7.

CONTROL ELECTRONICS & VEHICLE

DIAGNOSTIC SYSTEM
The Control electronics used in WAP5 and WAG9 locomotives is known as MICAS S2
(Micro Computer Automation System Series 2). MICAS S2 is a process oriented,
distributed control system optimized for the application on electric traction vehicles. It
consists of a number of devices for signal input / output, signal processing and
communication systems to exchange data between bus stations (control units). A man-
machine interface for the operating system as well as aids for planning, commissioning and
maintenance of an installation is also provided.

FIELD OF APPLICATION

The MICAS-S2 control system is mainly used in electric traction vehicles, such as
locomotives, multiple unit trains, tramways and trolley buses. A modern transportation
system has high demands on the vehicles. Thanks to its modularity, MICAS-S2 can be
adapted to the various requirements.

There are three hierarchical levels in the MICAS traction control system (Fig.7.1) train
control, vehicle control and drive control level.

The train control level coordinates and controls coordination of several similar traction
vehicles (multiple traction), interfacing to brake systems and much more. It is the train
co
individual vehicles. These commands are passed on to the vehicle control level for
execution.

The vehicle control level is responsible for all the vehicle functions. It converts the
commands of both the train control level and the driver into actions (contactor control, EP-
valves etc) and gives feedback about important events or operating states. To allow the
driver to concentrate on his most important task, i.e. observing the track and signals, the
vehicle control level automatically reacts as far possible on all events occurring during
operation.

The third hierarchical level is the drive control level. It receives the set value of the tractive
effort required from the vehicle control level and controls the power converters in such a way
that the motors will deliver the required torque.

MICAS-S2 comprises components for all the three hierarchical levels. Thus all requirements
demanded for modern vehicle can be met such as:

* Full integration of all control system tasks for a train.

- Measuring and conditioning of process values.
- Control of all functions.
- Drive control.
- Power supply.
- Data exchange between sub-systems of a vehicle and between
several vehicles.
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 - Supervision on inadmissible operating condition.
- Protection of components and vehicles.

* Integrated diagnosis to support both operation and maintenance.

* Safe operation (inherent or user configurable redundancy of the control
system)
* Easy vehicle maintenance due to high modularity and availability of
components.
* Efficient vehicle production with extensive test of preassembled modules
before integration in the vehicles.
*Possibility to adapt to changing needs during the whole life time.

CHARACTERISTICS

The MICAS S2 control system takes charge of all tasks necessary for
operating,, monitoring and maintaining vehicles. Furthermore, because of it
structure and modes of operation it offers exceptional advantages for both the
vehicle manufacturer and the customer.

Internationally standardized data transfer according to IEC TC9

WG22 (Train Communication Network, MICAS Vehicle Bus
and Train Bus).
Self-diagnosis of all the devices with centralized processing and
the degree of fault tolerance can be widely adapted to
requirements regarding availability and safety.
Simple configuring and programming of an installation thanks to
powerful and user-friendly software tools (Mic Tools).
Uniform interface between software and data transfer systems.
Access to all devices via MICAS vehicle Bus for commissioning
and maintenance.
Integration of third-party systems (electronic modules of other
manufacturers) into a MICAS-S2 installation.
Extensive protection against electromagnetic interferences.

Communication is one of the most important functions of a distributed control

system Requirements for data transfer between the control electronics
component of a vehicle are quite different from the data exchange between
different vehicles. Therefore MICAS-S2 includes various data transfer
systems that offer optimum adaptations such as the Train Bus, the MICAS
Vehicle Bus and the Parallel buses. Data between up to 62 vehicles can be
exchanged by the Train Bus. It is possible to control one or several traction
vehicles (multiple traction commuter train). The Train Bus flexibly adapts to
any configuration alteration of a train. Mixed trains with vehicles having no
interface to the Train control bus are possible.

The MICAS Vehicle Bus is optimized for the transfer of real-time process
values. The cyclic data transfer according to the broadcast principle allows a
very efficient utilization of the transmission capacity available. Cycle times
between 1 ms and 1024 ms are possible. Upto 127 devices can be connected

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 to a bus. Considerable noise immunity is obtained by linking the modules
with fibre optic cables.

The Parallel bus (AMS-Bus) is used to control input/output devices in

subracks.

