simplified Diagram of Hitachi Traction Package

Each DMOS vehicle has two Traction Inverters which, in turn control two Traction
Motors.
A Line Breaker contactor is used to allow power to each Traction Inverter group.
This provides extra reliability, i.e. one defect could occur on Traction Motor set but,
through the isolation of the Line Breaker, not affect the other healthy Traction
Inverter Group.
5.3
CLASS 465 TRACTION POWER CIRCUIT OPERATION
5.3.1
CHARGING AND STATIONARY
The voltage supplied to the Traction Circuits component group is dependent on

the third rail voltage. Nominally, this should be 750VDC. The unit is stationary, the
master key in Off and the Drivers Direction Switch (DDS) is in Neutral.
5.3.2
CONTROL LOGIC UNIT (CLU)
The Control Logic Unit (CLU) is the main controlling device within the traction
system.
The CLU input signal groups can be broken down into the following groups;
CLU Traction interfaces hardwired signals within the traction system for the
control of traction system devices.
CLU Train-side interfaces hardwired signals outside of the traction system

utilised for the control of the traction system.

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5.3.3
HIGH SPEED CIRCUIT BREAKER (HB)
After approximately 40 seconds after the CLU is turned on, the CLU activates
internal relay HBR (Relay for HB on), this energises HBK (Contactor for HB on) which
activates High Speed Circuit Breaker (HB).
As soon as HB closes, HBs coil self-latches via a normally closed HB OFF relay
Contact (HB Off Relay) and the CLU Closed Over Current Relay (OCR).
Should the CLU fail to see HB feedback upon HB activation, there will be a 3
second delay before the next closure sequence is attempted. If after a second
attempt to close HB no feedback is received, the CLU will isolate the DMOSs
traction system.
5.3.4
CHARGING & LINE BREAKER LB21 / LB22 CONTROL
Once HB is energised and the Driver selects a Power Notch (P1-P4), the CLU
instructs Line Breaker 21 (LB21) and LB22 to close. Due to LB21 and LB22s coil logic,
it is not possible to close either contactor unless HB is energised.
DC supply current flows through the Charging resistor (CHRe); the DC Link voltage
rises to approximately 600V dc, minus a voltage drop across the Filter Inductor, FL.
5.3.5
LINE BREAKER 1
Once the Filter Capacitor Voltage (measured by TV21 / TV22) is within 80V dc of
the Line Voltage (measured by TV1), the CLU instructs Line Breaker 1 (LB1) to close.
As LB1 closes, it shorts out the CHRe and the DC link voltage rises to 750VDC, minus
a voltage drop across the Filter Inductor, FL.
5.3.6
IMPEDANCE BOOSTER CIRCUIT
The Booster Circuit will present high impedance to the 50Hz signal (impedance
boost). This circuit is always connected to the DC Link in charging, motoring and
braking modes.
5.3.7
RHEOSTATIC BRAKE CHOPPER
During the Charging procedure, the Rheostatic Brake Chopper is not in operation.
At this stage, the Rheostatic Brake Chopper will only operate when there is an
overvoltage on the DC Link, i.e. the Rheostatic Brake Chopper will operate at a
frequency of 300Hz until the voltage level is reduced to the normal operating level
of approximately 750V dc.

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SAFETY BEFORE AND DURING WORK ON A

Smoke or use naked lights in the vicinity of the battery cells

Use unauthorised equipment and materials

Only the Air Conditioning Contractors deemed as competent to a nationally

The charging or draining of refrigerant from a system

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The connection or disconnection of gauges

The removal or replacement of system equipment

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COMPRESSED AIR PRODUCTION ......................................................................... 6

MAIN RESERVOIR PIPE ............................................................................................. 6

THE 465/0/1 AIR SUPPLY MODULE .......................................................................... 7

Water Separator ...................................................................................................... 9

Air Dryer Towers ....................................................................................................... 9

THE 465/2/9 & 466 AIR SUPPLY MODULE ............................................................. 12

The Compressor And Main Reservoir System .................................................... 12

Main Reservoir Pipe ............................................................................................... 15

465/2/9 AND 466 AIR DRYER ................................................................................ 16

Compressor Safety Valve ..................................................................................... 17

Compressor Governor .......................................................................................... 18

Compressor Intercooler ........................................................................................ 18

Compressor Governor Isolating Cock ................................................................ 18

Low Main Reservoir Governor (LMRG) ............................................................... 18

Main Reservoir Safety Valve ................................................................................ 18

MRP Test Point ........................................................................................................ 18

Main Reservoir Isolating Cock ............................................................................. 18

Air Module Heaters ............................................................................................... 18

AIR SUSPENSION SYSTEM ....................................................................................... 18

Air Suspension Isolation Cock (ASIC) .................................................................. 19

Compensating Valves .......................................................................................... 19

ISOLATION COCKS 465/0/1 .................................................................................. 20

Cab Pneumatic Module 465/0/1isolating cocks .............................................. 20

ISOLATION COCKS 465/2/9 & 466 ....................................................................... 22

BRAKES AIR SUPPLY ................................................................................................ 24

Service Brakes ........................................................................................................ 24

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Parking Brakes ........................................................................................................ 24

DOOR AIR SUPPLY .................................................................................................. 25

AUXILIARY POWER SUPPLIES .............................................................................. 26

AUXILIARY POWER DISTRIBUTION ...................................................................... 27

SPECIFICATIONS FOR 465/0/1 .............................................................................. 28

Static Converter- Sepsa........................................................................................ 28

SPECIFICATIONS FOR 465/2/9 AND 466 .............................................................. 28

Static Converter- GEC Alstom ............................................................................. 28

SUPPLIES 465/0/1/2/9 AND 466 ............................................................................ 29

AC AND DC DISTRIBUTION (465 0/1) ................................................................... 29

THE AUXILIARY CONVERTER 465/0/1.................................................................... 31

TOS AUXILIARY CONTROL CASE ........................................................................... 32

AUXILIARY SUPPLY CASE ....................................................................................... 35

DMOS HEATER CONTACTOR CASE...................................................................... 37

AC AND DC DISTRIBUTION (465 2/9 & 466) ........................................................ 38

AUXILIARY CONVERTER MODULE 465/2/9 AND 466 .......................................... 41

Low Battery Detection Unit .................................................................................. 44

Battery Control Box ............................................................................................... 44

TRAIN AND UNIT WIRE NUMBERS........................................................................ 47

465/2/9 AND 466 TRAIN & UNIT WIRE NUMBERS ................................................. 47

465/0/1 TRAIN AND UNIT WIRE NUMBERS ............................................................ 48

INTERMEDIATE JUMPERS ........................................................................................ 49