INSTRUCTIONS for SA-1 and SA-1S



INSTRUCTIONS for the SA3

The SA3 operating sequence is shown below:

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The sequence must always start with one train at each end of the line. Between each train movement there is an adjustable delay time. (indicated by red and green LEDs flashing alternatively). There is also a short delay between the points switching and the next train movement.

INSTALLATION

TRAIN DETECTORS

Either IRDOT-1 or reed switch train detectors can be used. Eight train detectors are required. The positions of the train detectors are:

Train detectors a d e and h govern stopping and train detectors c and g (start of) braking for left to right trains, train detectors f and b control braking for right to left trains. Each "braking" train detector should be positioned to give approximately the same distance to the stopping position. Also there should be a gap of one train length or more between braking and stopping train detectors if IRDOT-1s are used. Either reed switch and magnet or IRDOT-1 train detectors are suitable.

The SA3 control electronics and IRDOT-1s must use the same power supply. See below.

The diagram shows terminal "6" of the IRDOT-1 and terminal o of the SA3, connected to the negative or 0 Volts connection of the power supply. Terminal "1" of the IRDOT-1 and terminal "+" of the SA-3 all connect to the positive (or 12 volts) connection of the power supply. Alternatively all the units can be powered from a 16 volts AC supply. If an A.C. supply is used be careful to ensure the units are connected as described above otherwise the train detectors will not be able to operate the SA3 although they will still detect trains.

The next step is to wire the train detectors to the correct inputs (D1 to D5 as shown on the last diagram) of the SA3. For the IRDOT-1s wire terminal 2 to the appropriate input. ie train detector at a to D1 train detector at b to D5 etc (see first diagram). Some of the terminals have two train detectors connected to them.

If reed switches are used wire one end of all the reed switches to the o (0 volts) terminal and the other end of the reed switch as described for terminal 2 of the IRDOT.

TRACK WIRING

As two trains are on the same line isolation sections need to be provided to prevent both trains moving together. The ends of the lines are isolated via the use of a relay on the SA3. The passing loops use the points for isolation.

Track Power Connections

Separate connections are provided to power the control electronics and the track.

This allows the choice of either powering everything from a 12 volt DC supply or powering the track separately through a conventional controller. The controller setting governs the maximum speed the SA3 can accelerate trains to.

Unlike some of the other units there is no advantage in powering from a controller. When powering everything from a 12 volt DC supply the maximum speed is set by the "max speed" variable resistor of the SA3.

12 volt DC supply only

Leave the wire link in place and connect the 12 volts D.C. supply as described previously.

The three terminals centred around "sc" connect to the contacts of a changeover relay fitted to the SA3. Its purpose is to switch power between the 2 ends of the track, powering one end whilst isolating the other. Gaps in the rails indicate isolation breaks.

Isolation for trains stopped on the loop is provided by the point setting.

USING 16 VOLTS AC SUPPLY

The link is removed and a capacitor and diode are fitted. (The unit may be supplied with these fitted.

Otherwise the wiring is as described above.

INSTALLATION OF POINT MOTORS

The SA3 has two relays for switching the point motors. These relays momentarily switch on for approx 1 second to operate the point motors. PECO or SEEP point motors are suitable. Both points are switched together the wiring is shown on page4.

To check the wiring is correct ensure that on powering the units both points switch to the "up" loop after the delay time.

It is preferable to use a separate power supply for the points to avoid electrical interference problems. A capacitor discharge unit can be used.

TESTING AND SET UP ADJUSTMENTS

This is best carried out in the following order.

Turn the variable resistors with a fine screwdriver to give delay time=short, min speed=slow, max speed=fast, ACC/BR (rate of braking/acceleration)=abrupt.

Position a train at each end ie over detectors a and g. After the variable delay (green and red flashing) the points will switch to the "up" loop there will be a short delay with the red LED lit. The left hand train will quickly accelerate to maximum speed as the green LED (indicating acceleration) is lit, travelling in the "up" direction. If it travels in the wrong direction reverse the track power connections out of the SA3. If the right hand train moves swop over the connections from the isolation relay. When the train is detected at "c"it will rapidly reduce speed and halt. Adjust the min speed setting until the train just moves. It will then travel to "d" and stop. After the delay time the points will change and then the right hand train move in the down direction, on reaching e this train should brake (a further adjustment to the minimum speed setting may be required due to possibly different electrical characteristics of each locomotives motor). As the sequence continues adjust the maximum speed setting to the required speed (unless using the controller to determine the max speed in which case the maximum speed should be left at max). As successive trains brake (indicated by red LED only lit) adjust the acc/br setting so that the train slows to the minimum speed just before reaching the appropriate train detector.

Note: min and max speed adjustments are confusing to set unless acc/brake is set to abrupt because of the effect of electronic inertia. Also maximum speed can only take effect whilst the green LED is lit and Minimum speed only whilst the red LED is lit.

Finally adjust the delay time setting to the desired time. Note that the length of the flashes is proportional to the delay time.

LED INDICATIONS

GREEN LED LIT = Train accelerating or travelling at maximum speed.

RED LED LIT = Train braking or stopped.

RED and GREEN LEDS flashing alternately = Adjustable Time Delay. The length of time of the delay is proportional to the flashes.

RED and GREEN LEDS both lit = Overload. IE short circuit on track.

Overload protection

Overload protection is built into the SA6. If an excessive current is drawn from the unit then the overload circuit will prevent the unit from being damaged by switching off power to the track. This fault condition is indicated by the red and green LED's both lighting. As soon as the fault is rectified the unit will resume normal working.

Heathcote Electronics, 1 Haydock Close, Cheadle, Staffs, ST10 1UE TEL./FAX 01538 756800

Email cah@heathcote-electronics.co.uk website heathcote-electronics.co.uk

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