Another very important function of MICAS-S2 is the drive control electronics.

Asynchronous motors mainly used in modern traction vehicles are very
dynamically controlled due to the stator-flow-oriented torque control process
(direct and indirect self control). This results in maximum adhesion
utilization, optimum comfort and minimum wear. Traction vehicles equipped
with MICAS-S2 drive control offer universal application both in pulling heavy
goods trains or in front of fast passenger trains.

HANDLING

MICAS-S2 offers uniform user-friendly tools for the design, commissioning

and maintenance staff. The Mic Tools package presents a wide variety of
programs to fulfill most of their tasks.

User programs for general control tasks are programmed in the process
oriented Function Block Language (FUPLA). FUPLA is a programming tool
using graphic symbols called function blocks. This makes it very simple to
write, test and document programs for the automation of process.

The shielded subracks, the protective circuits in the electronic modules as well
as the shielded cables for analog process signals guarantee and optimum safety
of operation even in very harsh environments close to strong sources of
electromagnetic radiation. Internal signals and the supply voltages are wired
via the rear rack connectors in wire wrapping technique and with back planes.

For the remote bus of the MICAS Vehicle Bus and the signals to the power
converters fibre cables with ST bayonet connectors are used.

PROGRAMMING

The Software required to use the MICAS-S2 control system can be divided
into three groups.
Programs in the control system processors that are independent of
the application (operating system firmware).
Programs for the project specific task of the control system (user
programs for control tasks, diagnosis, visualization).
Programs for the planning of installations, i.e., to write the
project specific software as well as for testing, commissioning
and maintenance purposes (Mic Tools).

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 DIAGNOSIS CONCEPT

As part of the distributed control system the MICAS-S2 diagnosis has a

decentralized structure. The diagnostic messages are produced by the
computers involved in the process and transmitted to the diagnostic computer.
The later is equipped with an expert system which evaluates and stores the
incoming messages.

Special functional blocks in the Function Block Language (FUPLA) are

intended to produce the diagnostic messages in the computers. Therefore the
programmer can define which disturbances will cause a diagnostic message to
be sent.

The diagnostic messages of the different devices are evaluated by an expert

system. The system processes the incoming messages by means of pre-
defined rules considering the present operating state of the system. If a failure

or to re-start operation. The maintenance staff can be provided with additional

information in order to accelerate trouble shooting.

MICAS-S2 also comprises programs to test modules and for the

commissioning of vehicles. Automatic testing of single racks as well as of
complete pre-produced modules is possible. The temporal behaviour of
process variables can be registered if necessary for a longer period time.

With a workstation (a Personal Computer with an additional equipment) users

have access to any device connected to the MICAS Vehicle Bus. Check of
correct function, trouble shooting, installation of new program versions and so
on are possible without interfering with the hardware.

MECHANICAL DESIGN

For the modules in 6U double-height Eurocard format (6U=233.35*220mm)

the subracks are configured, manufactured and wired in different widths
according to the project need. They include one or several processors,
input/output boards, bus couplers and one or more power supplies (Fig.7.2).
For protection against electromagnetic interferences the subracks are usually
integrated into shielded cases.

Devices with a special format (e.g. Compact Unit alphanumeric display) are
not designed for mounting into subracks.

The process signals are connected to the modules by means of front

connectors. Common DB9, DB15 and DB25 type connectors according to
DIN 41652 are almost exclusively used for process signals.
The incoming messages are processed by the expert system on the diagnostic
computer. The expert system reaction on message is programmed by means
of the Action Diagnostic Language (ADL). Earlier messages or current
operating states can be considered as well to take the appropriate conclusion
from a certain diagnostic message. One of the possible conclusions of the

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 expert system may results in a message output to the vehicle driver. The
diagnostic computer passes the message on the visualization controller (Vico).

cab.

The diagnostic computer is nor involved in the process control. This allows
the system to be operated without diagnostic computer. Furthermore the
diagnostic computer has no influence on functions important for the vehicles
safety and therefore, redundancy is not required.

IMPLEMENTATION ON WAP5/WAG9 LOCOMOTIVE

The vehicle control scheme in WAP5/WAG9 loco integrates MICAS-S2

based software and conventional hardware (such as relays, auxiliary contactors
etc) for obtaining the desired control functions. It is not proposed to describe
the complete control schematic of these locos in this document. The detailed

specification is given in ABB document No. 3EHP 541681. After software

specification is finalized the logical functions to be performed by software are

segments written in a graphical language (FUPLA). When all the FUPLA

segments are written down, the MICAS-S2 system compiles the program to
generate the final vehicle control software. During the design of function
groups signal names (variables) are allocated including inputs from the control
circuit hardware and these signals are approximately indicated in the control
circuit schematics. The control software for converter control are written

in Drive Control Software. For the appreciation of how the software and
hardware are integrated in the vehicle control scheme, the pantograph control
circuit the schematic of which is shown in Fig.7.3 is explained here as an
example. The corresponding software specification is given in Annexure
7.1Wire Nos. 2111A and 2111B are at potential of 110V which get supply
from the battery circuit and are connected to the spring loaded pantograph
switches (129/1&2) of Cab1 and Cab2 respectively. If the driver drives from

through 2333A, 123/3 (blocking diode which is provided to block the reverse
flow), 2319,2309A, 2300 to 412.QJ. The dotted box 412.QJ, which is an
auxiliary control processor board and a part of the Central Electronics 2
represents that it receives a digital input (#) and actives a PCB-mounted relay.
The output is in the form of a normally closed contact. The opening of this
contact is done through the software by processing the pantograph disable
digital signal in the HBB2(Aux. Cubicle Control) processor. Normally closed
contact of 412.QJ and 412.JJ can be forced open in certain conditions like

operation of 129/1 switches, the 110V control signal passes through 412.QJ
(explained earlier) and 412.JJ (a software function of STB2 low voltage
cubicle processor) to energise the auxiliary contactor coil (130.1) of
pantograph and its N/O contact (130.1) connected between wire Nos. 2064 &
2302 closes. Once this contact is made, feed is maintained through wire No.

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 2062, 2061A, 2063, 2061A to energize EP valve (130/2) of pantograph Cab2
side. Thus, pantograph Cab2 side is raised. In case the driver drives from
Cab2 then 110V control feed takes the path through electronics 412.QG and
EP valve (130/1) is energized and pantograph Cab1 side is raised. Closing of
contactor 130.1 is maintained by continuing the feed for energisation of
auxiliary contactor coil (130.1) through the path 2064, 2319, 2309, 2300, 2315
and 2301. Status of the pantograph is monitored by the electronics 412.LD
and 412.QD.

There are two pressure switches of pantographs 130.4/1 is for monitoring the
air pressure for pantograph 1. Similarly 130.4/2 is for pantograph 2. If the air
pressure falls below 2.5 kg/cm2, 130.4 opens out and corresponding signal is
processed by the control electronic 412.QA. The pressure switches (130.4/1
and 130.4/2) are monitored by the Central Electronics-2 (412) through the
auxiliary cubicle processor (HBB2) boards 412.QA connected to wire No.
2307 and 412.QA connected to wire No. 2308 which gives the message to the
drivers display unit (DDU). Similarly the status of the auxiliary contact
pantograph (130.1) is monitored by 412.LD and 412.QD. To energise the EP
valve 130/2 and 130/1 for raising the pantograph, it is required to close the
contact of 412.LJ or 412.QG. These processors 412.LJ and 412.QG take a

pantograph 2 and 412.QA & 412.QD for pantograph 1 respectively. During

cooling mode through electronics 412.LJ and 412.QG is not possible because
output of 412.LJ and 412.QG are normally open contacts. If driver raises the
pantograph from Cab 1 then the feed to the EP valve 130/2 is made through

which is open in driving mode and closed in cooling mode), 2104A, blocking
diode 123/2,2105A, 2107A and 2106A. Similarly if the driver raises the
pantograph from Cab 2 the feed to the EP valve 130/1 is made through 2111B,
130.1, 2103B, 126.6, 2104B, 123/2, 2105B, 2107B & 2106B.

The rotary pantograph selection switch (129.1) has got 3 positions (I, AUTO,
II ). I represents pantograph Cab1 side, II represents pantograph Cab2 side
and AUTO represents automatic selection, i.e., if Cab1 is activated pantograph
Cab2 side will be raised and if Cab2 is activated pantograph Cab1 side will be

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 Fig. 7.3 Schematic of Pantograph control Circuit

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 Annexure 7.1/1
SOFTWARE SPECIFICATION OF PANTOGRAPH CONTROL CIRCUIT
2.2.4 Pantograph
2.2.4.1 Pantograph section
n2241.01f The rotary switch for pantograph {05A, 129.1) has the following
3 positions:

automatically.

n2241.02i The rotary switch is located in the machine room. The selection is
hardwired and without MCE control. Only if the pantograph selector is

will raise
independently of the selection by the MCE.
Multiple unit 284.01f
2.2.4.2. Raise and lower pantograph
n2242.01f To handle the pan there is a spring loaded switch (129) with 3
positions

n2242.02i Both EP valves {05A, 130} to raise the pan are controlled either by the

n2242.03f The driver gives the command to raise the pan with a short push to Pos

of the switch.
n2242.04f
contactor pantograph {05A, 130.1}. The contractor has different effects
depending on mode of the locomotive.
Cooling mode
Contactor {130.1} raise the pantograph above the unoccupied cab
Driving mode:
Contactor {130.1} transmit the command of the driver to the CEL
n2242.05i The auxiliary compressor secures enough air pressure to raise the
pantograph 2.5.4 Auxiliary compressor.
n2242.06f The pan should be able to be lowered by the driver in each situation
without any risk of damages to the loco.
n2242.07f It shall be possible to raise the pan at any speed 277.02 Neutral
section
n2242.08f
-energising the auxiliary contactor
pantograph {05A, 130.1} in the following way:
- Key switch in
- Emergency stop push button (06B, 244)
- Fatal mode of MCE (loco dead)
n2242.09f The pan is not lowered automatically in case of the catenary voltage
exceeding the upper line voltage.
n2242.10f Each pan is monitored by a pressure switch {05A, 130.4}

informed by a message on the diagnosis display, that the pan is raising.

As long as the air pressure of the pan is not ok, the VCB will be
disabled. If the pantograph air pressure will not be ok after 20sec, a
fault message will be displayed.
VCB closed: In case of low pressure with 2 sec delay at raised pan,
VCB will be opened and a priority 1 fault message is displayed. The
time delay shall be settable during commissioning.
n2242.11f If HBB2 isolated, the pan 1 is not available and the pressure switch of
pan 2 is not monitored.

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 ABB Transportation System Ltd 3 EHP 541 891

Responsible department Take over department Revision Doc-type File No.

BEF3 A * SOS

Proposed Checked Approved Language Page

95-04-20 W. Hemmann 95-04-21 Ph. Weber 95-04-21 W. Jaun en 1/9

Vaid tor. Derived From Replaces Classify no. File

IR WAP 5/WAG9 P541891.DOC
Vehicle Control Software

IR WAP5/WAG9
Design FG 31 Pantograph Control
Table of Contents
31.1 Purpose 2
31.2 Reference Documents 2
31.3 Processors and clusters 2
31.4 Normal Functionality 2
31.4.1 General Information 2
31.4.2 Redundancy 2
31.4.3 Pantograph selection 2
31.4.4 Pan up/down wish generation 3
31.4.5 Collection of pan up conditions 3
31.4.6 Collection of pan down conditions 3
31.4.7 Pan control and supervision 4
31.4.8 Simulation mode 4
31.5 Multiple control 4
31.5.1 Normal operation 4
31.5.2 The master loco is in trailing mode 5
31.6 Disturbances 5
31.6.1 HBB2 fails 5
31.6.2 STB 2 fails 5
31.6.3 Disturbance handling in multiple operation 5
31.6.4 Disturbance handling in trailing mode 5
31.7 Interface 5
31.7.1 FG 31 implemented in HBB2 6
31.7.2 FG 31 implemented in STB2 6
32.8 Appendix Principle - Schemes 7

We reserve all right in this document and in the information contained therin. Reproduction, use or disclosure to third parties without
express authority is strictly forbidden. (C) 1995 ABB Transportation System Ltd.

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31.1 Purpose
This FG controls and monitors the pantograph \(pans) in the driving mode. In the cooling mode all pan
functions are hardwired.

31.2 Reference Documents

[1] 3EHP 541 681 Vehicle Control Software Specification
2.2.4 Pantograph selection
2.8.4 Pantograph (Multiple operation)
2.8.13 Trailing mode

[2] 3EHP 541 681 Control main apparatus

05A Control circuit pantograph

31.3 Processor and Clusters

All processors containing this function group are listed below:

Processor Description
HBB2 Pan 1 control
STB2 Pan 2 control

31.4 Normal Functionality

31.4.1 General Information
FG31 is divided in four parts :
Pan up/down wish generation
Collection of pan up conditions
Collection of pan down conditions
Pan control and supervision

31.4.2 Redundancy
Pan 1 is controlled and monitored by HBB2 and pan 2 by STB2. The pan selection logic, which runs
simultaneously in FG31 of HBB2 and STB2, selects the pan to be raised. If one processor fails, the other one
will raise the connected pan independently of the pan selection logic.

31.4.3 Pantograph selection

- The pan above cab 1 will be raised (hardwired)

- The pan above cab 2 will be raised (hardwired)
- Depending on the parameter (PA 31_P3102 PanselecSM) in the pan selection logic
of FG31

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The follow
operation mode:
Parameter name Value Description
PA31 P3102 - PanSelecSM 1(default) The pan above the unoccupied cab will be raised
PA31 P3102 -PanSelecSM 2 The pan above the occupied cab will be raised

31.4.4 Pan up/down wish generation

The pan up/down logic in the driving mode is partly hardwired ([2], 05A)
To generate a pan up wish (LpanUp = 1) following conditions must be fulfilled:

-
-
cab (hardwired : [2], {05A, 125/1 or 125/2})
- hardwired: [2], {05A,
129/1 or 129/2})

If all these conditions are true, the pan wish logic is in the self hold mode.

The self hold logic can be manually released (Lpanup = 0) by one of the following actions:

- n in the activated cab (hardwired: [2] {05A,

129/1 or 129/2})
-
05A, 244/1 or 244/2})

is energised (BpanDisable = 1)

31.4.5 Collection of pan up conditions

In order to raise a pan following requirements must be fulfilled:

- The driver generates a Pan up wish (LpanUp = 1)

- 1)
- The pan selection logic selects the connected pan (the pan above the unoccupied cab is
raised) or the other processor which should raise the pan is isolated

31.4.6 Collection of pan down conditions

There are three groups of pan down conditions:

- Pan down without disturbance

- Protective pan down
- Pan disable
Pan down without disterbance:
- The driver generates a pan down wish (LpanUp = 0)
-
In these cases of controlled Pan down commands, the VCB will be opened first
(BVCBOffDem = 1)
Protective pan down:
- on (hardwired : [2], {05B, 130.1})
- The VCB is stuck on (MVCBStuckOn = 1)

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Pan disable
(These signals prevent from raising the pan)
- The MSC node is lower than 504 (no cab occupied) or 600, 601, 612 or 613 (loco shut
down nodes; BPanDnMSC = 1)
- Subsystem 01 (main power) is isolated

wish to raise the Pan.

31.4.7 Pan Control and Supervision

This part of FG 31 performs following tasks:

- Raises or lowers the selected pan according to the pan up and down conditions, the pan
down conditions always have the higher priority
- Supervises the selected pan (see 31.6)

31.4.8 Simulation mode

In the simulation mode (Bsimulation = 1) the pan will not be raised physically. A special signal
(BpanUp) is sent to both SLGs to simulate catenary voltage

31.5 Multiple Control

31.5.1 Normal operation

The pan up/down generation is working on the master loco only. The up or down wish is transmitted
over the Trainbus to the slave loco ([1],V284
P3102 PanSelecMM) in the
pan selection logic of FG31 which pan will be raised. There is a signal from the Trainbus logic
(Mside2Con) to detect on which side the loco is coupled.

are in multiple operation mode:

Parameter name Value Description

PA31_P3102 -PanSelecMM 1(default) The most distant pans are raised (pan A and D)
PA31_P3102 -PanSelecMM 2 The two most furthest parts from the occupied cab
are raised (pan B and D)
PA31_P3102 -PanSelecMM 3 The two pans in driving direction are raised (pan A
and C)

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31.5.2 The master loco is in trailing mode

Only the pan up/down wish generation is working on the master loco. All other functions are only
active on th
slave loco (13-BpanDisable). The pan selection is the same as in the normal mode (see 31.5.1).

31.6 Disturbances

Since the pan selection can be manually forced, both pressure switches ([2], {05A, 130.4/1 and
130.4/2}) have to be monitored within FG31 because the software cannot detect which pan is actually
raised. If one pan is raised and both pressure switches are open for longer than 2 seconds (the value
can be set during commissioning: PA31_P3104-PanPresDel) the VCB will be opened and a priority 1
fault message will be displayed ({1},n2242.10f).

31.6.1 HBB2 fails

ac
From cab 1 pan 2 will be selected, which will be raised with a command from STB2.

31.6.2 STB2 fails

If the driver is driving in cab 1 and the STB@ fails, pan 1 should be raised by HBB2 after pressing the

released by FG31 in HBB2.

31.6.3 Disturbance handling in multiple operation

If there is a shut down on the m

reset. This will cause a pan down wish on the slave loco and thereby the pan is lowered on the slave
loco as well. After the fault handling and a renewed pan up wish from the driver, the selected pan will
be raised on the master and on the slave loco.

If there is a shut down on the slave loco, the selected pan will be lowered on the slave loco but the pan
on the master loco will stay raised. After the fault handling the selected pan will be raised
automatically because the wish to raise the pan is still active from the master loco.

31.6.4 Disturbance handling in trailing mode

If there is a protective shut down on the slave loc, the selected pan will be lowered on the slave loco
and the wish to raise the pan will be reset on the master loco. After the fault handling and a renewed
pan up wish, the selected pan will be raised on the slave loco.

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31.7 Interface

Below is a complete list of all input and output signals of this function group, ordered by cluster

31.7.1 FG 31 Implemented in HBB2

Cluster Task: 100 ms

Name Type I/O Bus From/To Description

type
01-LPanUp BIT IN AMS {05A,130.1}
13-LpanUpWish BIT IN TB HBB2,FG31
(M- >S) STB2,FG31 master loco
13-LpanDnWish BIT IN TB HBB2,FG31
(M- >S) STB2,FG31 master loco
23-MCAb1Active BIT IN MVB FLGM,FG23 Cab1 active
23-MCAb1Active BIT IN MVB FLGM,FG23 Cab2 active
0895-BpanUpMSC BIT IN INT FG08 Pan up unable from the MSC
0895- BIT IN INT FG08 Pan down command from the MSC
Bpan DnMSC
11-MTbMastActv BIT IN MVB FLGM,FG11 This loco is the slave loco in the multiple
operation and the Trainbus master is active
12-MTbSlaActv BIT IN MVB FLGM,FG12 This loco is the slave loco in the multiple
operation and the Trainbus slave active
13-Mside2Con BIT IN TB FLGM,FG13 Side 2 on this loco is coupled to the other
loco
54-BSTB2-Off BIT IN MVB FLGM,FG54 Processor STB2 isolated
23-MtrainOccup BIT IN MVB FLGM,FG23 Train occupied
43-MemgStopShDn BIT IN MVB FLGM,FG43 Emergency stop shut down
32-MVCB On BIT IN MVB HBB1,FG32 VCB on confirmation
STB1,FG32
32-MVCB Stuck On BIT IN MVB HBB1,FG32 VCB stuck on
STB1,FG32
54-BsubS01-Off BIT IN MVB FLGM,FG54 Subsystem 01 isolated
18-Bsimulation BIT IN MVB FLGM,FG18 Simulation mode is active on the loco
54-MtrailMode BIT IN MVB FLGM,FG54 The master loco is in trailing mode

13-MtrailMode BIT IN TB FLGM,FG54 The master loco is in trailing mode

(M S)
13-BpanDisable BIT IN TB HBB2,FG31 Pan disable from the slave loco. Only valid
(S M) STB2,FG31 if the master loco is in trailing mode

01-MPrSwPan1 BIT IN AMS {05A,130.4/1} Pressure switch pan 1 activated

01-MprSwPan2 BIT IN AMS {05A,130.4/2} Pressure switch pan 2 activated

31-BVCBOffDem BIT OUT MVB HBB1,FG32 VCB off demand

STB1,FG32
31-LpanUpWish BIT OUT MVB FLGM,FG07 Dr
(M S) TB HBB2,FG31
STB2,FG31

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31-LpanDnWish BIT OUT MVB FLGM,FG07
(M S) TB HBB2,FG31
STB2,FG31

3104-BEPPan1 BIT OUT AMS {05A,130.A/1} Command to raise pan1

31-BpanDisable BIT OUT AMS {05A,130.1} Releases/disables the pan self hold logic
(S M) TB HBB2,FG31
STB2,FG31

3103-Mpan1NoPres BIT OUT INT FG06 Pan 1 has not enough pressure Disturbance
with VCB off and priority 1 fault massage

31-BPanUp BIT OUT MVB FLGM,FG21 Simulated pan up feedback in orer to simulate
SLGA,FG18 catenary voltage in the SLGs. Only valid in the
SLG2,FG18 simulation mode

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31.7.2 FG 31 Implemented in STB

Cluster Task : 100 ms
Name Type I/O Bus type From/To Description
01-LPanUp BIT IN AMS {05A,130.1}
13-LpanUpWish HBB2,FG31
BIT IN TB
(M- >S) STB2,FG31 master loco
13-LpanDnWish HBB2,FG31
BIT IN TB
(M- >S) STB2,FG31 master loco
23-MCAb1Active BIT IN MVB FLGM,FG23 Cab 1 active
23-MCAb1Active BIT IN MVB FLGM,FG23 Cab 2 active
0895-Bpan UpMSC BIT IN INT FG08 Pan up unable from the MSC
0895-Bpan DnMSC BIT IN INT FG08 Pan down command from the MSC
This loco is the slave loco in the multiple
11-MTbMastActv BIT IN MVB FLGM,FG11
operation and the Trainbus master is active
This loco is the slave loco in the multiple
12-MTbSlaActv BIT IN MVB FLGM,FG12
operation and the Trainbus slave active
Side 2 on this loco is coupled to the other
13-Mside2Con BIT IN TB FLGM,FG13
loco
54-BSTB2-Off BIT IN MVB FLGM,FG54 Processor STB2 isolated
23-MtrainOccup BIT IN MVB FLGM,FG23 Train occupied
43-MemgStopShDn BIT IN MVB FLGM,FG43 Emergency stop shut down
HBB1,FG32
32-MVCB-On BIT IN MVB VCB on confirmation
STB1,FG32
HBB1,FG32
32-MVCB StuckOn BIT IN MVB VCB stuck on
STB1,FG32
54-BsubS01-Off BIT IN MVB FLGM,FG54 Subsystem 01 isolated
18-Bsimulation BIT IN MVB FLGM,FG18 Simulation mode is active on the loco
54-MtrailMode BIT IN MVB FLGM,FG54 The master loco is in trailing mode
13-MtrailMode (M S) BIT IN TB FLGM,FG54 The master loco is in trailing mode
HBB2,FG31 Pan disable from the slave loco. Only
13-Bpan Disable (S M) BIT IN TB
STB2,FG31 valid if the master loco is in trailing mode
01-MPrSwPan1 BIT IN AMS {05A,130.4/1} Pressure switch pan 1 activated
01-MprSwPan2 BIT IN AMS {05A,130.4/2} Pressure switch pan 2 activated
HBB1,FG32
31-BVCBOffDem BIT OUT MVB VCB off demand
STB1,FG32
FLGM,FG07
31-LpanUpWish MVB
BIT OUT HBB2,FG31
(M S) TB
STB2,FG31
FLGM,FG07
MVB
31-LpanDnWish (M S) BIT OUT HBB2,FG31
TB
STB2,FG31
3104-BEPPan1 BIT OUT AMS {05A,130.A/1} Command to raise pan1
{05A,130.1}
31-BpanDisable AMS
BIT OUT HBB2,FG31 Releases/disables the pan self hold logic
(S M) TB
STB2,FG31
Pan 1 has not enough pressure Disturbance
3103-Mpan1NoPres BIT OUT INT FG06
with VCB off and priority 1 fault massage
FLGM,FG21 Simulated pan up feedback in order to
31-BPanUp BIT OUT MVB SLGA,FG18 simulate catenary voltage in the SLGs.
SLG2,FG18 Only valid in the simulation mode

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